The mainline route of the Erie Railroad proved influential in the development and economic growth of the Southern Tier of New York state, including the cities of Binghamton, Elmira, and Hornell. The Erie Railroad repair shops were located in Hornell and was Hornell's largest employer. Hornell was also where Erie's mainline split into two routes with one proceeding northwest to Buffalo and the other west to Chicago.
Erie Railroad's 1834 rail line planAn 1855 map of the New York and Erie Railroad
The New York and Erie Rail Road was chartered on April 24, 1832, by New York governorEnos T. Throop to connect the Hudson River at Piermont, north of New York City, west to Lake Erie at Dunkirk. On February 16, 1841, the railroad was authorized to cross into the northeast corner of Pennsylvania on the west side of the Delaware River, a few miles west of Port Jervis, NY, as the east side was already occupied by the Delaware and Hudson Canal to a point several miles west of Lackawaxen, PA. Construction began in 1836 and was opened in sections until reaching the full length to Dunkirk on May 19, 1851. At Dunkirk, steamboats continued across Lake Erie to Detroit, Michigan. The line crossed the Kittatinny Mountains at 870 feet.
When the route was completed in May, 1851, President Millard Fillmore and several members of his cabinet, including Secretary of State Daniel Webster, made a special, two-day excursion run to open the railway. It is reported that Webster viewed the entire run from a rocking chair attached to a flatcar, with a steamer rug and jug of high-quality Medfordrum.[2][3] At stops, he would step off the flatcar and give speeches.
The line was built at 6ft (1,829mm)wide gauge; this was believed to be a superior technology to standard gauge, providing more stability.
In 1848, the railroad built the Starrucca Viaduct, a stone railroad bridge over Starrucca Creek in Lanesboro, Pennsylvania, which has survived and is still in use today. In fact, current owner Central New York Railroad spent $3.2 million in 2021 centering its single remaining track, re-ballasting and repairing masonry. The viaduct is 1,040 feet (317m) long, 100 feet (30.5m) high and 25 feet (7.6m) wide at the top. It is the oldest stone rail bridge in Pennsylvania still in use.
As stated in the introduction, the shops in Hornell, New York were the largest on the Erie system beginning in the late 1920s, processing about 350 locomotives per year with "classified" (heavy) repairs. However, the first major repair facilities were built in Susquehanna, Pennsylvania in 1848, which were enlarged in 1863 to employ 700 workers. The primary car shops were located in Meadville, Pennsylvania in the western part of the state, employing 3,500 in 1912.[4]
Erie Railway: 1861–1878
Former Erie Railroad tracks pass through Nutley, New Jersey; the track on the left is out of serviceThe railway switch in Nutley, New Jersey
In August 1859, the company went into receivership due to inability to make payments on the debts incurred for the large costs of building, and, on June 25, 1861, it was reorganized as the Erie Railway. This was the first bankruptcy of a major trunk line in the U.S.
In the Erie War of the 1860s, four well-known financiers struggled for control of the company; Cornelius Vanderbilt versus Daniel Drew, James Fisk and Jay Gould. Gould ultimately triumphed in this struggle, but was forced to relinquish control in 1872–73 due to unfavorable public opinion following his involvement in the 1869 gold-rigging scandal and to his loss of $1 million of Erie Railroad stock to the British con-man Lord Gordon-Gordon. Investors in the railroad were also weary of Gould's financial wars with Vanderbilt that caused wild stock price fluctuations and operating losses from rate battles. Upon leaving the Erie he managed to take $4 million, which he claimed was the railroad's "debt" to him.[5][6]
In 1869, the railroad moved its main shop facilities from Dunkirk to Buffalo. Rather than demolishing the shops in Dunkirk, the facility was leased to Horatio G. Brooks, the former chief engineer of the NY&E who was at the controls of the first train into Dunkirk in 1851.[7] Horatio Brooks used the facilities to begin Brooks Locomotive Works, which remained in independent business until 1901 when it was merged with seven other locomotive manufacturing firms to create ALCO. ALCO continued new locomotive production at this facility until 1934, then closed the plant completely in 1962.
