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38-522: BRW may refer to: Transport [ edit ] Blairstown Railway , New Jersey, U.S. Black River and Western Railroad , New Jersey, U.S. Brunswick railway station , Liverpool, England Wiley Post–Will Rogers Memorial Airport , Alaska, U.S. Other uses [ edit ] BRW (magazine) , a defunct Australian business periodical BRW Rich 200 , its annual rich list Black and red ware , ancient pottery of South Asia Topics referred to by

76-547: A corporate successor of the New Jersey Midland RR, and the Lehigh & New England Railroad (L&NE), a competitor that also needed Blair's route (via trackage rights ), would turn Blair's bucolic branchline into a somewhat bustling mainline, albeit for two relatively small players in the railroad arena. Clearly, if it had been Blair's intent that the entire BRWY would be used by another railroad to connect to

114-544: A short distance, and then dead ends on private property . After that, the right-of-way has been mostly obliterated by the widening of U.S. Route 46 , traveling along the eastern shore of the Delaware River until the town of Delaware is reached. In Delaware, until 2012, a remaining vestige of the BRW was a short, deep cut high into the steep rock wall on the southern outskirts of town along US Route 46. The western wall of

152-600: Is different from Wikidata All article disambiguation pages All disambiguation pages Blairstown Railway The Blairstown Railway started at what is now Footbridge Park in Blairstown and ended at the Lackawanna Railroad 's station, which was located between Clinton and Clarence Streets in Delaware NJ. The BRWY itself never grew beyond its initial size. Legend has it that Blair built

190-509: Is far more likely that Blair was aware that there were railroads — specifically, the New York, Susquehanna & Western Railroad and the Lehigh and New England Railroad — who were surveying routes through the Blairstown area into Pennsylvania and who might want to use his BRWY as part of their route if he built it before they could. Indeed, given the topography of the Blairstown area, and Blair's penchant for being at least one step ahead of

228-604: The Central New England and Western Railroad was completed. That part would be combined with the PS&;NE in 1892 by the Philadelphia and Reading Railway , but in 1893 the two parts were split. The eastern section later became part of the New York, New Haven and Hartford Railroad , and the western section stayed independent to the end. The Campbell Hall Connecting Railroad was chartered April 3, 1889, to obtain

266-589: The Central Railroad of New Jersey until February 1, 1905, when the two companies were merged into the L&;NE. Around the same time the L&NE acquired the Northampton Railroad . This gave the L&NE a branch to Bethlehem , with a branch off that one to Martins Creek . Part of the main line between Benders Junction (the crossing of the original L&NE and the L&L) and Pen Argyl

304-568: The Delaware River at Portland was built, and rails were laid for about half of the length in Pennsylvania. In early 1883, a dispute erupted with the Wind Gap and Delaware Railroad over the tracks between Pen Argyl and Bangor , which the PS&NE wanted to use. Later that year the company went bankrupt and construction stopped. The Pennsylvania, Slatington and New England Railroad was sold at foreclosure to William W. Gibbs, president of

342-545: The Interstate Commerce Commission rejected the lease, preferring a lease by the New York, New Haven and Hartford Railroad (which was never done). The LNE Board of Directors decided to end all railroad operations on October 31, 1961. Although the LNE was still profitable, the rapid decline of the anthracite coal business was seen on the horizon and the decision was made to cease operations. By this date

380-543: The Lackawanna Railroad at Delaware, he was mistaken. For the L&NE would use only about six miles of the BRWY (to Hainesburg Junction) and the NYS&;W about nine miles (to a point called Columbia Junction, located about where Interstate 80 crosses Columbia Lake today), with the remainder of the route to Delaware being run as a vestigal branchline . But, perhaps this was Blair's plan all along. Blair would die in 1899 at

418-455: The BRWY so that his wife to be able to travel from their home in Blairstown to New York City and back in one day for shopping. Although such a tale is plausible, and serves to give Blair a more human side than he is often given credit for, it would have been completely out of character for the notoriously frugal Blair to have built what would have amounted to an extravagant toy for the occasional use of his seventy-five-year-old wife. Rather, it

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456-696: The LC&;N. On December 14, 1913, the L&NE acquired the Panther Creek Railroad , running east from Tamaqua to Summit Hill , and with a connection to the Central Railroad of New Jersey 's Hauto Tunnel for access to Nesquehoning obtained in 1915. The Catasauqua Branch , built in part by the Crane Railroad , was completed in 1914. On June 4, 1926, the Reading Company leased the L&NE, but other railroads objected, and

494-513: The LNE mainline saw only one coal train per week (which usually operated on Thursdays). Trackage was removed by the following year and the bridges over the Lehigh River and Delaware River were dismantled by 1969. While a never particularly profitable system because it paralleled the Lehigh & Hudson River Railway and did not serve any large markets, the L&NE did have a profitable cement business from its lines around Bath, Pennsylvania;

