The Federal Government just announced the now infamous NYC to Scranton rail revival has entered into the next stage of serious consideration, one of five such rail projects. I recall very distinctly about twenty years ago, the local newspaper reporting the THEN estimated cost to refurbish (more like rebuild) the infrastructure connected to this project being $100 million dollars. that was twenty years ago. Of course proponents argue how beneficial, etc. this would be to the thousands who currently commute via car or bus. Admittedly an entire portion of the route has to be rebuilt and a way from New Jersey back into Pennsylvania still has to be worked out, but there is so much more than the average citizen is aware that would have to be done. Firstly the trackage hasn’t seen extensive use of any kind in 45 years or so. I doubt it could handle high speed rail. All stations (there is still NOTHING at Andover, N.J.) would have to be rebuilt or upgraded. I’m a big rail railfan and coincindentally live .5 miles from where the train would run, but here’s a big question. What benefit does the average citizen get if they aren’t a commuter? We, the average citizen can no longer grasp the benefit to cost ratio of such costly projects. What about all the time this project has been on the books, without real progress. I mean, here we are, twenty years later, still talking and planning. I always liked the idea, regardless of the cost, THEN. I’m not so certain now. What say readers from other areas?
All you have to know about the prospective ridership is all the Martz buses lined up near the Water Gap. There is no particular need to operate these trains at ‘HSR’ peak speed between stops, especially west of Stroudsburg… but I think there is a case to be made for tilt equipment, so the appropriate clearances should be provided.
With the proper amenities, I think effective commuting/shopping trips from the Pennsylvania ‘bedroom communities’ would be substantial. A similar argument can be made for the denser traffic origin at ABE connecting via Hughbridge to the ‘Bound Brook route’ with a practical justification for more than one paltry Manhattan Direct train per day. (Presumably by then Gateway will be open and the North River Tunnels passivated…)