Diamond D Grown Men Talk Raritan. If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to. Wiley Coyote might already be in the neighborhood. The Eastern Coyote (Canis latrans var) has been spotted in. Considering the vital part that wire plays in the growing and transportation of food for man and beast, it is likely you would go breakfastless after sleeping on a bed. Populations might perish from hunger and probably would, but they'd have to stop killing each other except by primitive methods, for without wire, which.

The only one's I'm curious about are the AC and OJ in backwards raised letters with no frog. I just posted the other ones to share. You can post this and my prior messages on your website if you want. If the intent is to let people know where to find bricks then this was the side of the canal at the end of Washington St., not Liberty State Park From Fred Rieck: Dave, re the AC and J.O.--the best I can suggest for an ID are two manufacturers listed in Dan De Noyelles' book - Within these Gates. For the A C: Allison (and) Cosgrove of Stony Point, NY ca.1859, and possibly Cornelius Allison for which De N. Provides no location.

There are several brick trademarks involving 'Allison' and his associates, such as: Allison & Wood, Allison, Wood & Keenan, Wood & Allison and A W A (Allison Wood Allison). These too have large raised letters on their brick - some excluding the '&' (ampersand). However their letter font styles, which are a little smaller in size and feature sans seriff letters, don't quite match the A C font of yours, Dave, nor mine, (which do feature seriff letters) well enough for me to base a selection on just letters - to be confident. Another early mfgr.

From Dutchess Junction named Alonzo Covert may be a possibility. Bricks featuring the letter 'C' (in which the 'C' looks as if it is part of a seriff letter font set) are common in the COVERT area. COVERT bricks, marked as such are not common, in my experience.

The reversed 'J.O'. (the period vertically centered) may well be that of John Oldfield of Grassy Point. As listed in De Noyelles.

The [star] remains a good mystery. There are some I would attribute to being of NJ mfgr. And some of NY mfgr. A number of the earlier manfrs have used a star (of various sizes and number) as a quick way to but a mark on their brick. Dave, yours seems to be a little different (9 smaller size stars in a non-frog brick) than the ones I'm familiar with. Of course the [star] may be the frog.

Fred ========== From Jim Finn: I have a few bricks I collected from my estate in Central Alabama. Im interested in help identifying the age and/or history behind the bricks. There was a homestead in the area dated back to the early 1800s. I can send pics if that will help. Any help appreciated. A reply from Fred Rieck: Hi Jim, Being that the home was built in the early 1880's there are a few things you can do which may give you approximation of who and when your bricks may have been made.

With the date of the buildings in mind try going to a library checking in with the Local History section. You may also need to consult with any Historical Societies in the area. What you may wish to do is this: find any City Directories that may cover the area/village in which, or near which, your home was located. And look for brick makers, or brick manufacturers in the 'classified section of the directory. NOW The directory may not have a classified section (but even if it does) go through the alphabetial section where the local population is listed.

With luck, the directory will provide names and business affiliations of the listed individuals, which may include adult children. Back then, brick may have been made 'on site,' as opposed to a permanent (fixed place) brickyard, - by itinerant brick makers - thus the reason for searching lists of people. Another tactic is to find local maps specific to a locality of interest, which may have the names of the property owners, as well as commercial businesses, printed on the map or listed along the border somewhere.

These maps may be dated more recent than the build date of the house, but the chances are you can work backwards. That is, if a brickyard can be located on a 1868 map, that yard may have existed previously in 1860 or 1850 or earlier, even though the name of the yard may have changed during those years. Fred Rieck ========== Terry Kayden writes: I have alot of bricks marked Hallwood Block and some with OHIO with raised letters. Anybody with an idea or history reply. From your webmaster: If you have any information for Terry or anyone else here,. January '08: D K Henderson writes: Thank you for your website. My dad left a recording of his childhood at Kingston, talking about the brickyards and the limestone quarries. Tekken 6 Mobile Game Free Download Android.

It is interesting to see all the pictures and information. ========== Kim Kaskin-Couto writes: I have a brick with Killian on it found in ruin when lake marion was flooded, have you seen any? Or know where from? From your Webmaster: I assume you are referring to.

In Brick Brands of the United States, Jim Graves lists KILLIAN brick being made by Killian 20th Century in Pensacola, FL. ========== From Tina Kaasmann Dunn: Hello from Staten Island- home of at least 4 brick companys. Just found a brick with the name Shamrock. Any knowledge of this brick?? Love your web site- haven't looked at it all yet!!

Webmaster Note: Thanks Tina for your kind words. Fred and I are still working on SHAMROCK. We'll keep you posted here. ========== Dave H writes: Is it standard practice to clean bricks after they're hauled in? What's the best way to remove mortar?

My first day out doing this and I found that only about 1% of the bricks were marked and 99% of the marked bricks were WASHBURN. I also saw Reilly Rose, JJJ, CMJ, Mallory, Brigham, Hutton, Shultz and A&W. I couldn't walk back with them all so I took one not listed here - VALENTINE XX. It's a white brick and slightly larger than the typical red ones so I'm guessing it had a special purpose. A search for that name results in many adult sites and nothing about bricks so any info on Valentine would be appreciated. From your Webmaster (see also comments to/from Dave H, above): In Brick Brands of the United States Jim Graves lists VALENTINE XX as being a firebrick made by M.

Valentine & Brothers in Woodbridge, NJ. Firebrick is made of special clays that will withstand the high temperatures of fireplaces, boilers, fireboxes and similar usages without cracking or decomposing. Firebrick is larger than regular structural brick. More info on types of brick can be found and. The Woodbridge, NJ web site (states, 'Woodbridge is universally known for its fine clay deposits and its by-products, brick.

In 1859, it was said that material for nearly 80,000,000 fire bricks was at that time being sent annually to the market from Woodbridge. In 1866, M.D.

Valentine and James R. Valentine commenced business on the present site of the M.D. Valentine and Brothers Co.

Plant near Spa Spring and the manufacture of lath brick for which J.J. Valentine had been granted a patent the previous year. This brick was to be manufactured in scouring pipe, tile and brick. By 1876, the plant had grown to such proportions that it was capable of making 4,000,000 of these bricks a year. Woodbridge clay and its by-products are known throughout the world.' This yard was taken over by A.P. Green who also produced a VALENTINE XX firebrick.

For information and pics of A.P. ========== From Alice Cooper: I live in Palatka, FL where most of the streets are still brick. They are made from GRAVES bricks from Birmingham AL.(1901 era) While walking my dog this morning, and looking at all those bricks, I decided to do a little research on bricks. That was 3 hours ago!!!!