532-615: The P&;NE (NJ Division) at Portland to Slatington on the Lehigh River . P&NE's New Jersey Division merged with the Delaware and Slatington on June 22, 1882, to form the Pennsylvania, Slatington and New England Railroad. In the meantime, the P&NE (PA Division) was successful in laying one and one-sixth mile (2 km) of track to the east of Wind Gap about 1880. However, it was foreclosed on July 25, 1881, and reorganized as

570-638: The PP&;B's bankruptcy. The Lehigh and New England Railroad (L&NE) was organized April 2, 1895, as the successor to the PP&B. The route from Slatington to Pine Island was accomplished but not completed. The L&NE was able to have a route from Slatington to Pine Island even though the route wasn't completed because the L&NE had obtained trackage rights over the New York, Susquehanna and Western Railway 's Sparta Junction to Columbia/Delaware Junction main line between Swartswood Junction (outside of Swartswood ) and Hainesburg Junction ; this line

608-562: The Poughkeepsie Bridge Company, on July 12, 1887, and was reorganized as the Pennsylvania, Poughkeepsie and Boston Railroad, also known as the "Pickles, Pork, and Beans" Line). Construction was begun, but the company again went bankrupt , and was sold at foreclosure December 14, 1894. Around that time, various other companies were chartered to build the line over the Poughkeepsie Bridge , and in 1889,

646-691: The Susquehanna and Delaware River Railroad on August 23, 1881; it was foreclosed again and reorganized on July 13, 1886, as the Harrisburg and New England Railroad was supposedly reorganized as the Harrisburg and Eastern Railroad on July 31, 1891. The Pennsylvania, Slatington and New England Railroad was formed June 22, 1882, as a consolidation of the Pennsylvania and New England Railroad (NJ Division) and Delaware and Slatington Railroad, to build from Slatington, Pennsylvania , to Pine Island, New York . In December of that year, John L. Blair, who controlled

684-557: The age of 97. A dozen years after Blair's death, in 1911, Blairstown would receive a second train station , located about a mile or so up the hill from Blair's station. This one, however, would be located on the Lackawanna Cut-Off . As such, the Hainesburg -Delaware section south of Hainesburg Junction − the so-called Delaware Branch − would be abandoned in 1928. The L&NE went out of business in 1961, resulting in

722-578: The airport, with signage pointing the direction to where the trail continues south of the airport. The trail runs another three miles from there, passing under the Paulins Kill Viaduct , continuing until it passes under Interstate 80 , in an unusual pipe tunnel, and then ends near the power dam on the Paulinskill River near Columbia, New Jersey . From there, the old right-of-way can no longer be followed, as it continues only

760-485: The competition (and ideally holding the trump card too), Blair's strategy was probably to build the BRWY, and wait. Blair would only have to wait four years (1881) before the New Jersey Midland Railroad extended its tracks from Sparta, New Jersey to connect to the BRWY, and through trains began plying the rails of the BRW. Later, the New York, Susquehanna & Western Railroad (NYS&W),

798-424: The cut was removed that year to provide a parking lot for Gary Gray Trucking. The rather odd position of the cut is explained by Blair's apparent desire to have his railroad end at, rather than across the tracks from, Delaware Station. Another vestige is the partially filled turntable pit of the BRW, located alongside Delaware Road, just northeast of the village. The Lackawanna Railroad 's railroad station in Delaware

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836-595: The fill for the Delaware, Lackawanna and Western Railroad 's New Jersey Cut-Off (opened 1911) in case the L&NE ever decided to complete its own line. Additionally, the planned route from Pine Island to Campbell Hall was cancelled, and trackage rights were obtained over the Erie Railroad 's Goshen and Deckertown Railroad and Montgomery and Erie Railroad . The Lehigh and Lackawanna Railroad and its leased Wind Gap and Delaware Railroad were operated by

874-622: The influence of Andrew Carnegie , Pennsylvania Railroad president J. Edgar Thomson was persuaded to invest in the project. This funding led to a surge of activity. The line was to be carried from Harrisburg to the crossing of the Delaware River at Portland by the South Mountain Railroad . The South Mountain and Boston Railroad was chartered in New Jersey on March 13, 1873, and also in New York to continue

912-688: The line via Poughkeepsie and Boston Corners to the Massachusetts state line. At the state line, an extension of the planned Massachusetts Central Railroad would connect, taking traffic to Boston . Grading began on the various lines, known as the South Mountain and Boston Railroad, and the cornerstone was laid for a bridge pier at Poughkeepsie. However, the Panic of 1873 and the death of Thomson in May 1874 and loss of his personal support brought

950-485: The nearby Bangor and Portland Railway , acquired control of the PS&NE, in order to give the B&;P direct access to New England and other points. Additionally the Central Railroad of New Jersey 's Lehigh and Lackawanna Railroad could no longer access points on the B&P. Construction was carried out through 1883, with grading finished in Pennsylvania and about 12 miles west from Sussex, New Jersey . The bridge over

