Westbound Lackawanna Limited near Pequest Fill circa 1912.
This photo later inspired a Phoebe Snow poster
|Status||Restoration in progress (Port Morris-Andover)
|Termini||Port Morris Junction
|Closed||1979 (tracks removed in 1984)|
|Owner||New Jersey Department of Transportation (NJDOT)|
|Operator(s)||Delaware, Lackawanna & Western Railroad (1911–60)
Erie Lackawanna Railroad (1960–76)
NJ Transit (2016–)
|Line length||28.45 mi (45.8 km)|
|No. of tracks||2 (1911–58)
Sidings: 6 (1911); 3 (1979)
|Track gauge||1,435 mm (4 ft 8 1⁄2 in)|
|Operating speed||80 mph (130 km/h)|
The Lackawanna Cut-Off is a 28.5-mile (45.9 km) railroad line built by the Delaware, Lackawanna & Western Railroad (DL&W) between 1908 and 1911. Noted for its large cuts and fills, and two large concrete viaducts, the line was part of a 400-mile (640 km) main line between Hoboken, New Jersey and Buffalo, New York.
The Cut-Off runs west from Port Morris Junction — near the south end of Lake Hopatcong in New Jersey, about 45 miles (72 km) west-northwest of New York City — to Slateford Junction near the Delaware Water Gap in Pennsylvania.
The Cut-Off was 11 miles (18 km) shorter than the Lackawanna Old Road, the rail line it superseded. It had fewer grades, with none exceeding 0.55%. It had fewer curves, and all but one permitted speeds of 70 mph (110 km/h) or more. It had no railroad crossings at all. All structures on the line were constructed of reinforced concrete. The construction of the roadbed required the movement of millions of tons of fill material using techniques similar to those on the Panama Canal.
Opened on December 24, 1911, the Cut-Off was operated by the DL&W until October 17, 1960, when it merged with the Erie Railroad. The resulting Erie Lackawanna Railroad (EL) operated the line until April 1, 1976, when the EL was conveyed into Conrail, which operated it until January 1979. The line was abandoned in 1983 and track removed the following year.
After a nearly three-decade effort to reactivate the line, New Jersey Transit (NJT) began construction in 2011 to restore passenger service in phases. The 7.3-mile (11.7 km) section to Andover, New Jersey, is slated to open in 2016; an extension into northeastern Pennsylvania, possibly as far as Scranton, has also been proposed.
- 1 History (1851–1905)
- 2 Planning and construction (1905–11)
- 3 Operations (1911–58)
- 4 Decline (1958–79)
- 5 Preservation and service restoration (1979–present)
- 6 Photos (east to west)
- 7 See also
- 8 References
- 9 Sources
- 10 Further reading
- 11 External links
The line's origins involve two titans of American railroading: John I. Blair and William Truesdale. Blair built the DL&W's Warren Railroad, chartered in 1851 and completed in 1862, to provide a straight connection between the mainlines of the DL&W in Pennsylvania and the Central Railroad of New Jersey (CNJ). But when the Lackawanna-CNJ merger fell through and the Lackawanna merged with the Morris & Essex Railroad in New Jersey instead, the Warren Railroad became part of a circuitous patchwork of rail lines connecting two unanticipated merger partners.
The 39-mile (63 km) route (later known as the "Old Road" after the New Jersey Cut-Off opened) had numerous curves that restricted trains to 50 mph (80 km/h) and two tunnels with speed limits of just 20 mph (32 km/h). The 975-foot (297 m) twin-bore tunnel near Manunka Chunk, and its eastern approach were often flooded by heavy rains. The 2,969-foot (905 m) single-bore Oxford Tunnel was double-tracked in 1869 to reduce the bottleneck. In 1901, gauntlet track was installed through Oxford Tunnel, providing more overhead and sideways clearance as rolling stock grew in size; however, the newly overlapping tracks decreased operating capacity through the tunnel, and the bottleneck worsened.