And I'm still inthralled with your site. So much info, great pics, and wonderful comments.

I've found out so much about the few bricks I have collected. Thanks for the great site. Webmaster Note: Alice, thanks for your nice comments! From the Flagler County web site (www.flaglercounty.org/brickrd/brick.htm): 'The Graves Brick Company was organized by William H. Graves in the early twentieth century. A native of Knoxville, Tennessee, Graves earned a law degree at the College of William and Mary, and returned to Tennessee to open a law firm. After the Civil War, he moved to Montgomery, Alabama and then relocated to Birmingham, in 1890.

Graves maintained his law practice and invested in real estate. Soon, he began constructing buildings for investment and on speculation,and organized a brick company to supply materials for those projects.

The City of Birmingham’s street paving program offered additional opportunities in the manufacturing of vitrified bricks. By 1901, Graves had organized the GravesShale Brick Company. Over the following two decades, he also organized the Graves-Matthews Paving Company and the Graves-Gunster Paving Company,both with men who married his daughters. Matthews briefly served as general manager for the brick and paving businesses before moving to Florida.By 1915, the Graves Company had sold millions of bricks, both the common typefor use in the construction of buildings and vitrified type for street and road construction. Eventually, Graves combined the brick and paving businesses, which he closed about 1920.

By then, Graves was among the most prominent attorneys and property owners in Birmingham. Most of the bricks forming Old Dixie Highway in Flagler County were made by Graves.

From Wikipedia ('on November 7, 1884, Palatka suffered a devastating fire. Guests arrived that season to find no accommodations, and so continued on the train south -- the beginning of a gradual tourism shift elsewhere. It would also lose trade, shipping and transportation preeminence to Jacksonville. Nevertheless, with its downtown rebuilt in brick to be fireproof, Palatka emerged a finer place.' For some great articles on Florida's 'Old Brick Road' go.

Jim Finn writes: I have a few bricks I collected from my estate in Central Alabama. Im interested in help identifying the age and/or history behind the bricks. There was a homestead in the area dated back to the early 1800s. I can send pics if that will help.

Any help appreciated. ========== This from Robin K Robson: Hi!

My family owned Robson's Brickyard and Works in Buffalo, NY during the later 1800's. With all relatives gone, I have no information regarding the business and would really appreciate some guidence. Many thanks, Robin Robson. ========== Chad Reid writes: We are demolishing a building at Fort Sam Houston, Texas (circa mid-1880's). The bricks are all labeled 'Sayre & Fisher Co.' Does anyone know about how old these bricks are?

From Webmaster Don: You will find info on Sayre & Fisher on our website. ========== Bill Usher writes: I recently found buried under my bayshide lawn, 3 'Ferris, Houston' bricks with a small sailboat imprint (about 1' size) in the upper corners. One imprint is of an old fashioned sloop; the other imprint is a schooner. Never seen an additional imprint like that. What was that about ========== This is from Jackie: Hi, we have found some old bricks in Moriches Bay, Long Island stamped 'Shamrock' and 'Sage' around a home with a bulkhead built around 1905. Do you know anything about these bricks? Thank you Hi Jackie, There is a listing for SAGE BRICK CO.

In the 1910 Greenport LI. Also, on page 52 of the 1934 Eastern Long Island Almanac and Guidebook in the 'Business Directory' under Greenport is this ad: 'THE SAGE BRICK MANUFACTURING COMPANY--Brick by Truck to any Eastern L.I. Point--Main Road--Phone 3' (Sources: And there is the on 'Sage' Blvd in Southhold, NY (they also list an address at '1670 Sage Boulevard Greenport, NY').

Fred and I are still working on the origin of SHAMROCK brick. Webmaster ========== Howard writes: Does anyone know if there are any brick pavers for sale that were part of the Cherryvale street paving about 100 years ago? Please publish my email as: howie.d AT gmail dot com. ========== Gary Barrieau Comments: I have some Graves bricks--does anyone know anything about them? From your Webmaster: Gary, scroll up to read about GRAVES Brick. ========== This from Britt: We found a brick marked 'N.

ADAMS' (where both the 'N' and 'S' are backwards. Do you know if this was one of Nathaniel Adams' bricks? I can't find any information this brick anywhere. Thanks for any information you could provide.

Britt (in Florida) ========== From Daniel Beck: In response to Jack Donohue: I came here to learn more about Dolan bricks myself, because I too am related to the Dolan family. My great-grandmother was Rita Dolan, wife of James Dolan, of the Dolan Brick family. I have 75% of a Dolan brick, but I am looking for a complete brick.

========== From Chester Hartwell: Love your website, well done! I came across a collection of Hudson Bricks at the Hurley Heritage Society this fall. They also have a WASHBURN brick mold. I have some photos and have attempted an inventory here: ABC Anderson B BROS CARRY COLD RICK CORMLEY H + G HB&ICO HOSECO HUTTON JJJ JMC KING KLINE LENT MAIN ON &CO OXE O ROSECO SCH EDE SCHLEEDE SCHULTZ SCHULTZ SILLES SSBCO SSHM STAPLES TERRY TERRY BROS ULB WBC WETTERA XXX I had been looking into the Kingston bluestone industry because the village intended to dispose of some slabs near their park playground. I found some other slabs on display in Kingston, then Hurley, where I found the brick collection.

I intend to lobby them to get them off the floor and away from the ground water leak and to catalog them better. Can you recommend proper conservation techniques for the bricks and the brick mold? I grew up on Long Island and only knew NASSAU bricks, which I have since read a little on.

Your website answered many of my questions about how the industry made bricks--the photos are invaluable! An acquaintance from the Saugerties Historical Society--maiden name is Washburn. I informed her of the Hurley Washburn brick mold and she wrote: 'Thanks Chester for the info. Go on to the Mayone site. That was my Aunt Delores's family.

She was married to my mothers brother Joe and they lived in the old homestead at the entrance to Bishop's Gate. She was much younger than my Uncle Joe. They actually did live in a Villa that is located as soon as you go over the railroad tracks and the drive to the right off of Ulster Ave.

I remember going there as a child and it was really beautiful. I think it is in disrepair now and it has changed owners and they may have converted it into apartments.

I have home movies of it. Thanks again for the web site.' HHS links: Main: Contacts: I was interested in why the Rt 209 through Hurley was so wide. Recently I learned that that new nature trail was the O&W right of way. I took an old O&W RR Hurley station photo and approximated the same POV and crudely married the two photos using my VISIO drawing program. I have since sent it off to the town historian who wants to use it. I wonder what bricks were used.

