`super Conference' Needs Adjustments To Serve All Teams 
When The Wyoming Valley West Swimming Team Destroys Scranton Prep, There Is No 
Blood In The Water.

4th Suit Filed Against City's `impact' Team

By STEPHANIE BOMBAY; Times Leader Staff Writer
 Sunday, January 18, 1998 &nbsp;&nbsp;&nbsp;&nbsp;Page: 1B 





On New Year's Eve, 1952, W.A. Druffomer boarded the Laurel Line trolley,
just as he had done regularly since the line opened nearly 50 years before.
The Avoca resident rode the first and last scheduled runs of a trolley system
that would bring national attention to the area. &nbsp;&nbsp;&nbsp; 
 For Druffomer and a generation of Northeastern Pennsylvanians, the Laurel
Line shuttle between Scranton and Wilkes-Barre was the commuter highway of its
day. And it made headlines on several occasions. &nbsp;&nbsp;&nbsp; Horse-drawn trolley cars were introduced to the Wyoming Valley on June 25,
1866, allowing for mass transit between Wilkes-Barre and Kingston. The system
was improved in the early 1880s when electric trolleys debuted. &nbsp;&nbsp;&nbsp; 
 The Wilkes-Barre Suburban Railway Co.'s electric trolleys, with their
overhead wires and metal wheels, first ran on March 31, 1888 at 10 mph, making
the city the second in the nation to travel via the electric rails. &nbsp;&nbsp;&nbsp; 
 Bringing business and community together &nbsp;&nbsp;&nbsp; 
 At the turn of the century, there were two interurban electric-trolley
lines between Scranton and Wilkes-Barre, and three steam railroads. &nbsp;&nbsp;&nbsp; 
 The Lackawanna and Wyoming Valley Rapid Transit Co. was formed by several
local and New Jersey businessmen. They set forth to develop a faster, less
expensive and more direct route between the two urban centers. &nbsp;&nbsp;&nbsp; 
 Construction on the Laurel Line began late in 1902. A double track, 13 feet
apart, with stone ballasts and 90-pound rails were used. Gentle curves and
easy grades were planned so cars would not have to decrease speed frequently. &nbsp;&nbsp;&nbsp; 
 The shareholders' goal was to establish a 30-minute commute between
Scranton and Wilkes-Barre with one stop in Pittston, an improvement from the
65-minute ride travelers faced on a regular train. &nbsp;&nbsp;&nbsp; 
 The line's charter called for intercity tracks to be laid in Wilkes-Barre
at a later date. Initial plans had the line terminating in Carbondale, but it
only made it as far as Dunmore. &nbsp;&nbsp;&nbsp; 
 It was the most expensive railway of its time. The 18-mile route cost $5
million. It included 40 bridges and a "great tunnel" on the outskirts of
Scranton. &nbsp;&nbsp;&nbsp; 
 The construction drew attention from national newspapers. This wouldn't be
the only time the Laurel Line would bring recognition to the area. &nbsp;&nbsp;&nbsp; 
 The media and public played a crucial role in the company from its
inception. Public contests were used to design brochures and even name the
company. Carrie Kenyon from Olyphant conceived the "Laurel Line" name, but her
inspiration for the trademark has not been recorded. &nbsp;&nbsp;&nbsp; 
 Lackawanna Railroad car clerk Walter Northup created the Laurel Line's
logo, three rails surrounding a laurel wreath. It appeared on brochures, time
schedules and letterheads for years. &nbsp;&nbsp;&nbsp; 
 At 3:30 p.m. Monday, May 18, 1903, newspapermen from Scranton, Pittston,
Carbondale and Wilkes-Barre boarded a trolley car at the Scranton terminal of
the Lackawanna and Wyoming Valley Railroad. &nbsp;&nbsp;&nbsp; 
 Later, a newspaper editorial declared the new line "one of the wonders of
the age." &nbsp;&nbsp;&nbsp; 
 The line strove to live up to it motto: "Fast, frequent electric service
between Scranton, Pittston and Wilkes-Barre. &nbsp;&nbsp;&nbsp; 