Truesdale became DL&W president on March 2, 1899, with a mandate to rebuild the entire 900-mile (1,450 km) railroad, including a new line to replace the Warren Railroad route. He would focus on smaller projects for several years, but by 1905 the railroad was gearing up for its largest project up until that time, with teams surveying replacement routes westward from Port Morris, New Jersey, to the Delaware River.
Planning and construction (1905–11)
During 1905-6, 14 routes were surveyed, including several that would have required long tunnels. On September 1, 1906, a route without tunnels was chosen. This New Road would run from the crest of the watershed at Lake Hopatcong at Port Morris Junction to 2 mi (3.2 km) south of the Delaware Water Gap on the Pennsylvania side of the Delaware River at Slateford Junction.
At 28.5 miles (45.9 km), the line would be about 11 mi (18 km) shorter than the 39.6-mile (63.7 km) Old Road. The new route would have only 15 curves—42 fewer curves than the Old Road, the equivalent of more than four complete circles of curvature—which increased speeds and decreased running time. The ruling grade was cut in half from 1.1% to 0.55%. The new line was also built without railroad crossings to avoid collisions with automobiles and horse-drawn vehicles.
Construction began on August 1, 1908, with the route divided into seven sections, one for each contracting company. Sections 3-6 were 5 miles (8 km) each; sections 1-2 and 7 were of varying lengths. The amount of work per mile varied.
DL&W chief engineer George G. Ray oversaw the project, although the size and remote location of the project made it difficult for him to directly supervise all facets of construction. Most workers resided in camps that were converted to barracks, whereas supervisory management generally stayed in local hotels. As many as 30 workers may have lost their lives building the Cut-Off, the names of some of whom will never be known because they were registered with their contractor by number only. In 1910, five workers were killed in a single blasting mishap near Port Morris, one of several deadly accidents that involved dynamite. Other workers died in machinery accidents and landslides. At least one worker is known to have died of typhoid fever.
|Features||Length (ft)||Max. height or depth (ft)||Avg. height or depth (ft)||Concrete used (yds3)||Notes|
|Section 1: Timothy Burke, miles 45.7 - 48.2 (Port Morris Jct. - cut west of CR 605 bridge)|
|Port Morris Junction Tower||--||--||--||--||Reinforced concrete, closed in 1979.|
|McMickle Cut||5,500||54||29||600,000||located west of Musconetcong River|
|Section 2: Waltz & Reece Construction Co., miles 48.2 - 50.2 (Cut west of CR 605 bridge - Lake Lackawanna)|
|Waltz & Reece Cut||3,600||114||37||822,400||Crossed by Sussex County Route 605 overhead bridge|
|Bradbury Fill||4,000||78||24||457,000||located in front of large cliff|
|Lubber Run Fill||2,100||98||64||720,000||At Lake Lackawanna|
|Section 3: David W. Flickwir, miles 50.2 - 55.8 (Lake Lackawanna - center of Pequest Fill)|
|Wharton Fill||about 2,600||Just east of Roseville Tunnel|
|Roseville Tunnel||1,040||35,000||Unstable rock made tunneling necessary instead of cut; track moved to center of bore in 1974.|
|Colby Cut||2,800||110||45||462,342||Rockslide detectors installed in 1950.|
|Pequest Fill (eastern half)||16,500||110||75||6,625,648||Numbers are totals; Pequest Fill was divided equally between two contractors|
|Section 4: Walter H. Gahagan, miles 55.8 - 60.8 (Center of Pequest Fill - Johnsonburg Station)|
|Pequest Fill (western half)||World's largest railroad fill when built.|
|Greendell Station / tower||--||--||--||--||Reinforced concrete, closed ca. 1942-3; tower closed in 1938; a flag stop for many years|
|Section 5: Hyde, McFarlan & Burke, miles 60.8 - 65.8 (Johnsonburg Station - 1 mile west of Blairstown Station)|
|Johnsonburg Station / creamery||--||--||--||--||Reinforced concrete, located on Ramsey Fill; closed in 1942-3; station razed in 2007.|