I also got to meet Rob Yasinsac this fall, another interested party. Happy Holidays!

Chester From Webmaster Don B.: Here's the WASHBURN mold Chester mentioned: Click these links to see his other photos: to share your knowledge and answer some of the questions above, to send us your comments and questions, or to tell us about your collection. Search BrickCollecting.com: Web BrickCollecting.com Brickcollecting.com is powered by the wind.

• (1999–present) • (1976–1999) • (1855–1976) Technical Number of tracks 1-2 1,435 mm ( 4 ft 8 1⁄ 2 in) standard gauge Operating speed 50 miles per hour (80.5 km/h) The Lehigh Line is a railroad line in central and northeastern. It is owned and operated by the. The line runs west from the vicinity of the to the valley at the south end of the.

Administratively it is part of Norfolk Southern's Harrisburg Division and is also part of the. As of 2016 the line is freight-only, although there are perennial proposals to restore passenger service over all or part of the line. The Lehigh Line hosts approximately twenty-five trains per day. The line runs from in to in. At Port Reading Junction it meets the. It crosses the.

Most of the traffic along the line consists of and general merchandise trains going to yards such as in Newark and in Jersey City. The line makes notable connections with other Norfolk Southern lines such as the Reading Line, the, the, the, the and the. It connects with regional and short line railroads such as the Reading Blue Mountain and Northern Railroad, the and the. The majority of the line was once the main line of the.

The first segment, between and, opened in September 1855. Later extensions and corporate acquisitions would carry to the Lehigh Valley main line to to the west and to the east.

Some portions of the line were constructed by the (L&S). Conceived as a competitor to the Lehigh Valley, the L&S constructed a parallel line on the north side of the. The line opened in 1868 and was soon leased by the (CNJ). Passenger service ended on the Lehigh Valley in 1961. The Lehigh Valley assumed the lease of the L&S from the CNJ in 1972 when the latter abandoned operations in Pennsylvania. Both the Lehigh Valley and CNJ were merged into in 1976. Conrail retained the ex-Lehigh Valley main line and named it the Lehigh Line.

Conrail combined the Bethlehem–Allentown portion of the Lehigh Valley main line with the ex-; the Lehigh Line now uses the former L&S route between those two cities. In the 1980s Conrail abandoned the ex-Lehigh Valley bridge over the Delaware River at Phillipsburg in favor of the L&S/CNJ bridge.

The system, the Lehigh Line as it appeared under Lehigh Valley Railroad ownership is in bold black and the branch lines are in non bold black The incorporated on April 21, 1846. Funding problems delayed the company's growth, and it was not until late 1852 that the company, under newly appointed chief engineer, surveyed the route between and Easton.

The company changed its name to the on January 7, 1853. The line opened between and on June 11, 1855, and west to Mauch Chunk on September 12. At Easton, the Lehigh Valley constructed an unusual double-decker bridge across the to.

The upper level proceeded straight across for a connection with the and, while the lower level curved south to meet the. This bridge enabled the Lehigh Valley to coal for both the and markets, respectively. The upper level opened on September 7; the lower level in late December.

The length of the line from Mauch Chunk to Easton which included the line's original route (Easton to Allentown) was 46 miles of single track. The line was laid with a rail weighing 56 pounds per yard supported: upon cross ties 6 x 7 inches and 7-1/2 feet long placed 2 feet apart and about a quarter of it was ballasted with stone or gravel.

The line had a descending or level grade from Mauch Chunk to Easton and with the exception of the curve at Mauch Chunk had no curve of less than 700 feet radius. Expansion to New York [ ] The 1860s saw an expansion of the LV and the line with an expansion northward to the area and up the to the state line. In 1864, the LV began acquiring feeder railroads and merging them with its system. The first acquisitions were the which included a few hundred acres of coal land and the. The purchase of the Penn Haven and White Haven was the first step in expanding to. To reach Wilkes-Barre, the LV began constructing an extension from to Wilkes-Barre. The Penn Haven and White Haven Railroad allowed the LV to reach White Haven.

In 1866, the LV acquired the (originally the Quakake Railroad) and the along the Susquehanna River, renaming it the (P&NY). The purchasing of the North Branch Canal saw an opportunity for a near monopoly in the region north of the. In 1866, two years 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 in 1867 the line was complete from Wilkes-Barre to, where coal was transferred to the broad gauge and shipped to western markets through. To reach Wilkes-Barre, the LV purchased the in 1864, and began constructing an extension from White Haven to Wilkes-Barre that was opened in 1867. By 1869, the LVRR owned a continuous track through Pennsylvania from Easton to Waverly.

In the following year, the Lehigh Valley—a standard gauge railroad—completed arrangements with the Erie Railroad, at that time having a six-foot gauge, for a third rail within its tracks to enable LV equipment to run through to Elmira and later to Buffalo. Easton and Amboy Railroad map The 1870s witnessed commencement of extension of the LV in a new direction.

In the 1870s the railroad acquired other large tracts of land starting at 13,000 acres (53 km 2) in 1870, with an additional of 5,800 acres (23 km 2) in 1872, and turned its eye toward rail expansion across all the way to the New York City area. In 1870, the Lehigh Valley Railroad acquired trackage rights to on the. In 1872 the Lehigh Valley Railroad purchased the dormant charter of the which had access to the harbor, and added to it a new charter, the.

The State of New Jersey passed legislation that allowed the LV to consolidate its New Jersey railroads into one company; the Perth Amboy and Bound Brook and the Bound Brook and Easton were merged to form a new railroad company called the (or Easton & Amboy Railroad Company). The Easton and Amboy Railroad was a railroad built across central New Jersey by the Lehigh Valley Railroad to run across Western New Jersey from to and it was built to connect the Lehigh Valley Railroad coal hauling operations in and the to serve consumer markets in, eliminating the Phillipsburg connection with the CNJ that had previously been the only outlet to the New York tidewater. Until it was built, the terminus of the LV had been at on the opposite. The Easton and Amboy was used as a connection to the New York metropolitan area, with a terminus in. Construction commenced in 1872 as soon the Easton and Amboy was formed; coal docks at Perth Amboy were soon constructed, and most of the line's new expanded New Jersey route from Easton to Perth Amboy was graded and rails laid. However, the route required building a wooden bridge over the to connect Easton with and build a 4,893-foot (1,491 m) tunnel through/under near (about twelve miles east of Phillipsburg), and that proved troublesome.