The cost of breaking bulk cargo in order to interchange with standard gauge lines led the Erie to introduce a line of cars designed to operate on both broad gauge and standard gauge trucks.[8] Beginning in 1871, the railroad interchanged traffic by means of truck exchange, including through passenger and freight connections to St. Louis, Missouri, using a Nutter car hoist in Urbana, Ohio.[9][10][11] Beginning in 1876, the Erie carried out their plans to convert their trackage to standard gauge, since it was deemed that the standard gauge-broad gauge interchange operations could not justify the costs. By 1878, the Erie built a third rail along the entire mainline from Buffalo to Jersey City. The third rail installation and standard-gauge conversion projects were so expensive, that the railroad was forced into bankruptcy.[12]
New York, Lake Erie and Western Railroad: 1878–1895
The Erie still did not see profits, and was sold in 1878 via bankruptcy reorganization to become the New York, Lake Erie and Western Railroad. On June 22, 1880, the railroad’s standard-gauge conversion process was completed.[12]
In 1886, it was reported that the Erie and the Philadelphia and Reading Railway shared ferry services between their two Jersey City terminals, the larger being Pavonia Terminal, and Fulton Ferry in Brooklyn, New York for 11 round trips on weekdays and Saturdays, and four round trips on Sunday.[13] In 1889, it opened a new bridge across the Hackensack River improving service to its terminals.[14]
Erie Railroad: 1895–1960
By 1893, the New York, Lake Erie and Western Railroad went into bankruptcy reorganization again, and then the company emerged in 1895 as the Erie Railroad.[1] By that time, the company began to obtain financial support from J. P. Morgan. In 1898, the Erie obtained a subsidiary, the New York, Susquehanna and Western Railroad (NYS&W), after Morgan purchased the majority of their shares, on the Erie's behalf.[15] The control of the NYS&W allowed the Erie to gain access to anthracite coal mines south of Scranton, Pennsylvania, competing with coal operations from the Delaware, Lackawanna and Western Railroad (DL&W).[16]
Erie Railroad's station in Jamestown, New York, c.1909The Erie Railroad Main Line's westbound passenger timetable for its New York City to Susquehanna service under the United States Railway Administration, effective April 1919
George W. Perkins brought Frederick D. Underwood into the Erie Railroad in 1910. During the eastern railroad strike of 1913 Underwood agreed to accept any ruling made by mediators under the Newlands Reclamation Act. One of the demands made by Erie employees was a 20% increase in wages. Erie management had refused a wage increase, but compromised by asking employees to wait until January, 1915 for any advance. Union leaders agreed to make this an issue which Erie management would settle with its own men. However, W.G. Lee, president of the Brotherhood of Railroad Trainmen, asserted that the only way "to deal with the Erie is through J.P. Morgan & Company, or the banks". Underwood responded from his home in Wauwatosa, Wisconsin, stating "I am running the Erie Railroad: not George W. Perkins, nor J.P. Morgan, nor anybody else."[17]
In the mid-1920s, the Van Sweringen brothers of Cleveland, Ohio, assumed control of the Erie, and they installed a new president for the railroad, John Joseph Bernet.[15][18][19] Bernet only served as the Erie's president from January 1927 to May 1929, but during that time, he initiated a reorganization and cost-cutting program to improve the company's operations and finances.[15][18][19] He also arranged for the Erie to replace most of their steam locomotives and rolling stock with newly-built standardized equipment to speed up their freight operations, and it involved the introduction of the Erie's fleet of 2-8-4 "Berkshire" locomotives.[20] In the mid-1930s, both Van Sweringen brothers died at an early age, before they could carry out any further plans they had for the Erie and their other railroads.[citation needed]
Despite the ravages of the Great Depression in the 1930s, the Erie managed to continue operations on their own, until they filed for bankruptcy again, on January 18, 1938. That same year, the Erie was involved in the U.S. Supreme Court case, the Erie Railroad Co. v. Tompkins. The Erie doctrine, which governs the application of state common law in federal courts, is still taught in American law schools, as of 2024. By December 1941, the Erie emerged from bankruptcy, following a reorganization process, which involved the purchase of the leased Cleveland and Mahoning Valley Railroad, swapping high rent for lower interest payments, and the purchase of formerly-subsidized and leased lines. In 1940, the NYS&W became disbanded from the Erie's control, as part of their own bankruptcy reorganization, and in the process, the Erie was entrusted ownership of their Susquehanna Connecting Railroad.[15][16] The Erie's reorganization was deemed a success, since the railroad managed to pay dividends to their shareholders.[1]
