by ExCon90
And even if it were all-NJT the conflict from Dover to the beginning of three tracks (at Short Hills?) would still exist; I agree that the terminal can't be Hoboken.
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Repeated efforts to reach (Ray) Lang were unsuccessful. His slide presentation focused mostly on untapped, larger markets elsewhere, but the map brightened the hopes of local advocates. …May as well ignore that. Several decades away, since it is in the very preliminary proposal stage, Amtrak has never run on this stretch of road in revenue service before, and would be impossible to access NYP without Gateway. Not to mention, Matt Cartwright, the major representative for much of that part of northeastern PA, is already pooh-poohing the proposal.
rcthompson04 wrote: ↑Wed Dec 09, 2020 1:43 pm Amtrak going to Scranton from NYP makes sense. This seems like a good pitch with Amtrak Joe’s original hometown being linked to New York.Believe there have been studies done on a service running NY-Scranton-Binghamton. Presumably any such service would use the ex-DL&W all the way from the Kearny connection in the Meadowlands.
Some of the talk of running up to the Southern Tier this way seems messed up though. The track north of the Wyoming Valley looks slow to say the least.
photobug56 wrote: ↑Wed Dec 09, 2020 2:28 am Amtrak has to think Penn, anyway, and has to at least think about long term. I noted the Southern Tier and onward west, but also, Eastern PA North South seems to be heating up. Philly to Allentown, Easton, Bethlehem areas, up to the Poconos and Scranton and beyond.Where did you hear about Philly to Allentown? and exactly what route could be used, since the former RDG (originally North Philadelphia RR) right of way that SEPTA once used to reach the ABE area is being turned into a greenway north of Quakertown, and there is no connection between the currently-active former RDG and 30th Street? Also, both the LVRR and CNJ rights of way within Allentown adjacent to the former station locations (only the CNJ building still stands) have been obliterated by American Parkway, so there would be no direct connection to the former main lines north of the ABE area.
photobug56 wrote: ↑Thu Dec 10, 2020 1:03 am. Periodically, he'd hop a west bound train in Scranton to head out to places like Detroit for meetings the next morning or so. Slept, ate on the train, got off refreshed, not needing a hotel room or airport transfers, near his destinationMr. Photobug, the Pullman your Father made use of was a Hoboken-Detroit line. It originated on the DL&W "Twilight Limited" which left about 430P, and arrived Scranton about 830P. The car was interchanged to the NYC at Buffalo who handled it to Detroit. How the DL&W-NYC interchange actually occurred there is unknown to me.
JoeG wrote: ↑Wed Dec 09, 2020 8:30 pm I can't believe that this renewed interest in service to Scranton has any reality. But if it has reality, it will happen long after the new Gateway tunnels are done, which looks like it may be 20 years in the future. So, there may well be capacity to run trains to NYP, especially with some LIRR trains going to GCT and many people teleworking. But the trip will still be slow, slower than the trip from Port Jervis, and I still don't see many daily commuters being up for it. But...Since Amtrak has those 25 Viewliner sleepers in dead storage, and some new diners not being used, how about a new sleeper line, NYP-Scranton? Speed wouldn't be an issue. By then, recreational weed will be in place in PA as well as NY (it is already in NJ) so the passengers could toke the night away, hitting the diner for munchies as needed.Not so sure Gateway will take 20 years with the new administration; I'd expect full funding to be a priority in 2021. Cuomo, whatever you think of him, has shown when he wants it to get done, it gets done. See: TZB, LIRR Third Track, LGA, etc. He'll use design build.