The tunnel delayed the opening of the Easton and Amboy part of the line until May 1875 (the line was completed in 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. At Perth Amboy, a tidewater terminal was built on the comprising a large coal dock used to transport coal into New York City.These tracks were laid and the Easton and Amboy Railroad was opened for business on June 28, 1875 with hauling coal. The Easton and Amboy's operations were labeled the “New Jersey Division” of the Lehigh Valley Railroad. The Easton and Amboy had already completed large docks and facilities for shipping coal at Perth Amboy upon an extensive tract of land fronting the Arthur Kill. Approximately 350,000 tons of anthracite moved to Perth Amboy during that year for transshipment by water. Operations continued until the LV's bankruptcy in 1976.

The is now the residential area known as. Passenger traffic on the LV's Easton and Amboy connected with the (PRR) at and continued to the PRR'S in Jersey City (that connection was discontinued in 1891 after the LV established its own route to Jersey City from South Plainfield). Eventually, the Easton and Amboy Railroad was absorbed into the parent Lehigh Valley Railroad. The route which was constructed by the LV's Easton and Amboy still exists but the rail line now stops at and pass Manville, the route continues as a. The route from Manville to Perth Amboy (now Manville to ) was separated into a new rail line in 1999; the route from Manville to Easton continued as the original line. The Lehigh Line's Manville to Easton route is most popular among railfans; the Lehigh Line's original route (Easton to Allentown) is though not most popular among railfans.

In 1875, the LV financed the addition of a third track to the main line so that cars could roll directly from colliery to the port at Buffalo. While the third track on the main line between Waverly and Buffalo gave the LV an unbroken connection to Buffalo, the road's management desired its own line into Buffalo.

The passed into the hands of the LV in September 1876, which extended from the New York state line near, to, a distance of 75 miles. 1880's [ ] In 1882, the LV began an extensive expansion into New York, to.

Construction from Waverly to Buffalo was split into to projects, Waverly to and Geneva to Buffalo (Geneva is located at the northern end of ). 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 (a similar name to the LVRR, but with “railway” instead). LVRR subsidiary, the Lehigh Valley Railway, began constructing the main line's northern part from Buffalo to in 1883, a total distance of ten miles. This was the second step toward establishment of a direct route from Waverly to Buffalo, the first being the acquisition of the. Then in 1887 the Lehigh Valley Railroad obtained a lease on the (the LV previously had trackage rights on the railroad starting in 1870), which had a route from Waverly northward into the region. At the same time, the LVRR organized the to build the rest of the 97 mile Geneva to Buffalo trackage which is from Geneva to Lancaster.

Finally, in 1889, the LV gained control of the and completed its line of rail through New York. 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.

In Pennsylvania, the LV obtained a charter formerly held by the 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 and connected it with the mainline. The line gave the LV a route into and the coal fields. The was completed and opened for service on July 25, 1886.

The 16 mile, (a rail segment of the line) which extended from to the outskirts of, was completed in November 1888. This allowed the line's eastbound grade to be reduced and a shorter route for handling through traffic established. Map of the Jersey City terminal In New Jersey, the LV had a decade-long legal battle with the CNJ over terminal facilities in. In 1887 the two railroads reached a settlement, and construction of the LVs Jersey City freight yard began. 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 in to sort and prepare trains. The LV strove throughout the 1880s to acquire its own route to Jersey City and to the Jersey City waterfront.

The LV decided to expand the line more to the Northeastern part of New Jersey in order to reach its freight yards without using the CNJ main line. Map of the Roselle and South Plainfield Railway The LV began construction of a series of railroads to connect the Easton and Amboy line (Easton and Amboy Railroad) to Jersey City; the new route to Jersey City would connect with the Easton and Amboy line. The first leg of the construction to Jersey City was the in 1888 connected with the CNJ at which provided access over the CNJ to the waterfront in. The LV which had built coal docks in when it built the Easton and Amboy in the 1870s, desired a terminal on the Hudson River close to. In 1891, the LV consolidated the Roselle and South Plainfield Railway into the, along with the other companies which formed the route from South Plainfield to the Jersey City terminal. Initially, the LV contracted with the CNJ for rights from Roselle to Jersey City, but the LV eventually finished construction of the line to its terminal in Jersey City over the, the, the, and the. The LV's Newark and Roselle Railway in 1891 brought the line from Roselle into Newark, where passengers connected to the Pennsylvania Railroad.

Bridging proved difficult. The LV first attempted to obtain a right of way at, but the Pennsylvania Railroad checkmated them by purchasing most of the properties needed. Then the CNJ opposed the LV's attempt to cross its line. 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, which was partly owned by the LV and which reached the LV's terminal.

In 1895, the LV constructed the 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 [ ]. The LV's in 1898. 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 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 to cooperate with the combination, thereby controlling 70% of the trade. Unfortunately, it overreached and in 1893 the Reading was unable to meet its obligations. Its bankruptcy resulted in economic chaos, bringing on the financial 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 km 2) of coal lands by then. In 1897 the LV was in dire need of support. The banking giant stepped in to refinance the LV debt, and obtained control of the railroad in the process. The LV along with other railroads, were during (1914-1918) in order to prevent strikes and interruptions.

The LV built a passenger terminal in Buffalo in 1915. The controlled the LV from 1918 to 1920, at which time control was transferred back to the private companies. 1921–1953 [ ] The started and the LV began a slow decline even though 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 line became known as the Lehigh Valley Mainline. The 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. The terms of the restructurings precluded dividend payments until 1953 when LV common stock paid the first dividend since 1931. 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 regarding the PRR's purchase of the Wabash.

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 in 1956 and the 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.

By the 1960s railroads in the East were struggling to survive. The (which leased the ) and the Lehigh Valley Railroad began to work together in 1965 to eliminate redundant trackage in the Lehigh Valley area. This end up being the first step towards the reconfiguration of the Lehigh Valley Mainline with former Lehigh and Susquehanna Railroad main line trackage under. The LV declared bankruptcy on July 24, 1970 The LV remained in operation during the 1970 bankruptcy, as was the common practice of the time. In 1972, the LV assumed the lease of the remaining 's Pennsylvania leased trackage from the including the main line part of the Central Railroad of New Jersey leased trackage which later was integrated into the Lehigh Valley Mainline years later.