|Ramsey Fill||2,800||80||21||805,481||location of Johnsonburg station|
|Armstrong Cut||4,700||104||52||852,000||Largest cut on line; north side of cut collapsed and trimmed back in 1941|
|Blairstown Station / freight house||--||--||--||--||Reinforced concrete, located within Jones Cut; closed in Jan 1970|
|Jones Cut||578,000||location of Blairstown station|
|Vail Fill||1,700||102||33||293,500||located on 1 degree curve|
|Section 6: Reiter, Curtis & Hill, miles 65.8-70.8 (1 mile west of Blairstown Station - west end of Paulinskill Viaduct)|
|Paulins Kill Viaduct||1,100||115||--||43,212||reinforced concrete over Paulinskill and New York, Susquehanna & Western Railroad; world's largest reinforced concrete structure when built.|
|Section 7: Smith, McCormick Co., miles 70.8 - 74.3 (west end of Paulinskill Viaduct - Slateford Jct.)|
|Delaware River Viaduct||1,452||65||--||Reinforced concrete; originally planned as a curved structure|
|Slateford Junction Tower||--||--||--||--||Reinforced concrete, closed in Jan 1951|
Some five million pounds (2,300 t) of dynamite were used to blast the cuts on the line. A total of 14,621,100 cubic yards (11,178,600 m3) of fill material was required for the project, more than could be obtained from the project's cuts. This forced the DL&W to purchase 760 acres (310 ha) of farmland for borrow pits. Depending on the fill size, material was dumped from trains that backed out onto track on wooden trestles or suspended on cables between steel towers. During construction, several foreign governments sent representatives on inspection tours to study these new techniques.
The Pequest Fill extended west of Andover to Huntsville, New Jersey. It was at its maximum height 110 feet (34 m) tall and was 3.12 miles (5.0 km) long, requiring 6,625,648 cubic yards (5,065,671 m3) of fill. Armstrong Cut was 100 feet (30 m) deep and 1 mile (1.6 km) long, mostly through solid rock. The line's deepest cut was Colby Cut (immediately west of what would become Roseville Tunnel) at 130 feet (40 m) deep. The tunnel was not in the original plans for the Cut-Off, and in fact much of the cut above the tunnel had already been blasted when unstable rock was encountered, leading to a decision to abandon the cut and to blast what would be a 1,040-foot (320 m) tunnel instead. Contractor David W. Flickwir worked around the clock in the summer of 1911 when construction fell behind schedule.
The Cut-Off's reinforced concrete structures (73 in all), which consumed 266,885 cubic yards (204,048 m3) of concrete and 735 tons of steel, include underpasses, culverts, and the two large viaducts on the western end of the line.
Stations were built in Greendell, Johnsonburg and Blairstown; the Greendell area was already being served by the nearby Lehigh & Hudson River Railroad in Tranquility. Interlocking towers were built at Port Morris Junction and Greendell, New Jersey, and Slateford Junction in Pennsylvania.
The final cost of the project was $11,065,512 in 1911 US dollars. DL&W spent three decades paying off the bonds that financed the new line, resulting in the Lackawanna Railroad of New Jersey remaining a separate corporate entity until 1941 when it was merged into the DL&W. Although applying inflationary calculations to the original cost of the line would yield a modern equivalent of roughly $250 million, NJ Transit estimates the cost of replacing double-track on the Cut-Off at $275 million (single-track with passing sidings is proposed), a figure that would neither include what would be the cost of replacing the 73 reinforced concrete structures and the construction of the fills and cuts on the line, nor acquisition of the roadbed through an area more densely populated, and subject to environmental regulation, unlike a century ago.
The first revenue train to operate on the Cut-Off was No. 15, a westbound passenger train that passed through Port Morris Junction at 12:15 a.m. on December 24, 1911.Long-distance trains shifted to the Cut-Off while the Old Road was downgraded.