Erie Western Electric Railway, Toledo, Ohio
On September 15, 1948, the Cleveland Union Terminal Company allowed the Erie to use the Union Terminal adjacent to Terminal Tower in lieu of its old station.[21] That same year, the Erie purchased a share of the Niagara Junction Railway, along with the New York Central and the Lehigh Valley.[22] On March 17, 1954, the Erie completely dieselized their locomotive roster, when K-1 class 4-6-2 No. 2530 hauled the railroad's final steam-powered commuter train between Jersey City and Spring Valley, New York.[23] Later that same year, the railroad launched trailer-on-flatcar (TOFC) services.[24][25]
Erie Railroad prospered throughout the mid-1950s, but their profits were simultaneously on a decline. The company's 1957 income was half of that of 1956; by 1958 and 1959, Erie Railroad posted large deficits. The Erie's financial losses resulted in them entering negotiations to merge with the nearby Delaware, Lackawanna and Western. The proposed merger led to the abandonment of duplicate freight facilities in Binghamton and Elmira, New York. Between 1956 and 1957, the Erie shifted its passenger trains from its Pavonia Terminal to the DL&W's newer Hoboken Terminal. The DL&W also abandoned most of their mainline between Binghamton and Elmira, in favor of the Erie's parallel mainline, in 1958. The merger negotiations subsequently accelerated, and they briefly considered including the Delaware and Hudson Railroad (D&H); on October 17, 1960, the Erie and the DL&W merged together to create the Erie Lackawanna Railway.[1] However, the merged railroad only operated for sixteen years, before their financial decline forced them to be absorbed into Conrail in 1976. Some former Erie trackage between Hornell and Binghamton were damaged in 1972 by Hurricane Agnes. The Erie's large repair facility in Hornell was closed following Conrail's takeover, and operations were consolidated at the Lackawanna's Scranton facility.
Revenue freight traffic, in millions of net ton-miles.
Construction began in 1836, and opened from Piermont to Goshen on September 23, 1841. After some financial problems, construction resumed in August, 1846, and the next section, to Port Jervis, opened on January 7, 1848. Further extensions opened to Binghamton December 27, 1848, Owego January 1, 1849, and the full length to Dunkirk May 19, 1851. At Dunkirk steamboats continued across Lake Erie to Detroit, Michigan.
January 8, 1850 - 1960 (Except five miles at the east end)
The Erie's charter was amended on April 8, 1845, to allow the building of the branch. This amendment was later used to spur the construction of a railroad line to the bustling port city of Newburgh, NY. Newburgh was once the site of coal piers owned by the Pennsylvania Coal Company and later served as a connection to the New York and New England Railroad via a car float operation across the river to Beacon, New York. When opened in 1850, it was Newburgh's first railroad. Today, the line is completely abandoned except for a small portion between Newburgh and Vails Gate that is used as an industrial spur.
Newburgh and New York Railroad (Newburgh Shortcut)
Known as "the shortcut" because it was a more direct link between Newburgh and the southern section of the mainline when compared to the Newburgh Branch. When the Graham Line was constructed between 1906 and 1909, the first two to three miles of the "Shortcut" right of way were utilized and elevated to eliminate any grade crossings. Due to the decline of Newburgh's coal industry, the line was formally abandoned between 1936 and 1937. Parts of it remain in service today as Metro North's Port Jervis line and a short industrial spur in Vails Gate, NY, while others, like a small section in Highland Mills, NY, remain intact but abandoned.[27]
Due to the steep grades, sharp curves, and numerous grade crossings of the Erie mainline between Harriman and Otisville, NY, the Graham Line was constructed between 1906 and 1909 as a freight bypass. In order to eliminate any grade crossings, the line was elevated considerably. Numerous local railroad marvels were built as a part of the Graham Line, such as the Moodna Viaduct and the Otisville Tunnel. The line remains in service today as the Metro-NorthPort Jervis Line.