The Lehigh and Susquehanna Railroad continued to own the leased trackage though until 1976 when it was merged into along with the LV. Back in 1965, the Central Railroad of New Jersey (which leased the L&S) and the Lehigh Valley Railroad began to work together to eliminate redundant trackage. The Central Railroad of New Jersey was also taken over by Conrail in 1976. The Central Railroad of New Jersey had entered bankruptcy as well.

The two railroads 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 took over 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;: 226ff the Lehigh Valley Railroad was one of them.

In 1972 damaged the rundown Northeast railway network which put the solvency of other railroads including the LV in danger; the somewhat more solvent (EL) was also damaged by Hurricane Agnes. In 1973, the acted to create a bill to all bankrupt railroads which included the LV. The, which opposed nationalization, submitted an alternate proposal for a government-funded private company. President signed the of 1973 into law. The '3R Act,' as it was called, provided interim funding to the bankrupt railroads and defined a new 'Consolidated Rail Corporation' under the AAR's plan.

[ ] On April 1, 1976, the Lehigh Valley Railroad including the Lehigh Valley Mainline were merged/absorbed into the (Conrail) ending 130 years of existence and 121 years of operation of the LV. Conrail ownership [ ]. An earlier logo On April 1, 1976, the ( CR) also known as acquired the Lehigh Valley Railroad (major portions of its assets) including the Lehigh Valley Mainline and absorbed the Lehigh Valley Railroad into their system. Conrail began operating on the Lehigh Valley Mainline and the remains of the LV immediately.

The and the were also taken over and merged into Conrail; giving the opportunity for Conrail to merged what was left of the Lehigh and Susquehanna Railroad main line into the Lehigh Valley Mainline to replace original Lehigh Valley Mainline trackage in the area. Other remains of the LV besides the Lehigh Valley Mainline that were merged into Conrail includes related branches from Junction (north/RR west of ) to, the Ithaca branch from Van Etten Junction to, connecting to the line and on to the Milliken power station in, and small segments in, from Geneva to the in,, and.

A segment west from Van Etten Junction was included in the Conrail take over. Drivers Ngs Tv Capture Software. Additionally, a segment from Geneva to, later cut back to to Victor, remained with the Lehigh Valley Estate under subsidized Conrail operation. The Shortsville to Victor segment became the in 1979 (the Ontario Central became part of the in October 2007 ). Other remaining track left over from the LV was sold to shortline or regional railroads other than Ontario Central Railroad such as the Finger Lakes Railway, the which is owned by the, the, the, and finally the.

Conrail was incorporated in Pennsylvania by the on October 25, 1974, and began operations April 1, 1976. Government created Conrail to take over the potentially profitable lines of multiple railroads which the LV was one of them. Other bankrupt railroads included the and. Conrail maintained the Lehigh Valley Mainline as a primary main line and the line 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 's, its main line and main electrified route.

Conrail's other primary line headed into the New York City metro area was the which travels from the located in to located in the of; the River Subdivision is now owned by, a railroad that is owned by the. Also during the Conrail ownership, the line meet with Conrail's secondary line headed into New York City metro area in, the which travels from to Manville; the Trenton Subdivision is now owned by CSX Transportation.

1976–1987: Conrail renames the line to Lehigh Line and reconfigures the line with former Lehigh and Susquehanna Railroad owned trackage [ ] The line was renamed from Lehigh Valley Mainline to Lehigh Line during the Conrail ownership. With the line now known as the 'Lehigh Line', Conrail maintained the line's original route ever since the line opened on June 11, 1855. However, Conrail kept most of the Lehigh Line's original right of way that represented the line's original route and Conrail did not retain all of the line's original right of way that represented the line's original route. Only a small portion of the line's original right of way was not retained as part of the line's original route which is between Bethlehem and Allentown. The line retain the majority of its original right of way which is between Easton and Bethlehem. Conrail integrated the Bethlehem and Allentown segment of the main line part of the former (CNJ) Pennsylvania leased trackage that was formerly owned by the (LH&S) that the LV acquired the lease from the Lehigh and Susquehanna Railroad in 1972 into the Lehigh Line's original route into the Lehigh Line's original route; the Lehigh and Susquehanna Railroad's Bethlehem and Allentown segment of the main line part of the former Central Railroad of New Jersey Pennsylvania leased trackage replaced the Lehigh Valley Railroad built trackage of the Lehigh Line's original route. The line's original route's new right of way is now is now former Lehigh and Susquehanna Railroad owned Central Railroad of New Jersey Pennsylvania leased main line trackage between Allentown and Bethlehem with a bridge over the to the Bethlehem to Easton part of the original right of way.

The Lehigh Line kept the original right of way between Bethlehem and Easton. The original route's new right of way has kept the Lehigh Line in continuous operation since 1855 and kept the line's original route still in operation. The Lehigh Line was allowed to continue as the same rail line that was built and opened on June 11, 1855 by the Lehigh Valley Railroad. See also: Conrail was able to integrate the former owned Pennsylvania leased main line trackage from Allentown and Bethlehem and from Allentown and Lehighton (which served as most of the Pennsylvania extension of the Central Railroad of New Jersey) into the Lehigh Line because Conrail also acquired and absorbed the Lehigh and Susquehanna Railroad in 1976 along with the Lehigh Valley Railroad. The Lehigh and Susquehanna Railroad was the railroad company for the (LC&N) which were the founders of the.

The Lehigh and Susquehanna Railroad opened as the nation's second railroad with its initial trackage built from near their connection with the Lehigh Canal at alongside the Lehigh to their Mauch Chunk corporate headquarters, the and their Coaling and Canal operations center (now the west bank part of modern ). The Lehigh and Susquehanna Railroad also started slowly building a connecting line southwards from and the at the confluence of the in the greater area (the ) over the ridges to at the head of the. When Lehigh Valley Railroad pushed into the through (left bank) East Mauch Chunk and (right bank, shared with the Lehigh and Susquehanna Railroad), the LC&N management suddenly got motivated to have Lehigh and Susquehanna Railroad finish the connecting line through the Lehigh River Gorge.

The LV completed its parallel stretch in the same period, creating news media buzz. Despite their experience with the, LC&N management knew they had much to learn about operating the Lehigh and Susquehanna Railroad so looked for an operating company to partner with to operate the line; subsequently, as was common practice for nearly a century with many of the nation's which were built primarily by local business boosters, it was leased to the Central Railroad of New Jersey in 1871 for 999 years and operated it as their Lehigh and Susquehanna Division. In the ensuing years, the Central Railroad of New Jersey would run a prestige express passenger service from and Easton ( connection) to and points west ( region) where they competed with the Lehigh Valley Railroad head to head, parallel tracks sometimes on the same bank or often on the opposite shore of the. The Central Railroad of New Jersey leased the Lehigh and Susquehanna Railroad directly from 1871 to 1946 and indirectly using their subsidiary (CRP) from 1946 to 1952.