The Cut-Off was built to permit unrestricted speeds for passenger trains of 70 mph (110 km/h) (heavier rail that was installed later allowed speeds to increase to 80 mph (130 km/h)). Sidings were built at Slateford, Hainesburg, Johnsonburg, Greendell, Roseville, and Port Morris; about 25% of the route contained additional sidings. With upwards of 50 trains a day, towermen often ordered freight trains to take a siding or even be rerouted over the Old Road. As traffic decreased, Hainesburg, Johnsonburg and Roseville sidings were altered or removed. The remaining sidings remained in use until 1979.
Roseville Tunnel posed occasional problems, especially during the winter with snow and ice buildup. Rockslides were a constant threat west of the tunnel. During the early years of World War II, watchmen were posted on the Cut-Off to look out for saboteurs; station agents were also expected to be on guard. No acts of sabotage occurred, but the 1941 rockslide at Johnsonburg, which closed the line for nearly a month, was detected by a watchman. (Both Johnsonburg and Greendell stations were closed around 1942-43, but by that time the threat of sabotage was thought to have passed.) The north side of Armstrong Cut was then trimmed to prevent more rockslides. In 1950, a detector fence was installed west of Roseville Tunnel to change trackside signals to red if rocks fell.
The Cut-Off was a scenic highlight for passenger trains. Early in the 20th century, the DL&W's woman in white—Phoebe Snow— starred in posters that touted the Cut-Off and the Pequest Fill. At that time and into the early diesel era (late 1940s), the Lackawanna Limited was the railroad's premier train. It was later joined by the Pocono Express, the Owl, and the Twilight. In 1949, the Limited was modernized and renamed the Phoebe Snow, helping breathe freshness, albeit temporarily, back into a passenger train program that had seen only modest modernization since the 1930s. The Phoebe Snow ran for 11 years as a DL&W train and then as an Erie Lackawanna train from 1963 until November 1966. The Lake Cities, ironically a former Erie Railroad train, became the last regularly-scheduled passenger train on the Cut-Off; it made its last run on January 6, 1970.
Besides cutting travel time, the Cut-Off required fewer engines to pull eastbound freights up to the summit at Port Morris. For westbound freights, the challenge was keeping trains from going too fast. Initially, no speed limit existed on the Cut-Off, with engineers (both freight and passenger) being expected to exercise "good judgment". By the 1920s, however, most freights were restricted to 50 mph (80 km/h) or less, depending on the priority of the train and the type of locomotive and rail cars. By 1943, 131-pound-per-yard (65 kg/m) rail had been installed on the Cut-Off, which permitted fast freights to run at 60 mph (97 km/h) through the Erie Lackawanna years. After Conrail took over operations in 1976, the speed limit was decreased to 50 mph.
Local freights served customers at all three stations on the Cut-Off. Over the years, Blairstown handled the most local freight. The Johnsonburg creamery, built in anticipation of the opening of the line, served local dairy farmers for years. Another creamery and an ice house were built at Greendell. The final local shipment was shipped in 1978 by Conrail: fertilizer for a customer in Johnsonburg that was delivered to Greendell, as the siding at Johnsonburg no longer existed.
The Cut-Off saw only one accident during its operation. On September 17, 1929, at 6:31 a.m., an eastbound extra freight consisting of 47 cars and a caboose was rammed from behind by a deadhead freight of 24 empty express refrigerator cars and a coach. The engineer at fault was reportedly eating his lunch as his train passed a "restricted speed" signal. He also missed two track torpedoes that exploded as his engine ran over them, and then missed the red signal near the west portal of Roseville Tunnel. His train emerged from the tunnel at 30 mph (48 km/h) and rear-ended a freight train traveling about 11 mph (18 km/h). The impact derailed the trailing locomotive and its coal tender, which the caboose of the leading freight, and two express cars in the trailing freight. The engine and caboose . The two cars immediately in front of the caboose were also damaged. Four employees were injured.