Opened as an independent company in 1848. Through ticketing began in 1851, with a required change of cars at Ramapo due to the gauge break. A third gauge rail was built by 1853.
Opened as an independent company in 1833. Through ticketing began in 1851. In November 1853, Erie stock began operating to the New Jersey Rail Road'sJersey City terminal after a third rail for wide gauge was finished.
Leased November 17, 1852 – 1857; owned October 31, 1857 – 1859
Founded as the Attica and Hornellsville Railroad in 1845. In 1852, bought the Buffalo and Rochester Railroad's old alignment from Buffalo to Attica, and subsequently renamed itself to the Buffalo and New York City Railroad, and converted to the Erie's wide gauge. The Buffalo and New York City began leasing their track to the Erie upon the completion of their extension from Attica southeast to Hornellsville, opened on November 17, 1852, giving the Erie access to Buffalo, a better terminal than Dunkirk- thus it became a branch of the Erie's mainline.[28] Upon the Erie's bankruptcy, sold line from Buffalo to Attica to the Buffalo, New York, and Erie.
Upon independence of Canandaigua and Elmira, the Erie subleased the Chemung Railroad to the Canandaigua and Elmira. Reverted to the Erie in 1858 during the C&E's bankruptcy.
Founded as the Canandaigua and Corning Railroad on May 14, 1845. Upon completion, was renamed to the Canandaigua and Elmira Railroad, and immediately leased to Erie. Upon independence from Erie, began subleasing the Chemung. Renamed to EC&NF 1857. Went bankrupt from 1858 to 1859, during which time the Chemung was leased to Erie. Reorganized in 1859 as Elmira, Jefferson and Canandaigua Railroad, at which time the Erie leased it again. In 1866 transferred to the Northern Central, and a third rail was built to allow the Northern Central's 4ft8+1⁄2in (1,435mm) standard gauge trains to operate over it.
Leased by the Canandaigua and Elmira to continue it beyond Canandaigua. When the line went bankrupt in 1858, it was reorganized as the Niagara Bridge and Canandaigua Railroad and was leased by New York Central Railroad. The NYC converted it to standard gauge and blocked the Erie from it.
Gilesville (later Buttsville) in southeast Lafayette
25.97 miles (41.79km)
February 26, 1859
Formed by the merger of two earlier railroads in northwest Pennsylvania for the Erie to acquire a source of fuel for its locomotives. Extended from Bradford to Gilesville, the site of a bituminous mine, by January 1, 1866.[29]
New York, Lake Erie, and Western Coal and Railroad
Created during the Erie's bankruptcy in 1858. Took over the Buffalo and New York City from Attica to Buffalo in 1859. Acquired the Buffalo, Corning and New York Railroad the same year and connected the two lines. Leased the Rochester and Genesee Valley Railroad in 1858.[30]
Founded in 1862, as all three railroads merged were renamed in their respective states as the A&GW Railway. Reorganized as the New York, Pennsylvania and Ohio Railway in 1880
As far back as 1840, there had been a number of attempts to build a railroad from the Erie mainline to the Wyoming Valley of Pennsylvania. The Jefferson was incorporated in 1851 by the Pennsylvania legislature, which squashed local attempts to build a line on that route.