The Central Railroad of New Jersey attempt/tried to operate the lease from the Lehigh and Susquehanna Railroad under their subsidiary Central Railroad of Pennsylvania from 1946 to 1952 (not related to the that ran between Bellefonte and Mill Hall). The Central Railroad of New Jersey used the Central Railroad of Pennsylvania to avoid certain on their lines. This idea came about in the 1940s when the Central Railroad of New Jersey wished to avoid those certain New Jersey taxes on its Pennsylvania lines. The, a short branch west of, was renamed to the Central Railroad of Pennsylvania in 1944 and all Pennsylvania leases, primarily the lease to operate on the Lehigh and Susquehanna Railroad, were transferred to it in 1946.

The Central Railroad of Pennsylvania began operations on August 5, 1946. Around the same time, the CNJ logo was changed from 'Central Railroad Company of New Jersey' to 'Jersey Central Lines'. The attempt for the Central Railroad of New Jersey to New Jersey Corporate taxes failed; the arrangement was struck down by the courts and so the Central Railroad of Pennsylvania operations were merged back into the Central Railroad of New Jersey six years later which was 1952. In 1972, the Central Railroad of New Jersey ended their leases on the Pennsylvania lines and abandoned their Pennsylvania operations. The leases to the Pennsylvania lines were then operated by the Lehigh Valley Railroad. A later logo With the Lehigh Line using its original tracks from the former LV and using its new owned or leased trackage from the former Central Railroad of New Jersey, the Lehigh Line would lose its route in the Buffalo, New York area under Conrail.

The Lehigh Line was downsized by Conrail in its later years in all the way down to in by abandoning or selling the Lehigh Line's former trackage to regional and shortline railroads in the New York state. The Lehigh Line ran from Sayre to for the majority of its time under Conrail. Conrail later decreased the Lehigh Line to and passed Mehoopany to Sayre, the tracks became a new rail line called the which was retained with Conrail. The Lehigh Line was decreased for one last time under Conrail in 1993, the line was decreased to its current west end point which is (also known as Old Penn Haven or M&H Junction) in.

The tracks passed Penn Haven Junction became a new rail line called the. Norfolk Southern westbound delivery train passing through, on the Lehigh Line, Picture 1 On June 1, 1999, ended operations and its lines were split between (which is owned and operated by the ) and (which is owned and operated by the ). The Norfolk Southern Railway which was chartered in 1894 as the in the 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 to the in 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 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 and operated by both Norfolk Southern and CSX under a called; the joint venture serves as a for Norfolk Southern and CSX in,, and. 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 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, 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, CSX's secondary line into the New York City metro area (the 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 in to in. 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 and. The Norfolk Southern Railway continued to improve the Lehigh Line into the 21st century. 2000–Present [ ] To date, the Norfolk Southern Railway retained the trackage rights in place for the (owned by ) to travel on the Lehigh Line from the Conrail years; these trackage rights began with the but Canadian Pacific purchased the Delaware and Hudson and the trackage rights on the Lehigh Line were transferred from the Delaware and Hudson to the Canadian Pacific Railway. The Lehigh Line was double tracked near in.

Has expressed on bringing passenger service back to the 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. However, 's is the suspected passenger train service to run its trains on the Lehigh Line.

Operations- background, connections, passenger services [ ] Background [ ]. The Lehigh Line passing by the site of the former plant, which is now the The Lehigh Line is a major line that operates in and that is owned and operated by the Company, an and primary to the. The line runs from in to in. The line began operations at to on June 11, 1855. The line then branched out past Allentown to the Northwest and past Easton to the East reaching towns and cities such as, the area,,, and. The line hosts approximately twenty-five trains per day, with traffic peaking at the end of the week.

East of the junction with the in and in, the line serves as Norfolk Southern's main corridor in and out of the, and the New York City Metro Area at large, as Norfolk Southern doesn't currently use the eastern half of their, which follows the north to. The line is part of Norfolk Southern's Harrisburg Division and it is part Norfolk Southern's, a railroad corridor. The line passes through the approximately 5,000 foot Pattenburg Tunnel in along its route. Most of the traffic along the line consists of and general merchandise trains going to yards such as in and in. The Lehigh Line passes through the former Bethlehem, Pennsylvania location of the corporation which is now the. Connections [ ] The line connects with 's and 's at its east end point at Port Reading Junction in Manville, New Jersey and connects with the 's at and Reading Blue Mountain and Northern Railroad's at and in (originally it was only Penn Haven Junction in Lehigh Township). The Lehigh Line makes notable connections with other Norfolk Southern lines such as the and independent shortline railroads.

At in, the line interchanges with. At, near the former, the line interchanges with its New Jersey side branch line, the and the which also passes over the Belvidere and Delaware River after that. Across the river in, the line interchanges with its Pennsylvania side branch line, the which extends from Easton to connecting to the which was originally part of the (or simply Old Road); the Stroudsburg Secondary goes under the and Norfolk Southern uses the Stroudsburg Secondary to interchange with the. Passenger services, primarily in the Lehigh Valley [ ]. Cover of the 'Black Diamond Express Monthly' (Jan. 1906) Intro- passenger services on the Lehigh Line and other passenger services in the Lehigh Valley [ ] The Lehigh Line hosted several named passenger trains that was operated by its parent the (LV) mostly in the post- era when the line was known as the Lehigh Valley Mainline, most notably the.

(CNJ) passenger trains did travel on the former owned trackage segments that were integrated into the Lehigh Line during the ownership. Was once a passenger rail hub (1890 to 1967 and 1978 to 1979) for the Lehigh Valley Railroad and the Central Railroad of New Jersey but also for the, the, the and later, and for its service which did not involve the Lehigh Line. Allentown's passenger railroad stations provided service to Allentown. Allentown's Allentown was served by two passenger train stations, the Central Railroad of New Jersey and the Reading Company Allentown Terminal Railroad Station (constructed in 1888 and 1889) and the Lehigh Valley Railroad Station (built in 1889 directly west of the CNJ station). Both stations were located on the south side of the 300 block of Hamilton Street, the LV station extending over the.

