Lehigh Line (Norfolk Southern)

For other uses, see Lehigh Line.
Lehigh Line

NS 21M rolls through Easton, Pennsylvania on the Lehigh Line in 2006.
Overview
Type Freight rail
System Norfolk Southern Railway (with Canadian Pacific trackage rights)
Status Operational
Locale New Jersey and Pennsylvania
Termini East End- Port Reading Junction in Manville, New Jersey (was Newark, New Jersey, Jersey City, New Jersey, Perth Amboy, New Jersey, Easton, Pennsylvania)
West End- M&H Junction in Old Penn Haven, Pennsylvania (was Buffalo, New York, Jim Thorpe, Pennsylvania)
Operation
Opened 1855 between Jim Thorpe, Pennsylvania and Easton, Pennsylvania (The line was built on pass its opening year up until the early 20th Century and was shortened in the late 20th Century)
Owner Norfolk Southern Railway (a Norfolk Southern Corporation company)
Operator(s) Norfolk Southern Railway (a Norfolk Southern Corporation company)
Technical
No. of tracks 1-2
Track gauge 1,435 mm (4 ft 8 1⁄2 in) standard gauge
Operating speed almost all of line is 50 MPH for freight traffic[1]

The Lehigh Line is a major freight railroad line owned and operated by the Norfolk Southern Railway in the states of New Jersey and Pennsylvania in the Eastern United States. The line runs from Port Reading Junction in Manville, New Jersey to M&H Junction near Old Penn Haven, Pennsylvania.[2] The majority of the line serves as Norfolk Southern's main corridor in and out of the Port of New York and New Jersey and the New York City metro area.

The Lehigh Line was built by the Lehigh Valley Railroad (LV) and was opened in 1855 between Jim Thorpe, Pennsylvania and Easton, Pennsylvania (the line was built on later passed Jim Thorpe and Easton); the Lehigh Line was the Lehigh Valley Railroad's first rail line. The line was the body of the Lehigh Valley Railroad in its early years up until the LV built or acquired other rail lines to connect with the line.

The line's original route was from Jim Thorpe, Pennsylvania and Easton, Pennsylvania. The line later branch out to the Northwest pass Jim Thorpe to the Wilkes-Barre, Pennsylvania area until it reached the Buffalo, New York area. The line also later branched out to the east pass Easton all the to Perth Amboy, New Jersey by building a bridge over the Delaware River to connect Easton with Phillipsburg, New Jersey and then after Phillipsburg, the rest of the New Jersey side of the line was then built all the way to Perth Amboy. The line's expansion into New Jersey was built as a way to access the New York City area. The line's route switched to the Northeast when a line was constructed pass South Plainfield, New Jersey; the route from South Plainfield to Perth Amboy which ran Southeast broke away from the main line and became a branch line and the new line going Northeast became the new part of the main line. With the line now going Northeast, the line's new end point was Jersey City, New Jersey which was later decreased to Newark, New Jersey.

By the 1930s, the line was known as the Lehigh Valley Mainline. The line and the rest of the Lehigh Valley Railroad was absorbed into Conrail in 1976.

Conrail maintained it as a main line and the line became known as the Lehigh Line during the Conrail ownership. Conrail shortened the Lehigh Line by abandoning most of its route into Northern Pennsylvania all the way to the Buffalo, New York area until the line got to its final Pennsylvania end point which is M&H Junction near Old Penn Haven, Pennsylvania.

In 1999, the Norfolk Southern Railway acquired the Lehigh Line in the Conrail split with CSX Transportation but the line lost its existing tracks from Manville, New Jersey to Newark, New Jersey in the process in order for both Norfolk Southern and CSX to have equal competition in the Northeast. The existing tracks from Manville to Newark became a new rail line and for equal competition, Norfolk Southern along with CSX own the new rail line under a joint venture. However, for historical purposes, the part from Manville to Newark is considered a new rail line and not the original line and the Norfolk Southern part is considered the original line and not a new rail line.