Three other accidents indirectly involved the line:
- On June 16, 1925, an eastbound passenger special from Chicago scheduled to run over the Cut-Off was rerouted over the Old Road to avoid freight traffic. A storm had washed debris onto the Hazen Road grade crossing three miles (4.8 km) west of Hackettstown, New Jersey, and at 2:24 a.m., the engine and train derailed. Forty-seven people died, most of them scalded by steam escaping the wrecked locomotive. See:
Main article: Rockport train wreck
- At 11:27 p.m. on a misty July 2, 1948, a westbound passenger train, No. 9, derailed at the 40 mph (64 km/h) curve at Point of Gap while going faster than 73 mph (117 km/h). The train had left Hoboken 38 minutes late, and had made up 14 minutes on the schedule by the time it was recorded as having passed Slateford Tower, suggesting that the train may have exceeded the speed limit during the 75-mile (121 km) trip. The engine (No. 1136, a 4-6-2) and tender overturned and ended upright in the Delaware River. The first car uncoupled from the tender and ended up in the river behind it. The remaining seven cars of the train continued for another 1,735 feet (529 m) down the track. The engineer and firemen were killed.
- Shortly after 6 a.m. on August 10, 1958, a string of a dozen or more cement cars and a caboose broke loose from Port Morris Wye, beginning what was likely among the longest runaways in North American railroading history. The crew of the East End Drill was awaiting orders to move the cars when they began to drift westbound down the grade. Engineless, the cars ran through a switch and onto the eastbound track of the Cut-Off, beginning a 29-mile (47 km) journey that reached a top speed of perhaps 80 mph (130 km/h). Legend has it that a chase locomotive was dispatched from Port Morris to catch the cars. Within a half-hour the string had derailed at the sharp (40 mph or 64 km/h) curve at Point of Gap in the Delaware Water Gap, falling into the Delaware River around the same place as the 1948 accident. No one was injured, although an eastbound freight quickly took Greendell siding just ahead of the runaway cars, narrowly avoiding a catastrophic collision. The runaway was blamed on a worker who had not properly set the brakes.
The DL&W was one of the most profitable corporations in the U.S. when it built the Cut-Off. That profitability declined sharply after World War II, leading to the 1960 merger with the Erie Railroad. DL&W single-tracked the line in 1958 in anticipation of the Erie merger. The westbound track was removed, leaving a four-mile (6.4 km) passing siding at Greendell and shorter sidings at Port Morris and Slateford. After the merger, most freight traffic shifted to the Erie's mainline through Port Jervis, New York. EL operated its last passenger train, the Lake Cities, on January 6, 1970, and then closed Blairstown station.
But freight traffic returned to the Cut-Off after the creation of Penn Central and the closure of its Maybrook Yard in Maybrook, New York. Nearly all EL freights were eventually routed to the Scranton Division via the Cut-Off. In 1972, the CNJ abandoned operations in Pennsylvania, causing additional through freights to be run daily between Elizabeth, New Jersey, and Scranton, using the Cut-Off and the CNJ's High Bridge Branch. This arrangement with the CNJ ended on April 1, 1976, with the creation of Conrail.
Labor contracts initially kept Conrail's freight schedule largely unchanged. The railroad replaced many rotted ties, returning it to better physical condition. But Conrail eventually shifted all freight traffic to other routes, citing the grades over the Pocono Mountains and EL's early-1960s severing of the Boonton Branch near Paterson, New Jersey. Conrail ran its final through freights in late 1978 and ended service on the Cut-Off in January 1979. Routine maintenance on the line ceased. Scranton-Slateford freights continued running into 1980 when coal delivered to the Metropolitan Edison power plant in Portland, Pennsylvania, shifted from the Scranton Division to the former Bangor & Portland Railway.