The Allentown Terminal Station was operated jointly by the Central Railroad of New Jersey and Philadelphia and Reading (Reading) Railroad. The Central Railroad of New Jersey and the Reading Railroad leased each other's lines in Pennsylvania. Routes from Allentown served and to the north, and to the northwest, and to the west, and to the east, and to the south. Allentown currently has no passenger rail service (the last service by SEPTA ceased operating in 1979) but one of its two main train stations remains standing.

There is a possibility for passenger rail service to connect the Lehigh Valley area with New York City to eliminate some of the bus traffic. This is being investigated because rail lines already are in place in, when the town once had rail service. The cost to run new tracks to Allentown is being evaluated to find if train service is worth the money. Allentown is a regional center for commercial freight rail traffic. Currently, 's primary are located in Allentown, and the city is also served by the.

Lehigh Valley Railroad passenger service [ ] The was the primary railroad that operated passenger services on the Lehigh Line. During the first half of the 19th century, Allentown was primarily a small market town for farmers. It was not until 1851 that the first railroad reached Allentown with the chartering of the Delaware, Lehigh, Schuylkill and Susquehanna Railroad, which later became the Lehigh Valley Railroad. A small station was built in 1855 (the year the LV began operations) which linked the city with and later on. However, the railroad was not a major factor in local transportation at this time. The primary passenger motive power for the LV in the diesel era was the car body diesel-electric locomotive, of which the LV had fourteen. These locomotives were also used in freight service during and after the era of LV passenger service.

A pair of ALCO FA-2 FB-2 car body diesel-electric locomotives were also purchased to augment the PAs when necessary. These were FAs with steam generators, but they were not designated as FPA-2 units. The Lehigh Valley Railroad had its peak of passengers during the 1940s, however during the 1950s, the number of railroad passengers declined drastically which caused the Lehigh Valley Railroad to terminate all of its passenger service which happened on February 4, 1961. Service would continue on a branch line (Lehighton-Hazleton) for an additional four days. The majority of passenger equipment is believed to have been scrapped some time after February 1961. Most serviceable equipment not retained for company service was sold to other roads.

Passenger services in the Industrial Era [ ] It was in the late 1880s that both railroads built elaborate stations in Allentown, and all the rail lines serving Allentown converged at the two stations. The LV rail lines ran from Allentown to Mauch Chunk, primarily along the west side of the Lehigh River.

The lines crossed under the Tilghman Street Bridge past the LV Freight yard north of Walnut Street, then under Linden Street to the passenger station. The lines continued south out of Allentown, then turned east, following the west side of the river through Rittersville, Fountain Hill and South Bethlehem under the Hill to Hill Bridge, past to. The CNJ tracks ran along the east side of the Lehigh from Mauch Chunk, then crossed the river where American Parkway now ends and turns onto North Dauphin Street. The old CNJ crossover bridge remains standing derelict crossing the river. South of Allentown, the CNJ line turned east and again crossed the Lehigh River, following the west side through the CNJ's Allentown yard, which is still operated by Norfolk Southern Railway. Both railroads' lines into Allentown were double-tracked, paralleling each other into their respective stations following American Parkway, which was later built on the abandoned railbed. A shared, separate double-tracked freight line ran to the east of the passenger stations.

During, both stations were used by the (USAAS) that operated, a training camp for Army Ambulance drivers and support personnel. Thousands of soldiers arrived in Allentown at the stations, then were transported to the training camp. After graduating from training, the stations became pre-embarkation point, with thousands of men moving in and out rapidly, usually arriving and leaving on trains in the middle of the night. The Allentown stations provided passenger rail service for decades to,,,, and other points along the nation's inter-city rail network.

End of service on the LV and CNJ [ ] The Lehigh Valley Railroad's passenger service in the 1950s declined drastically due to the number of declining patronage as the Interstate Highway network grew and long-distance bus and airline service expanded. Due to declining passenger patronage which caused the LV's passenger service to become unprofitable, the Lehigh Valley Railroad successfully petitioned the Interstate Commerce Commission to terminate all of its passenger service in early 1961. This took effect on February 4, 1961 as the LV ended service to on this date. Service would continue on a branch line (Lehighton-Hazleton) for an additional four days. Central Railroad of New Jersey and the Reading Railroad suffered the same fate in terms of reduced passenger ridership. Reading Railroad Allentown-Harrisburg passenger service was ended in June 1963, and it combined its Allentown service to the Philadelphia Reading Station with the Central Railroad of New Jersey in 1965.

It continued operations to Jersey City, New Jersey for two more years before ending all passenger service from Allentown in 1967. After the end of passenger rail service to Allentown, both the Lehigh Valley and Jersey Central stations were closed and abandoned. Both stations became derelict and the Lehigh Valley station was demolished in 1972 with the widening of the Hamilton Street Bridge over Jordan Creek.

Today only some rusting steel beams extending over the Creek remain. The CNJ rail lines were torn up and Hamilton Street was resurfaced over where the lines had run. The CNJ station remained derelict until 1980 when the property was purchased and the building was restored into a restaurant.

The renovated property went though several owners (Depot Restaurant, Gingerbread Man, B&G Station, Jillian's Billiard Cafe) over the next two decades, lastly being called Banana Joe's which opened on Labor Day, 2001. The property abruptly closed in September 2007 after a shooting which caused a dramatic drop-off in patrons. It has remained closed and vacant since then (February 2016); the building slowly deteriorating. CNJ Allentown Terminal in October 2011 CNJ, LV and the RDG were merged into in April 1976, and in 1978, the (SEPTA) reestablished passenger service between Allentown and Philadelphia under Conrail using former LV rails. Because there was no longer a station, SEPTA riders had to utilize a makeshift platform located one block south of the former train station at a gravel lot at Third and Union Streets.

The service was popular with riders, However, it ended as rapidly as it began in 1979 due to poor trackage and loss of the operating subsidy from. For commuters traveling from Allentown/Bethlehem and Philadelphia, it had proved faster to drive to the village of instead and board trains there.

Possible return of passenger service on the Lehigh Line and in the Lehigh Valley [ ] In November 2008, the (LVEDC), along with both Lehigh and Northampton Counties, commissioned a study to explore restoring part of the service (which ran until 1961) by extending the 's to Allentown. In 2010, a commissioned report studied the extension of passenger train service from into Pennsylvania with stations in Easton, Bethlehem and Allentown. The area has experienced considerable growth over the past several decades, and a large number of commuters use intercity bus service to commute to New York City daily. The proposed rail route would use the Lehigh Line in Easton and Bethlehem and the RJ Corman right-of-way (Lehighton Industrial Track) in Allentown. The proposed Allentown Station would be located between Hamilton Street and Union Street, with access from Third Street. Parking would be available at the Allentown Bus Terminal or a new parking facility at the station site.

