Although the western terminus of the L&HR
was at Hudson Yard (north of Phillipsburg, New Jersey), the L&HR enjoyed trackage
rights on the CNJ between L&H Junction (point of connection to
the CNJ at South Easton, Pennsylvania) westward to Allentown Yard. This traffic
agreement had originally been instituted to permit an uninterrupted flow of ore cars from
New Jersey Zinc Co.'s mines at Franklin, New Jersey, to their processing plants
in Palmerton, PA (Hazard and East
Palmerton). In return, the CNJ received operating rights over the
L&HR between Phillipsburg and Maybrook, New York. Construction of the L&HR
bridge across the Delaware River was initially undertaken by the CNJ1 and later completed in 1890
by two L&HR subsidiaries: South Eason & Phillipsburg Railroad of New
Jersey (completed 460 feet) and South Easton & Phillipsburg
Railroad of Pennsylvania (completed 850 feet).1 In this view the L&HR
bridge is the lower crossing with the CNJ bridge in the middle and the
LV bridge at the top. The entry lock to the Delaware Division Canal can
be seen at the center of the photograph. The LC&N built the low dam
across the mouth of the Lehigh River to channel water into this canal. - southeastward view, March
1988 - Robert F. Fischer/Warren C. Gearrick
The L&HR bridge consisted of skew,
riveted, through trusses across the Delaware River and a series of open, deck, girder spans
leading to the connection with the CNJ at
the foot of Mt. Ida
(an imposing promontory of solid rock in South Easton rising near the
confluence of the Delaware and Lehigh Rivers). This bridge was rebuilt and strengthened between 1906 and
1908. In this view from the New Jersey side, the L&HR bridge track
diverts from the PRR's Belvidere Branch and crosses the Bel-Del (the Belvidere Branch was constructed by the
Belvidere Delaware Railroad Company, hence the nickname Bel-Del) freight house siding on a diamond before attaining the
bridge. Mounted on the side of the telephone pole is an unusual signal that
may have been used in conjunction with bridge occupancy or the Bel-Del
second track running from this point eastward to Hudson Yard. It may
also have been operated from PG Interlocking, which governed movements
over this stretch of the PRR branch. The track arrangement in this area had been altered during August 1955 when flood waters
induced by Tropical Storm Diane eroded the banks of the
Delaware River.
- southwestward view, circa 1961 - photographer unknown
MP 85.8 The CNJ named their connection with the
L&HR "L&H Junction." This had caused confusion on the L&HR
in as much as they already had an "L&H Junction" listed on their timetables.
The other
L&H Junction was north of Easton in Belvidere at the point their trains departed
PRR rails in favor of their own. L&HR timetables were eventually changed to read
"G TOWER Belvidere." - northeastward view, circa 1961 -
photographer unknown
A long Maybrook bound freight from Allentown, with L&HR
No. 10 and two additional locomotives on point, has crossed over the
Lehigh River into South Easton and is now within the limits PU
Interlocking. A few hundred feet ahead, at L&H Junction, it
will divert off CNJ No. 1 E/B Track, cross CNJ No. 2 W/B Track
through a double slip, and roll onto its own bridge rails over the Delaware
River. The rock wall at the train's right is the south face of Mt. Ida. -
westward view, circa 1961 - photographer unknown
This eastbound L&HR train has diverted from the
CNJ onto its own rails at L&H Junction. The track in the left
foreground is the L&HR interchange with the LV and the tracks at
the right are the LV mainline and passenger lead into their station at South
Easton. The 3-bladed semaphore interlocking signal (which is currently at STOP)
protects L&HR interchange traffic off the LV while crossing or
entering onto CNJ rails. northeastward view, circa 1961
- photographer unknown
The crew of L&HR No. 74 cautiously backs its train of
interchange cars into the CNJ yard at Phillipsburg (east of L&H
Junction). This train has crossed the Delaware River from Phillipsburg to L&H Junction in South
Easton and then has backed across the CNJ's Delaware River bridge into
Phillipsburg. - northeastward
view, circa 1945 - Robert Guthlein collection
Although the L&HR maintained a large engine
terminal and locomotive back-shop at their east end in Warwick, New York, many of
their locomotives were repaired by the CNJ, initially at Mauch Chunk, Pennsylvania,
and later at Bethlehem. During late steam days (after 1941) L&HR trains terminating at
Easton or operating from Hudson Yard (small L&HR facility north of
Phillipsburg) were turned and serviced at the CNJ's Phillipsburg Engine
Terminal.