Preservation and service restoration (1979–present)
Preservation efforts began shortly after Conrail ended service in 1979. In spite of an Amtrak inspection train run in November 1979, and attempts to acquire the line by counties in New Jersey and Pennsylvania, the tracks were removed on the Cut-Off in 1984. The right-of-way was sold to two different developers the following year. The right-of-way was acquired by the State of New Jersey in 2001 (the short section in Pennsylvania was conveyed to the Monroe County Railroad Authority), and subsequent federal studies conducted on the Cut-Off and the mainline into Pennsylvania showed a need for the restoration of passenger service. Starting in 2011, NJ Transit began relaying track between Port Morris and Lake Lackawanna (about 4 1⁄2 miles (7.2 km) west of Port Morris), with further restoration to a new station to be built at Andover. Commuter service to Andover is presently slated to begin in 2016.
Photos (east to west)
Lake Lackawanna in Byram Township, about two miles (3.2 km) east of Roseville Tunnel.
Roseville Tunnel looking west about five years after the tracks were removed. The hill above the tunnel has been partially blasted away, part of the original aborted plan to create Roseville Cut.
Andover, a proposed station site (on right); photo looks west onto the Pequest Fill.
The L&HR crossed under the Cut-Off near Tranquility, New Jersey. As part of a route consolidation plan, the Erie Lackawanna proposed in 1972 that a connecting line for freights be built from the L&HR here.
October 2010 View looking west on the Pequest Fill in Andover, New Jersey, where it crosses over US Route 206 and the Sussex Branch.
Construction of the Pequest Fill near Tranquility, New Jersey nears its completion during summer 1911.
Greendell station (foreground) and interlocking tower (background) facing east in 1988. The tower closed in 1938. One track was removed (leaving two tracks at this location) when the Cut-Off was singled-tracked in 1958. The station was rebuilt by Gerald Turco, but has since fallen into disrepair.
Johnsonburg (station on right, creamery on left) was a flag stop for most of its existence. The station building acted as a construction command post for about a month following a massive landslide within Armstrong Cut (distant background) in 1941. The station closed about a year or two later, and was razed in 2007.
The westbound Lackawanna Limited nears Paulina, New Jersey, circa 1912.
Fill work west of Blairstown in March 1909. Note the tower in the distance (far left of photo). The twin 70-foot (21.5 m) tower in the foreground provides some idea of the scale of the fill to be constructed
The Paulins Kill Viaduct in Hainesburg, New Jersey at about the time of the opening of the Cut-Off. Note that the New York, Susquehanna and Western Railroad (NYS&W) passes beneath the bridge, under the second arch from the right; Hainesburg Station on the NYS&W was located below and just east of the viaduct.
The tunnel for the L&NE railway (right) never saw a train, save for the dinky trains that built the tunnel. The tunnel for NJ Route 94 is on the left. The L&NE tunnel currently provides access to Knowlton Township's Tunnel Field.
- Taber III, Thomas Townsend (1981). The Delaware, Lackawanna & Western Railroad in the Twentieth Century, Vol. 1. Lycoming Printing Company. pp. 18, 34–39, 53, 131, 134–139, 144, 146–148, 172–173. ISBN 978-0-9603398-4-6.
- Lowenthal, Larry; William T. Greenberg Jr. (1987). The Lackawanna Railroad in Northwestern New Jersey. Tri-State Railway Historical Society, Inc. pp. 10–98, 101. ISBN 978-0-9607444-2-8.
- NEW JERSEY – PENNSYLVANIA LACKAWANNA CUT-OFF PASSENGER RAIL SERVICE RESTORATION PROJECT ENVIRONMENTAL ASSESSMENT Prepared by: U.S. Department of Transportation Federal Transit Administration and NEW JERSEY TRANSIT in Cooperation with U.S. Army Corps of Engineers, June 2008.
- The six-foot-gauge Warren Railroad ran from the junction with the CNJ at Hampton, New Jersey, through Washington and Oxford, and connected with the DL&W at the Delaware River near Delaware, New Jersey, and Portland, Pennsylvania.