The Lehigh Line hosts approximately twenty-five trains per day. The line passes through the approximately 5,000 foot Pattenburg Tunnel in West Portal, New Jersey along its route. Most of the traffic along the line consists of intermodal and general merchandise trains going to yards such as Oak Island Yard in Newark and Croxton Yard in Jersey City. The line makes notable connections with other Norfolk Southern lines such as the Reading Line, the Washington Secondary, the Cement Secondary, the Ashmore Secondary, the Portland Secondary and the Stroudsburg Secondary (formerly part of the Lackawanna Old Road and goes under the Lackawanna Cut-Off) and connects with regional and short line railroads such as the Reading Blue Mountain and Northern Railroad, the Black River and Western Railroad and the Belvidere and Delaware River Railway.

History

Background

The Lehigh Valley Railroad logo
The Lehigh Valley Railroad system, the Lehigh Line is in bold black and the branch lines are in non bold black

The Lehigh Line was built by the Lehigh Valley Railroad (reporting mark LV) and opened in 1855 between Jim Thorpe, Pennsylvania and Easton, Pennsylvania. The Lehigh Valley Railroad was authorized on April 21, 1846 in Pennsylvania and officially established on September 20, 1847 as the Delaware, Lehigh, Schuylkill and Susquehanna Railroad Company; the railroad's name was changed to Lehigh Valley Railroad on January 7, 1853.

The LV was one of a number of railroads built in the northeastern United States to primarily haul anthracite coal. The transporting of anthracite by the LV was faster than transporting the anthracite by boat down the Lehigh River; the LV replaced the transportation of anthracite down the Lehigh River. The LV was nicknamed the Route of the Black Diamond for its transportation anthracite.

The Lehigh Line was the Lehigh Valley Railroad's first rail line and served as the body of the railroad until the railroad built or acquired other rail lines to connect with the line. The line later became the Lehigh Valley Railroad's main route from the New York City area to Buffalo, New York.

Lehigh Valley Railroad ownership

1850's

The Lehigh Valley Railroad opened the Lehigh Line in 1855 between Jim Thorpe, Pennsylvania and Easton, Pennsylvania which is the line's original route.

The Lehigh Line's route along with the rest of the LV was surveyed and grading started in 1850, but progress was slow and financing was insufficient. The line was completed in 1855 extending from Mauch Chunk (present-day Jim Thorpe, Pennsylvania to Easton, Pennsylvania at the Delaware River where coal could be shipped to Philadelphia on the Delaware Division Canal or transported across the river to Phillipsburg, New Jersey, where the Morris Canal and the Central Railroad of New Jersey (CNJ) could carry it to New York City. At Easton the LV constructed a double-decked bridge across the Delaware River for connections to the CNJ and the Belvidere Delaware Railroad in Phillipsburg.[3]

The line became the trunk line down the Lehigh Valley, with numerous feeder railroads connecting and contributing to its traffic. The line brang the Middle Coal Field's anthracite production to the LV over feeders to the Beaver Meadow

1860's

The 1860s saw an expansion of the LV with an expansion northward to Wilkes-Barre, Pennsylvania and up the Susquehanna River to the New York state line. In 1864, the LV began acquiring feeder railroads and merging them with its system. The first acquisitions were the Beaver Meadow Railroad and Coal Company which included a few hundred acres of coal land and the Penn Haven and White Haven Railroad. The purchase of the Penn Haven and White Haven was the first step in expanding to Wilkes-Barre. To reach Wilkes-Barre, the LV began constructing an extension from White Haven to Wilkes-Barre. In 1866 the company acquired the Lehigh and Mahanoy Railroad (originally the Quakake Railroad) and the North Branch Canal along the Susquehanna River, renaming it the Pennsylvania and New York Canal & Railroad Company (P&NY).[4] The purchasing of the North Branch Canal saw an opportunity for a near monopoly in the region north of the Wyoming Valley. In 1867, a year after the purchase of the Penn Haven and White Haven, the extension from White Haven to Wilkes-Barre opened.

Construction of a rail line to the New York state line started immediately and by 1869 was complete from Wilkes-Barre to Waverly, New York, where coal was transferred to the broad gauge Erie Railroad and shipped to western markets through Buffalo, New York.[5] By 1869, the LVRR owned a continuous track through Pennsylvania from Easton to Waverly.