A and E bus lines would serve this station. Today the only rail service now operating into downtown Allentown is a single-track short haul line that runs on the old LV tracks, terminating at American Parkway and Gordon Streets. There is, however, still a heavily used Norfolk Southern that runs through south Allentown and includes a major freight yard.

Lehigh Valley Railroad and Central Railroad of New Jersey passenger trains that where involved with the Lehigh Line [ ] The completed list of and named passenger trains that operated on the Lehigh Line: • LV- No. 11 The Star • LV- No. 4 The Major • LV- No. 7/8 The Maple Leaf • LV- No.

9/10 • LV- No. 23/24 The Lehighton Express • LV- No.

25/26 The Asa Packer, named for the LVRR's best-known president • LV- No. 28/29 The John Wilkes • CNJ- Bullet: Jersey City- via • CNJ- Mermaid: Sandy Hook, New Jersey-Scranton, Pennsylvania Locations of all known passenger and freight stations in Allentown that where involved with the Lehigh Line [ ] Lehigh Valley Railroad stations (former right of way in Allentown) • Original LVRR passenger station Original LVRR freight station The LVRR initially located its facilities on the south side of Union Street in 1855. After the large 1890 station opened, the old Union Street station was used as a freight station for several years. It was closed by the end of World War I. • LVRR freight Station • There was a small LVRR passenger station on the south side of West Gordon Street between North Jordan Street and the bridge over Jordan Creek.

It was closed by the end of World War I. Central Railroad of New Jersey stations (current right of way in Allentown) • Original CRRNJ passenger station in East Allentown.

Original CRRNJ freight station in East Allentown. The CRRNJ initially located its facilities at the corner of Lehigh (now East Hamilton) and Front Street (now Albert Street) in East Allentown about 1880. The freight station was still in operation as of 1911, but were closed before World War I.

• The CRRNJ and Reading Railroads operated a freight station on the SE corner of Race and Linden Streets. • The CRRNJ operated a small passenger station on the south side of West Gordon Street on the east side of the tracks (what is now American Parkway). It was closed before World War I. Name [ ] The Lehigh Line is the official name of the rail line that runs from to. The Lehigh Line was once known as Lehigh Valley Mainline and it was sometimes pronounced as either Lehigh Valley Main Line, Lehigh Valley mainline or Lehigh Valley main line.

The Lehigh Line shares the name with the 's which was originally part of the Lehigh Line. The Lehigh Line is also known as NS Lehigh Line or Norfolk Southern Lehigh Line to distinguish itself from the Conrail Shared Assets Operations's Lehigh Line. In turn, the Conrail Shared Assets Operations's Lehigh Line is referred to as Conrail Lehigh Line or CSAO Lehigh Line to distinguish itself from the Lehigh Line. The Lehigh Line is referred to as the original line and the Conrail Shared Assets Operations's Lehigh Line is referred to as a new rail line. The Lehigh Line has been mistakenly referred to as Lehigh Valley Line in press releases. Gallery [ ] •. •, p. 27 •, p. 31 •, p. 32 • Henry, Mathew Schropp (1860)..

The Star of the North. September 13, 1855. Retrieved November 24, 2016 – via. Public Ledger. December 7, 1855. Retrieved November 24, 2016 – via. • ^ The Lehigh Valley Railroad opens •.

January 21, 1873. • • The Musconetcong Tunnel, A Treatise on Explosive Compounds, Machine Rock Drills and Blasting, Henry Sturgis Drinker, J. Wiley & sons, 1883, p. • Deas, Wayne L.,, August 16, 1987. 'The first, already begun along the right of way of the Conrail and Lehigh Valley Railroads from Route 440, will consist of 168 condominium units.

It will serve as a scenic entrance to Harbortown.' The New York Supplement, Vol. 154 (New York State Reporter, Vol. Sep 15, 1915. New York Times. Documents of the Senate of the State of New York, 1893, Volume 1. Pp. 529, 572.

• Jones 1914, p.52 •. New York Times. New York Times. Oct 20, 1954.

New York Times. June 13, 1941. New York Times. Oct 24, 1957. • ^ 2013-06-05 at the. New York Times. Jul 25, 1970.

• Stover, John F. Chicago: University of Chicago Press.. • Regional Rail Reorganization Act of 1973, Pub.L. 93-236, 87 Stat. Approved 1974-01-02. Note: The approved bill was also called the 'Northeast Region Rail Services Act.' Section 1 of Pub.L.

93–236 provided that the law may be cited as 'Regional Rail Reorganization Act of 1973.' Retrieved 12 September 2013. The New York Times. •, p. 72 • • ^ Hellerich, Mahlon H, and Pennsylvania) Lehigh County Historical Society Allentown. Allentown, 1762-1987: a 225-year history.

Allentown, Pennsylvania: Lehigh County Historical Society, 1987 • Central Railroad of New Jersey's timetable:. Archived from on 2006-10-14. Retrieved 2013-02-09. The Lehigh Valley Railroad's Black Diamond timetable, •. Retrieved June 22, 2007.

Archived from on August 3, 2007. Retrieved June 22, 2007. • Allentown Pennsylvania Bicentennial, Lehigh Country Sesquicentennial, Lehigh Country Historical Society, 1962. • ^ • • ^ • ^ • Pawson, John R. Delaware Valley Rails: The Railroads and Rail Transit Lines of the Philadelphia Area.

Willow Grove, Pennsylvania: John R. Retrieved on July 23, 2013. • [ ] • ^ 2012-08-05 at the. • ^ References [ ] • Archer, Robert F. Lehigh Valley Railroad.

Berkeley, CA: Howell-North Books.. • Jones, Eliot (1914).. Harvard University Press. • Lamb, Tammy. Retrieved July 26, 2004. • Mancuso, James.. Retrieved December 21, 2005.

• Schaller, Ed.. Retrieved December 22, 2005. • Lawrence, Scot.. Retrieved September 8, 2006. • Campbell, John W.. Retrieved June 16, 2007.

• • Annual Report of the State Board of Assessors of the State of New Jersey, News Printing Co., 1889, p. 85. • News about Railroads, New York Times, Aug 27, 1891 External links [ ] • • • • • • • • • (details of the Pennsylvania lines) •.