- "May Succeed Samuel Sloan: William H. Truesdale Will Probably Become the President of the Delaware, Lackawanna & Western". The New York Times. February 6, 1899. Retrieved November 5, 2012.
- Taber, III, Thomas Townsend (1981). The Delaware, Lackawanna & Western Railroad in the Twentieth Century, Vol. 2. Lycoming Printing Company. pp. 739, 745, 747. ISBN 978-0-9603398-4-6.
- September 1, 1906, Map of Delaware Valley Cut-Off, Commissioned by DL&W
- The Lackawanna Cut-Off, New Jersey Tel-News, by Donald Maxton, July 1990
- History of the Delaware Water Gap
- Interstate Commerce Commission report, "Report of the Director of the Bureau of Safety in reinvestigation of an accident which occurred on the Delaware, Lackawanna & Western Railroad Near Greendell, New Jersey, on September 17, 1929, dated January 10, 1930
- Dorflinger, Donald (1984–1985). "Farewell to the Lackawanna Cut-Off (Parts I-IV)". The Block Line (Morristown, New Jersey: Tri-State Railway Historical Society).
- Delaware, Lackawanna & Western Railroad employee timetable, 1950
- Interstate Commerce Commission Investigation No. 3182. THE DELAWARE, LACKAWANNA AND WESTERN RAILROAD COMPANY, Accident near Slateford Jct., Pa., on May 15, 1948.
- Erie Lackawanna - Death of an American Railroad, 1938-1992, by H. Roger Grant, Stanford University Press, 1994.
- Dale, Frank (1995). Disaster at Rockport. Hackettstown Historical Society.
- Zimmerman, Karl R. (1983). Quadrant Press Review 3: Erie Lackawanna East. Quadrant Press Inc.
- NJT Geographic Information Services (November 2005). "Map: Northwest New Jersey / Northeast Pennsylvania Rail Corridor: Lackawanna Cutoff". New Jersey Transit. Retrieved November 18, 2012.
- The Delaware, Lackawanna & Western Railroad in the Nineteenth Century (1 volume) by Thomas Townsend Taber III, Lycoming Printing Company, 1977
- The Delaware, Lackawanna & Western Railroad in the Twentieth Century (2 volumes) by Thomas Townsend Taber III, Lycoming Printing Company, 1979, 1980
- The Lackawanna Railroad in Northwestern New Jersey by Larry Lowenthal and William T. Greenberg, Jr., Tri-State Railway Historical Society, Inc., 1987.
- Farewell to the Lackawanna Cut-Off (Parts I-IV), by Don Dorflinger, published in the Block Line, Tri-State Railway Historical Society, Inc., 1984-1985.
- Grant, H. Roger (1994). Erie Lackawanna: The death of an American railroad, 1938-1992. Stanford University Press. ISBN 9780804723572. OCLC 246668407.
- The Lackawanna Story - The First Hundred Years of the Delaware, Lackawanna and Western Railroad , by Robert J. Casey & W.A.S. Douglas, McGraw-Hill Book Company, 1951.
- Erie Lackawanna East, by Karl R. Zimmermann, Quadrant Press, Inc., 1975.
- The Route of Phoebe Snow - A Story of the Delaware, Lackawanna and Western Railroad, by Shelden S. King, Wilprint, Inc., 1986.
- The Lackawanna Cut-Off Right-of-Way Use and Extension Study (for the Counties of Morris, Sussex and Warren), Gannett Fleming and Kaiser Engineers, Corp., September 1989.
- Delaware, Lackawanna & Western Railroad Company, Timetable No. 85, November 14, 1943
- Erie-Lackawanna Railroad Company, Timetable No. 4, October 28, 1962
- Map of Proposed Route of Lackawanna Railroad From Hopatcong to Slateford. L. Bush - Chief Engineer. September 1, 1906.
- Barnickel, Don; Williams, Paula. "Touring the Lackawanna Cutoff". Skylands Visitor.
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