1870's

Easton and Amboy Railroad map

In the 1870s the railroad acquired other large tracts of land starting at 13,000 acres (53 km2) in 1870,[5] with an additional of 5,800 acres (23 km2) in 1872,[6] and turned its eye toward rail expansion across New Jersey to New York City.

In 1872 the LV purchased the dormant charter of the Perth Amboy & Bound Brook Railroad which had access to the Perth Amboy, New Jersey harbor, and added to it a new charter, the Bound Brook and Easton. The railroads were merged as the Easton and Amboy Railroad. Coal docks at Perth Amboy were soon constructed, and most of the line from Easton to Perth Amboy was graded and rails laid. However, the route required a 4,893-foot (1,491 m) tunnel through Musconetcong Mountain near Pattenburg, and that proved troublesome, delaying the opening of the line until May 1875, when a coal train first passed over the line. To support the expected increase in traffic, the wooden bridge over the Delaware River at Easton was also replaced by a double-tracked, 1,191-foot (363 m) iron bridge.[7] The route from Easton to Perth Amboy still exists but the rail line now stops at Manville, New Jersey and pass Manville, the route continues as a new rail line. The route from Manville to Perth Amboy was separated into a new rail line in 1999; the route from Manville to Easton continued as the original line.

In 1875, the LV financed the addition of a third rail to the Erie line so that cars could roll directly from colliery to the port at Buffalo.[8]

1880's

In 1882, the LV began an extensive expansion into New York. First, it purchased a large parcel of land in Buffalo, the Tifft farm, for use as terminal facilities, and obtained a New York charter for the railroad.[9] Then in 1887 the Lehigh Valley Railroad obtained a lease on the Southern Central Railroad, which had a route from Waverly northward into the Finger Lakes region.[10] At the same time, the LV organized the Buffalo and Geneva to build from the northern end of Seneca Lake to Buffalo. Finally, in 1889, the LVRR gained control of the Geneva, Ithaca, and Sayre Railroad and completed its line of rail through New York.[11] As a result of its leases and acquisitions, the LV gained a monopoly on traffic in the Finger Lakes region. The railroad continued to grow and develop its routes in Pennsylvania.

Also in Pennsylvania, the LV obtained a charter formerly held by the Schuykill Haven and Lehigh River Railroad in 1886 which had been held by the Reading Railroad since 1860 when it had blocked construction in order to maintain its monopoly in the Southern Coal Field which held the largest reserves of anthracite in Pennsylvania. Through neglect, the Reading allowed the charter to lapse and it was acquired by the LV which immediately constructed the Schuylkill and Lehigh Valley Railroad and connected it with the mainline. The line gave the LV a route into Pottsville, Pennsylvania and the Schuylkill Valley coal fields.[12]

Map of the Jersey City terminal

In New Jersey, the LV had a decade-long legal battle with the CNJ over terminal facilities in Jersey City. In 1887 the two railroads reached a settlement, and construction of the LVs Jersey City freight yard began.[13] The LV obtained a 5-year agreement to use the CNJ line to access the terminal, which opened in 1889. The LV built a separate yard at Oak Island in Newark to sort and prepare trains.

The LV began construction of a series of railroads to connect the Easton and Amboy line to Jersey City. The Roselle and South Plainfield Railway in 1887 connected with the CNJ at Roselle, New Jersey. The Newark and Roselle Railway in 1891 brought the line from Roselle into Newark, where passengers connected to the Pennsylvania Railroad. Bridging Newark Bay proved difficult. The LV first attempted to obtain a right of way at Greenville, but the Pennsylvania Railroad checkmated them by purchasing most of the properties needed. Then the CNJ opposed the LVs attempt to cross its line at Caven Point. Finally after settling the legal issues, the Newark Bay was bridged in 1892 by the Jersey City, Newark and Western Railway and connected to the National Docks Railway, which was partly owned by the LV and which reached the LV's terminal. In 1895, the LV constructed the Greenville and Hudson Railway parallel with the National Docks in order to relieve congestion and have a wholly owned route into Jersey City. Finally in 1900, the LV purchased the National Docks Railway outright.