 Beginning May 20, cars left the Scranton station every 20 minutes, from 6
a.m. to 11:40 p.m. Passengers could travel to Pittston for a mere 20 cents or
make a round trip for 30 cents. Existing lines lowered their prices, but the
speed and convenience of the Laurel Line was a tough deal to beat. &nbsp;&nbsp;&nbsp; 
 The Laurel Line comes to the city &nbsp;&nbsp;&nbsp; 
 In the fall, service was extended to Hancock, now Plains Township. And the
line was completed to Wilkes-Barre in early December. Later, the line reached
Hazleton. &nbsp;&nbsp;&nbsp; 
 The first public ride to Scranton took only 43 minutes. A quick trip to
Scranton cost 30 cents, a round trip only 50 cents. &nbsp;&nbsp;&nbsp; 
 During its heyday, the Laurel Line served millions of commuters and freight
operators. Numbers peaked in 1921 with 4.2 million passengers and 500
employees. By 1928, it dropped to 2.8 million. Newly-paved roads had made
travel by passenger car easier. &nbsp;&nbsp;&nbsp; 
 The line's largest business day occurred on Memorial Day in 1924, when
72,344 residents travelled the rails to celebrate the unveiling of the statue
of labor leader John Mitchell in Scranton. Twenty-eight years later only 3,000
passengers would ride the rails on Memorial Day. &nbsp;&nbsp;&nbsp; 
 For nearly 50 years, the line provided transportation for commuters and
businessmen, as well as families. The line was a popular mode of
transportation to Valley View, Rocky Glen and Nay Aug Park. &nbsp;&nbsp;&nbsp; 
 For a small price, residents could ride the rails and cool themselves on
hot, sticky nights or enjoy the winter view bundled under blankets. &nbsp;&nbsp;&nbsp; 
 Making headlines &nbsp;&nbsp;&nbsp; 
 During the company's Northeastern reign there was only one major accident.
On July 3, 1920, three trolleys collided near Pittston, killing 17 passengers
and injuring 40. &nbsp;&nbsp;&nbsp; 
 Another headline-making event came on July 30, 1923, when five armed
bandits held up a trolley leaving the Scranton station. They opened fire,
killing one passenger and injuring a motorman and paymaster. They made off
with a $71,125 payroll en route to the West End Mine Co. in Mocanaqua. &nbsp;&nbsp;&nbsp; 
 Two gang members were captured, tried and executed. One member killed
himself when cornered for arrest. The remaining four were never apprehended. &nbsp;&nbsp;&nbsp; 
 The Laurel Line also received mention in an edition of "Ripley's Believe It
Or Not," for having the highest trestle- it ran over four bridges outside of
Scranton. &nbsp;&nbsp;&nbsp; 
 Admiration for the great rail line lent itself to poetry. A poem written by
an unknown author about 1904 read: "...Three railed wizard of the Valleys,
Time defier of the hills, Mirth and beauty are thy allies, With charm that
thrills and trills, Wear this laurel wreath of mine, Wizard of the Laurel
Line..." &nbsp;&nbsp;&nbsp; 
 The beginning of the end &nbsp;&nbsp;&nbsp; 
 The decline of the rail system began in the 1930s, when brick roads were
replaced with asphalt pavement. And many electric-rail cars were replaced with
"trackless trolleys"- electric buses. They still utilized the overhead wire,
but rubber tires provided more maneuverability. &nbsp;&nbsp;&nbsp; 
 The great line made its last trip in 1952. At two minutes past 10 p.m., 170
passengers boarded at the Scranto

For A Time, The Laurel Line Was Wonder That Drew Attention To Area 
Commuter Trolley Line Linking Scranton And Wilkes-barre Eased Travel For 
Thousands Before Highway Improvements Made The Service Obsolete

For A Time, The Laurel Line Was Wonder That Drew Attention To Area Commuter Trolley Line Linking Scranton And Wilkes-barre Eased Travel For Thousands Before Highway Improvements Made The Service Obsolete