Built to create a more direct connection from the Jefferson's southern terminus at Carbondale to points east via the E&WV and the Delaware and Hudson Gravity Railroad (though the two companies' rails were not explicitly linked)
Chartered in 1872 to connect the A&GW with the Erie mainline. Soon after the line was completed in 1873, the company was reorganized as the Buffalo and Southwest Railroad.[34]
American financier J.P. Morgan began to take notice of the railroad, which by the 1890s had become a rapidly expanding coal-hauler; he quietly bought up its stock on behalf of the Erie. The railroad was leased, and soon after took over complete operation of the line. The depression caused the bankruptcy of the NYSW, which was spun off as a private company in 1940, working closely with the NYO&W.[35]
Company formed under Erie as reorganization of the Montclair and Greenwood Lake Railway. Parts were realigned due to the creation of the Wanaque Reservoir
Assumed part of the former Morris and Essex line from the Long Dock Tunnel. The line was transferred to the New Jersey Junction Railroad in 1886, with the Erie keeping a lease on the former Fort Lee line south of Weehawken. Connection to the Long Dock Tunnel was kept as the Docks Connecting Railroad
New York, Lake Erie and Western Docks and Improvement Company
Track composed entirely of siding; maximum distance from junction with NJJ is just over half a mile. Accessed via the Docks Connecting Railroad and a lease over the New Jersey Junction Railroad
The Erie operated an extensive network of commuter routes in northern New Jersey and the lower Hudson Valley of New York. Most of these routes became part of Conrail along with the rest of Erie Lackawanna's rail operations in 1976. The New Jersey routes are now part of NJ Transit's Hoboken Division, originating and terminating at Hoboken Terminal. The Hudson Valley routes are now part of Metro-North Railroad.
In addition to its steam and diesel services the Erie also operated an electric commuter rail line to its terminal station in Rochester, New York. The station was one of the Erie's few electrified railroad stations,[41] and the railroad became one of the first to provide electric commuter services in 1907.[42]
As part of the 30th anniversary of Norfolk Southern Railway being formed, NS decided to paint 20 new locomotives into the paint scheme of predecessor railroads. NS #1068, an EMD SD70ACe, was painted into Erie Railroad's green passenger scheme. It was released on May 25, 2012.
In October 2023, as part of the 40th Anniversary of NJ TransitRail Operations, EMD GP40PH-2B No. 4210 was painted into the Erie Railroad's black-and-yellow scheme.
↑ Totals include Chicago & Erie and NJ&NY, but not NYS&W/WB&E or L&WV. Total for 1960 is Erie through 16 October and then Erie-Lackawanna.
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References
1 2 3 4 Drury, George H. (1994). The Historical Guide to North American Railroads: Histories, Figures, and Features of more than 160 Railroads Abandoned or Merged since 1930. Waukesha, Wisconsin: Kalmbach Publishing. pp.129–135. ISBN0-89024-072-8.
↑ Stover, John F. (1995). History of the Baltimore and Ohio Railroad. Purdue University Press. p.74. ISBN9781557530660.
↑ Stover, John F. (1999). The Routledge Historical Atlas of the American Railroads. Psychology Press. p.70. ISBN9780415921404.
↑ Starr, Timothy. (2022). The Back Shop Illustrated, Vol. 1.
↑ No. 1737, Grafton T. Nutter, Jersey City, New Jersey., U.S., November 2, 1872, for 10 years: "A Railway Wagon Lifting Machine", The Canadian Patent Office Record, Vol. 1, No. 1 (March 1873); page 8.
1 2 3 Brown, Randolph R.; McCourt, John P.; Obed, Martin E. (2007). "Erie's Heavyweight Steel RPOs: 1927 Through Retirement". The Diamond. 21 (1): 4–5.
↑ "PRR Chronology, 1948"(PDF). The Pennsylvania Railroad Technical & Historical Society. September 2004. Archived from the original(PDF) on September 29, 2007.
Reynolds, William; Gifford, Peter K.; Ilisevich, Robert D. (2002). European Capital, British Iron, and an American Dream: The Story of the Atlantic & Great Western Railroad. The University of Akron Press.
Starr, Timothy (2022). The Back Shop Illustrated, Volume 1: Northeast and New England Regions.
Erie Railway Tourist, 1874. "The management of the Erie Railway Company presents the Tourist to its patrons, friends, and the general public, in this form, to introduce a more intimate and detailed knowledge of the beauties, advantages, and resources of its line. The route of the Erie Railway is peculiarly rich among American railroads in the variety and extent of its scenery."
External links
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Railroads in italics meet the revenue specifications for Class I status, but are not technically Class I railroads due to being passenger-only railroads with no freight component.
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