1890-1920

After the completion of its terminals at Buffalo and Jersey City, and the establishment of a trunk line across New York, the LV entered a period of turmoil in the 1890s with the company being entangled in business dealings. In 1892, the Reading Railroad leased the LV and the CNJ and purchased the railroads' coal companies instead of attempting to maintain agreements among the coal railroads. The Reading than arranged for the Delaware, Lackawanna and Western Railroad to cooperate with the combination, thereby controlling 70% of the trade.[14][15] Unfortunately, it overreached and in 1893 the Reading was unable to meet its obligations. Its bankruptcy resulted in economic chaos, bringing on the financial panic of 1893 and forcing the LV to break the lease and resume its own operations, leaving it unable to pay dividends on its stock until 1904. The economic depression following 1893 was harsh though the LV owned or controlled 53,000 acres (210 km2) of coal lands by then .[14]

In 1897 the LV was in dire need of support. The banking giant J. P. Morgan stepped in to refinance the LV debt, and obtained control of the railroad in the process.

The LV along with other railroads, were nationalized during World War I (1914-1918) in order to prevent strikes and interruptions. The LV built a passenger terminal in Buffalo in 1915. The United States Railroad Administration controlled the LV from 1918 to 1920, at which time control was transferred back to the private companies.

1921-1953

The Great Depression started and the LV began a slow decline eventhough it had a few periods of prosperity. Passengers preferred the convenience of automobiles to trains, and airlines provided faster long-distance travel than trains. Oil and gas were supplanting coal as the fuel of choice. The Depression had been difficult for all the railroads, and Congress recognized that bankruptcy laws needed revision. By 1931, the PRR controlled 51% of the LV stock.

By 1936 when the LV now has feeder lines connecting to its main line which is the railroad's first line, the main line became known as the Lehigh Valley Mainline.

The Chandler Acts of 1938-1939 provided a new form of relief for railroads, allowing them to restructure their debt while continuing to operate. The LV was approved for such a restructuring in 1940 when several large mortgage loans were due. The restructuring allowed the LV to extend the maturity of its mortgages, but needed to repeat the process in 1950.[16] The terms of the restructurings precluded dividend payments until 1953 when LV common stock paid the first dividend since 1931.[17] In 1940 the LV came under the influence of the PRR. In 1941, the Pennsylvania placed its shares in a voting trust after reaching an agreement with the New York Central regarding the PRR's purchase of the Wabash.[18] The LV extended the maturity of its mortgages in 1950, made dividend payments until 1953.

1954-1976

The LV faced two blows in the 1950s, the Federal-Aid Highway Act in 1956 and the Saint Lawrence Seaway in 1959. The interstate highways helped the trucking industry offer door-to-door service, and the St. Lawrence Seaway allowed grain shipments to bypass the railways and go directly to overseas markets. Between 1956-1959, the LV again stopped dividends in 1957 .[19] By the 1960s railroads in the East were struggling to survive.

The LV declared bankruptcy on July 24, 1970[20] The LV remained in operation during the 1970 bankruptcy, as was the common practice of the time. In 1972, the LV assumed the remaining Pennsylvania trackage of the Central Railroad of New Jersey, a competing anthracite railroad which had entered bankruptcy as well. The two roads had entered a shared trackage agreement in this area in 1965 to reduce costs as both had parallel routes from Wilkes-Barre virtually all the way to New York, often on adjoining grades through Pennsylvania.

In the years leading to 1973, the freight railroad system of the U.S. was collapsing. Although government-funded Amtrak took over intercity passenger service in 1971, railroad companies continued to lose money due to extensive government regulations, expensive and excessive labor cost, competition from other transportation modes, declining industrial business, and other factors;[21]:226ff the Lehigh Valley Railroad was one of them. Hurricane Agnes in 1972 damaged the rundown Northeast railway network which put the solvency of railroads including the LV in danger.

On April 1, 1976, the LV including its main line were merged into the U.S. government's Consolidated Rail Corporation (Conrail) ending 130 years of existence and 121 years of operation of the LV.

Conrail ownership

See also: Conrail

1976-1987

On April 1, 1976, the Consolidated Rail Corporation (reporting mark CR) also known as Conrail acquired the Lehigh Valley Railroad (major portions of its assets) including its main line, the Lehigh Valley Mainline and began operations on the line and the remains of the LV immediately.