In this view L&HR No. 73 lays over on the machine shop lead track
after taking on coal and water at Phillipsburg Engine Terminal. Prior to
its departure time it will be turned and then steam backwards to regain its own
rails at L&H Junction. - northeastward view,
July 4, 1945 - photographer unknown
A westbound L&HR freight with No. 82 on the
point rounds the curve west of Freemansburg
L&HR No. 80, with an eastbound freight to
Maybrook, New York, pours on the coal while passing through the west end of Easton.
- westward view, circa 1940 - Robert P. Morris
Less than two months after the inauguration of a
cost-saving CNJ-LV Joint Use of Facilities Traffic Agreement disaster
struck. Running on the LV main near the new flyover to the CNJ
main at Laurel Run, Pennsylvania, a westbound LV freight collided head-on with an
eastbound CNJ train. Amongst the pile of twisted wreckage and five
injured crew were what remained of LV Nos. 625, 626, and 627; CNJ Nos. 1603,
1609 (lead engine in the crash), 1702, and 1708; and L&HR Nos. 23
and 24. The L&HR engines were part of the CNJ consist (fifth
and sixth position behind the CNJ motive power), deadheaded new for
delivery from ALCO. - generally westward view, December 26,
1965 - J. A. Kovacs
Through freights destined for the
NYNH&H at Maybrook were picked up by the L&HR at the CNJ's
large hump classification yard in Allentown, Pennsylvania. In this view L&HR Nos. 21
and 3, now idling at Bethlehem Engine Terminal, prepares to back into
Allentown Yard, which is a short distance west of the engine terminal.
- June 25, 1968 - Reverend A. W. Kovacs
By any measure of the steam locomotive era, the
CNJ's engine terminal at Bethlehem was modern. It had opened during 1928 and
replace an old, confined, functionally outmoded terminal at Bethlehem Junction,
as well as a RDG locomotive servicing area at East Penn Junction.
Facilities at Bethlehem included a 16-stall roundhouse, 4-bay back-shop, stores
house, steel water station, concrete coaling station, powerhouse, and a
mechanized ash pit. - southeastward view, September 23, 1968 -
Reverend A. W. Kovacs
By 1968, when this scene had been recorded, the CNJ engine terminal at
Bethlehem was showing signs of a long history. The abandoned concrete coal
bunker stood like a monolith over the terminal, a towering reminder of what once
was. Its continued presence was favored over the cost of demolition. Sadly, from 1958
onward the
only color ink the CNJ accounting department needed had been red. L&HR
Nos. 3 and 21 rest on one of the coaling tracks alongside the old steam
locomotive mechanized ash pit. - southeastward view, June
25, 1968 - Reverend A. W. Kovacs
L&HR No. 25, coupled to No. 3, protrudes
from under the coal bunker. In 1975 No. 25 was sold along with No. 24
to the British Columbia Railway, better known as BC Rail, to
satisfy current debts. - June 25, 1968 - Reverend A. W.
Kovacs
L&HR Nos. 10, 26, and 22 await clearance into
Allentown Yard. They are on the secondary tracks at the east end of the yard
between East Allentown and Bethlehem. L&HR No. 10 is wearing the 1960
commemorative centennial paint scheme acknowledging the L&HR's 100th
anniversary. The only other L&HR ALCO RS-3 to receive this style (no stripes,
small heralds at each corner of hood, and radio-equipped cab-side heralds)
repaint was No. 3. No. 22 is equipped with the standard ALCO
C-420 fuel tank while No. 26 has the optional long distance, or bulge
tank. In this scene the engine terminal is out
of view to the left and the yard out of view to the right.
southeastward view, circa 1965 - photographer unknown
L&HR Nos. 9 & 7 with a CNJ caboose in tow rumble
past the CNJ's passenger station at Bethlehem. - southwestward
view, May 21, 1961 - William T. Greenberg, Jr.
L&HR No. 21 sits coupled to LV No. 7642
and friend at the base of Bethlehem's Hill to Hill bridge near the river. -
southeastward
view, June 27, 1976 - Randolph L. Kulp collection
L&HR No. 24, in the company of CNJ Nos. 2501,
1532, and 1085, is running out time3 on a westbound CNJ freight.
The train has passed under the PA Route 873 Lehigh River bridge and is
now about to duck under the abandoned L&NE bridge at Lehigh Gap.
- southwestward view, June 13, 1967 - Reverend A. W. Kovacs
1In 1866 the LC&N, forwarding the interest of their Lehigh & Susquehanna Railroad, and PRR had agreed to a connection between their respective railroads between South Easton and Phillipsburg)
2Two separate corporations had been required because a state could legally only charter or incorporate a railroad within its own borders.
3Running out time refers to equalizing the miles run under trackage right agreements between two companies.