988-428: The park was originally a small railyard , complete with passing sidings , a turntable and engine house, and a coaling dock that is still extant (for a while in later years, a skate park was located under the old coaling dock). The footbridge across the Paulinskill River was the second one at the site. The present footbridge was dedicated by Blair himself shortly before his death, and provided direct access between

1026-595: The project to a halt. An attempt at revival was made in 1879. By this time the South Mountain Railroad had collapsed; a new railroad, the Pennsylvania, Poughkeepsie and New England Railroad, was incorporated on May 6, 1879, to follow its route from Harrisburg to South Mountain and the Boston connection in Portland. This company too would be short-lived; the South Mountain and Boston's New Jersey Division

1064-602: The right to operate the section in New York . It was originally planned to extend beyond Pine Island to Campbell Hall , the west end of the existing Poughkeepsie Bridge line. The Philadelphia and Reading Railway gained control of the Central New England and Western Railroad in early 1892, and the PP&B soon after, giving it a route from Reading via the Schuylkill and Lehigh Railroad to Slatington , and then to New England along its new acquisitions. The Reading Company's bankruptcy in 1893 ended this control, and led to

1102-583: The same term [REDACTED] This disambiguation page lists articles associated with the title BRW . If an internal link led you here, you may wish to change the link to point directly to the intended article. Best Runners of the World , a formidable team of runners in France. Retrieved from " https://en.wikipedia.org/w/index.php?title=BRW&oldid=1198894630 " Category : Disambiguation pages Hidden categories: Short description

1140-562: The town of Blairstown and the train station , and later to Footbridge Park. Most of the route of the Blairstown Railway, from Blairstown southwest to Delaware, can still be traced today, although parts of the route have ceased to exist. Indeed, the right-of-way from Footbridge Park to Blairstown Airport is still fully intact as the Paulinskill Valley Trail . However, the right-of-way has been severed by

1178-646: The trackage which served this commodity was taken over and operated by a subsidiary of the Central Railroad of New Jersey (CNJ), Lehigh and New England Railway until January 1975 and then by the Lehigh Valley until April 1, 1976, when the trackage was absorbed by Conrail. To railfans, the L&NE is best remembered for its diesel motive power, which consisted almost entirely of models built by Alco , excepting two Whitcomb Center Cab switchers, numbers 601 & 602. The Lehigh and New England Railway

BRW - Misplaced Pages Continue

1216-401: The tracks west of Hainesburg Junction being removed. In 1963, the NYS&W removed the tracks from Sparta Junction to Blairstown. And, in the late 1980s, the abandoned rail right-of-way between Sparta Junction and Knowlton Township, New Jersey would become the Paulinskill Valley Trail . The train station in Blairstown was located in what is now Footbridge Park. The parking lot for

1254-549: Was abandoned in 1905, with the new route using the L&L and WG&D. The Lehigh Coal and Navigation Company (LC&N) gained control of the L&NE on May 9, 1904. A yard at Maybrook, New York , opened in 1912, with L&NE trains terminating there via a section of the Central New England Railway . On July 24, 1912, a new extension opened, splitting from the main line at Danielsville, Pennsylvania , and running west to Tamaqua to directly serve

1292-559: Was built by the New Jersey Midland Railway from Sparta Junction to Blairstown, New Jersey , and by the Blairstown Railway from Blairstown, New Jersey, to Columbia/Delaware Junction and today serves as the Paulinskill Valley Trail . Despite that, a tunnel ( 40°58′44″N 74°46′1″W  /  40.97889°N 74.76694°W  / 40.97889; -74.76694  ( Tunnel ) ) was built under

1330-446: Was chartered by the Central Railroad of New Jersey to take over some of the lines in Pennsylvania. Included in that sale was the main line east from Tamaqua , the old Lehigh and Lackawanna Railroad and Northampton Railroad from Bethlehem to Martins Creek , and the branch from Bethlehem west to Allentown . A short section from Pen Argyl to Wind Gap was taken over by the Delaware, Lackawanna and Western Railroad , connecting to

1368-492: Was headquartered in Philadelphia . Around 1868, serious proposals for the crossing of the Hudson River at Poughkeepsie began to appear. A charter for the Poughkeepsie Bridge Company was obtained in 1871, and the company was organized before the end of May. The charter was amended to allow placing piers in the river by 1872 (despite fierce opposition from navigation interests), and the company began raising funds. Through

1406-410: Was renamed on March 11, 1880, to the Pennsylvania and New England Railroad, and that company's Pennsylvania Division was incorporated on May 5, 1880. The property of the PP&NE was sold to the P&NE (PA Division) on October 13, 1880. This does not improve the fortunes of this segment of the line; a third company, the Delaware and Slatington Railroad, was incorporated on September 9, 1881, to run from

1444-522: Was torn down in 1968 and the tracks of the old Warren Railroad were removed from the location in 1970. Lehigh %26 New England Railroad The Lehigh and New England Railroad ( reporting mark LNE ) was a Class I railroad located in Northeastern United States that acted as a bridge line . It was the second notable U.S. railroad to file for abandonment in its entirety after the New York, Ontario and Western Railway . It

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