Conrail was incorporated in Pennsylvania by the U.S. Federal government on October 25, 1974, and began operations April 1, 1976. The U.S. government created Conrail to take over the potentially profitable lines of multiple bankrupt railroads which the LV was one of them. Other bankrupt railroads included the Penn Central Transportation Company and Erie Lackawanna Railway.

Conrail maintained the Lehigh Valley Mainline as a main line and it continued to thrive under its ownership, unlike many lines in the northeast, which were abandoned. The line served as one of Conrail's primary lines headed into the New York City metro area, just like when the line was owned by the Lehigh Valley Railroad. The line was important to Conrail as an alternate route to avoid Amtrak's Northeast Corridor, its main line and main electrified route. Conrail's other primary line headed into the New York City metro area was the River Subdivision which travels from the North Bergen Yard located in North Bergen, New Jersey to Selkirk Yard located in the Selkirk section of Bethlehem, New York; the River Subdivision is now owned by CSX Transportation, a railroad that is owned by the CSX Corporation. Also during the Conrail ownership, the line meet with Conrail's secondary line headed into New York City metro area in Manville, New Jersey, the Trenton Subdivision which travels from Philadelphia, Pennsylvania to Manville; the Trenton Subdivision is now owned by CSX Transportation.

The line became known as the Lehigh Line during the later years of the Conrail ownership.

Post 1987 thru 1999

The Lehigh Line was downsized in its later years in New York and Pennsylvania until it got to M&H Junction in Old Penn Haven, Pennsylvania; the lines route is now M&H Junction to Oak Island Yard in Newark, New Jersey. The Lehigh Line's New York and Pennsylvania tracks were sold to other regional and shortline railroads such as the Reading Blue Mountain and Northern Railroad. The former Lehigh Line tracks that went to Reading Blue Mountain and Northern is still in operation and is now operating as a new rail line called the Lehigh Division. The line however kept its original route from Jim Thorpe, Pennsylvania and Easton, Pennsylvania.

Conrail's success was increasing, but in 1997, Conrail was subject with a merger with the CSX Transportation and its parent the CSX Corporation. However, the Norfolk Southern Railway and its parent the Norfolk Southern Corporation disapproved with the merger and began a takeover battle with CSX to purchase Conrail. During the Conrail takeover battle, the Norfolk Southern Railway completed the absortion of the Norfolk and Western Railway which was also owned by the Norfolk Southern Corporation. Norfolk Southern and CSX struck a compromise and agreed to jointly acquire Conrail and split most of its system and assets between them, with Norfolk Southern acquiring a larger portion of the Conrail network via a larger stock buyout; this returned rail freight competition to the Northeast. Under the final agreement approved by the Surface Transportation Board, Norfolk Southern acquired 58 percent of Conrail's assets, including roughly 6,000 Conrail route miles which included the Lehigh Line, and CSX received 42 percent of Conrail's assets, including about 3,600 route miles.[22]

The buyout was approved by the Surface Transportation Board and both sides took control of Conrail on August 22, 1998; it would take almost a year for both sides to operate their portions that belonged to Conrail after that. The lines were transferred to two newly formed limited liability companies, to be subsidiaries of Conrail but leased to CSX and Norfolk Southern, respectively New York Central Lines (NYC) and Pennsylvania Lines (PRR). The NYC and PRR reporting marks, which had passed to Conrail, were also transferred to the new companies, and NS also acquired the CR reporting mark. Conrail ended operations on May 31, 1999 and its lines were finally split between the two remaining Class I railroads in the East, the Norfolk Southern Railway and CSX Transportation. Both railroads under Norfolk Southern and CSX began operations on the former lines of Conrail on June 1, 1999;[23] the Lehigh Line went to Norfolk Southern Railway.

Norfolk Southern Railway ownership

1999

Norfolk Southern westbound delivery train passing through Three Bridges, Readington Township, New Jersey on the Lehigh Line, Picture 1

On June 1, 1999, Conrail ended operations and its lines were split between Norfolk Southern Railway (which is owned and operated by the Norfolk Southern Corporation) and CSX Transportation (which is owned and operated by the CSX Corporation). The Norfolk Southern Railway which was chartered in 1894 as the Southern Railway in the Southern United States acquired the Lehigh Line in the Conrail split.

With Norfolk Southern acquiring the line, the Lehigh Line wasn't eligible to keep all of its current route and lost its route from CP Port Reading in Manville, New Jersey to the Oak Island Yard in Newark, New Jersey in order for both Norfolk Southern and CSX to have equal competition in the Northeast. The line's former existing tracks from Manville to Oak Island Yard still exist and is still in operation but is now operating as a new rail line that serves as an extension of the Lehigh Line while not being a continuation of the Lehigh Line into Oak Island Yard and that is owned by both Norfolk Southern and CSX under a joint venture called Conrail Shared Assets Operations; the joint venture serves as a switching and terminal railroad for Norfolk Southern and CSX in New Jersey, Philadelphia, and Detroit. Norfolk Southern owns 58 percent of the joint venture and CSX owns 42 percent of the joint venture but both Norfolk Southern and CSX has equal voting interest in the joint venture. Conrail Shared Assets Operations was a concession made to federal regulators who were concerned about the lack of competition in certain rail markets and logistical problems associated with the breaking up the Conrail operations as they existed in densely populated areas with many local customers.

Norfolk Southern eastbound train on the Lehigh Line passing through a crossing near Flemington, New Jersey, Picture 1

The new rail line that is placed under the joint venture shares the “Lehigh Line” name. The new rail line that was once part of the Lehigh Line which handles Norfolk Southern freights off of the Lehigh Line, also handles traffic off of the Trenton Subdivision, CSX's secondary line into the New York City metro area (the River Subdivision is CSX's primary line into the New York City metro area).

With the line losing its route from Manville to Oak Island, the line's new route is now from M&H Junction in Old Penn Haven, Pennsylvania to CP Port Reading in Manville, New Jersey. The line was able to continue as the original line and not as a new rail line despite losing its tracks from Manville to Oak Island Yard with those existing tracks becoming a new rail line sharing the ““Lehigh Line” name because the line kept its original route which is between Jim Thorpe, Pennsylvania and Easton, Pennsylvania. The Norfolk Southern Railway continued to improve the Lehigh Line into the 21st century.

2000-Present

To date, the Norfolk Southern Railway granted trackage rights to the Canadian Pacific Railway (owned by Canadian Pacific Railway Limited) on the Lehigh Line.

The Lehigh Line was double tracked near Flemington, New Jersey in Hunterdon County.

Amtrak has expressed on bringing passenger service back to the Lehigh Valley with service extending to all three cities- Easton, Bethlehem and Allentown. If approved by Norfolk Southern Railway, the Lehigh Line would once again host passenger rail service for the first time since 1961.

Operations

The Lehigh Line runs from a connection with Conrail Shared Assets Operations's Lehigh Line and CSX's Trenton Subdivision at Port Reading Junction in Manville, New Jersey to a connection with the Reading Blue Mountain and Northern Railroad's Reading Division and Lehigh Division at M&H Junction near Old Penn Haven, Pennsylvania.

The line makes notable connections with other Norfolk Southern lines such as the Reading Line and independent shortline railroads.

At Three Bridges, New Jersey in Readington Township, the line interchanges with Black River and Western Railroad. At Phillipsburg, New Jersey, the line interchanges with its New Jersey side branch line, the Washington Secondary and the Belvidere and Delaware River Railway which also passes over the Belvidere and Delaware River after that. Across the river in Easton, Pennsylvania, the line interchanges with its Pennsylvania side branch line, the Portland Secondary which extends from Easton to Portland, Pennsylvania connecting to the Stroudsburg Secondary which was originally part of the Lackawanna Old Road (the Stroudsburg Secondary goes under the Lackawanna Cut-Off).

The line hosts approximately twenty-five trains per day, with traffic peaking at the end of the week. East of the junction with the Reading Line in Allentown, Pennsylvania, the line serves as Norfolk Southern's main corridor in and out of the Port of New York and New Jersey, and the New York Metro Area at large, as NS doesn't currently use the eastern half of their Southern Tier Line, which follows the Delaware River north to Binghamton, NY. The line passes through the approximately 5,000 foot Pattenburg Tunnel in West Portal, New Jersey along its route. Most of the traffic along the line consists of intermodal and general merchandise trains going to yards such as Oak Island Yard in Newark, New Jersey and Croxton Yard in Jersey City, New Jersey.

Gallery

See also

Lehigh Valley Railroad

History of rail transport in the United States

References

  1. ↑ http://www.multimodalways.org/archives/rrs/NS/NS%20Track%20Charts/NS%20Track%20Charts.html
  2. ↑ http://www.parailfan.com/NS/ns_lehigh_line_ett.pdf
  3. ↑ Henry, Mathew Schropp (1860). History of the Lehigh Valley. pp. 395–400.
  4. ↑ Annual Report of the Lehigh Valley Railroad. 1867.
  5. 1 2 Annual Report of the Lehigh Valley Railroad. 1870.
  6. ↑ Annual Report of the Lehigh Valley Railroad. January 21, 1873.
  7. ↑ Annual Report of the Lehigh Valley Railroad. 1875.
  8. ↑ Annual Report of the Lehigh Valley Railroad. 1876.
  9. ↑ Annual Report of the Lehigh Valley Railroad. 1882.
  10. ↑ People ex re. Lehigh & N. Y. R. Co. v. Sohmer, State Comptroller. The New York Supplement, Vol. 154 (New York State Reporter, Vol. 188). Sep 15, 1915. p. 1054.
  11. ↑ Annual Report of the Lehigh Valley Railroad. 1889.
  12. ↑ "Into New Coal Fields". New York Times. Oct 5, 1890.
  13. ↑ Annual Report of the Lehigh Valley Railroad. 1887.
  14. 1 2 Testimony taken before the Special Senate Committee Relative to the Coal Monopoly. Documents of the Senate of the State of New York, 1893, Volume 1. 1893. pp. 529, 572.
  15. ↑ Jones 1914, p.52
  16. ↑ "Lehigh Revamping Authorized by ICC". New York Times. Feb 9, 1949.
  17. ↑ "Lehigh Valley Railroad to Retires $2,489,000 in 66-Year-Old Bonds". New York Times. Oct 20, 1954.
  18. ↑ "Rival Roads Agree on Wabash Issue". New York Times. June 13, 1941.
  19. ↑ "Dividend Omitted by Lehigh Valley". New York Times. Oct 24, 1957.
  20. ↑ "Lehigh Line Asks Reorganization". New York Times. Jul 25, 1970.
  21. ↑ Stover, John F. (1997). American Railroads (2nd ed.). Chicago: University of Chicago Press. ISBN 978-0-226-77658-3.
  22. ↑
  23. ↑ EuDaly et al. 2009, p. 72
  24. Annual Report of the Lehigh Valley Railroad. 1868.
  25. Annual Report of the Lehigh Valley Railroad. 1869.
  26. Annual Report of the Lehigh Valley Railroad. 1871.
  27. Annual Report of the Lehigh Valley Railroad. 1880.
  28. Annual Report of the Lehigh Valley Railroad. 1884.
  29. "A Great Railroads Lands". New York Times. Feb 15, 1880.
  30. "Harry E. Packer". New York Times. Feb 2, 1884.
  31. "Fight for Control of Lehigh on Today". New York Times. Jan 17, 1928.
  32. "Loree Plan Loses to 4-system Merger". New York Times. Apr 6, 1928.
  33. "E. E. Loomis is Dead". New York Times. July 12, 1937.
  34. "A. N. Williams Head of Lehigh Valley". New York Times. Jan 17, 1940.
  35. "Pennsylvania Railroad Seeking all the Stock of Lehigh Valley". New York Times. Dec 17, 1960.
  36. Bulletin Issue 42. Railway & Locomotive Historical Society. 1937.
  37. Transcript of Record No. 570. Records and briefs of the United States Supreme Court. Oct 10, 1908.
  38. Mountaintop Historical Society (2008). The History of Glen Summit Springs as of the year 2008.

External links

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