Lackawanna Cut-Off Restoration Project

This 2013 photo shows retired NJ Transit electric locomotives stored on the Lackawanna Cut-Off at Port Morris.

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Legend
Delaware-Lackawanna Railroad Norfolk Southern Railway to Binghamton & Northumberland 133.1 mi 214.2 km Scranton 107.6 mi 173.2 km Tobyhanna 100.3 mi 161.4 km Pocono Mountain 86.8 mi 139.7 km Analomink 81.6 mi 131.3 km East Stroudsburg 77.2 mi 124.2 km Delaware Water Gap Delaware-Lackawanna Main Line 74.3 Slateford Junction Stroudsburg Secondary (DL&W Old Road) 73 Delaware River Viaduct PA NJ I-80 Susquehanna Railroad Lehigh and New England Railroad Paulinskill Viaduct (Paulinskill River) Paulinskill Valley Trail (LNE & NYSW) 64.8 mi 104.3 km Blairstown 60.7 mi 97.7 km Johnsonburg 57.6 mi 92.7 km Greendell maintenance facility Lehigh and Hudson River Railway Sussex Branch Phase 2 Phase 1 53.0 mi 85.3 km Andover Roseville Tunnel Musconetcong River to Port Morris Yard Morris Canal 45.5 mi 73.2 km Port Morris Junction MOBO to Hackettstown Lake Hopatcong MOBO 0.0 mi 0 km Hoboken Terminal

The Lackawanna Cut-Off Restoration Project is a New Jersey Transit and Amtrak effort to restore passenger service to the Lackawanna Cut-Off in northwest New Jersey.

Begun in 2011, and still underway as of 2021, the project's Phase 1 is meant to extend NJ Transit's commuter rail service from Port Morris Junction to Andover, 7.3 miles (11.7 km) away. Service from Andover to Hoboken Terminal and New York Penn Station is slated to begin in 2026.^[1] Service to the latter will require full dual mode electro-diesel locomotives because the North River Tunnels cannot accommodate diesel engines.^[2]

Future phases could rebuild the tracks on the remainder of the Cut-Off and extend service into northeastern Pennsylvania, possibly as far as Scranton. A 2020 Amtrak service expansion map, updated in May 2021, included service along the corridor to Scranton.^{[3] [4]}

Operations (1908–79)[]

Built between 1908 and 1911 by the Delaware, Lackawanna & Western Railroad (DL&W) to speed service between Hoboken, New Jersey, and Buffalo, New York, the 28.45-mile (45.79 km) Lackawanna Cut-Off was the last main line built in New Jersey. The line was considered an engineering marvel—a "super-railroad", in the vernacular of the day—with deep cuts, tall fills, and two large viaducts that allowed a mostly straight route through the mountains of the state's northwest region. Although the DL&W was profitable during its corporate life, competition from trucks and other economic pressures after World War II forced it to merge with competitor Erie Railroad to form the Erie Lackawanna Railroad (EL) in 1960.

The EL initially shifted most freight traffic away from the Cut-Off, though it continued to run passenger trains over the line. The railroad's flagship passenger train, the Phoebe Snow, traveled via the Cut-Off until it was discontinued in November 1966, and the last regularly scheduled passenger train (the Lake Cities) ran over the line in early January 1970. In the early 1970s, freight traffic was revived on the line after the closure of a key junction with the Penn Central in Maybrook, New York. But the conveyance of EL into Conrail on April 1, 1976, gave Conrail excess east–west trackage, and service on the Cut-Off ended in January 1979. (Conrail officials later said they might not have abandoned the Scranton Route, including the Cut-Off, if the EL had not severed a section of the Boonton Branch near Paterson, New Jersey, in the early 1960s for the construction of Interstate 80.)^[5]

Early preservation efforts (1979–86)[]

Efforts to preserve the Cut-Off began almost immediately upon the route's closing. In November 1979, Amtrak operated an inspection train between Hoboken and Scranton to investigate intercity rail service between the two cities. Dubbed the "Pocono Mountain Special", the train left Hoboken and ran west on the Morristown Line on November 13, 1979, reaching Port Morris shortly after 9 a.m. With the main line severed at Port Morris Junction, the special train detoured through Port Morris Yard, ran over Port Morris Wye, and then rolled onto the Cut-Off. The train ran to Scranton, where it was met by a group of political dignitaries. It was the last passenger train in the twentieth century—and the only Amtrak train—to operate over the entire route.^[5] The idea of Hoboken–Scranton service faded as Amtrak faced funding shortfalls and the need for significant track and station repairs in order to run passenger service on the line.

The 133-mile (214 km) inspection trip marked the end of one era, and the beginning of another: a 30-plus-year effort to save and then reactivate the Cut-Off. In the beginning, finding an operator for the line was less pressing than preserving the track and right-of-way itself. Several attempts were made to purchase the line from Conrail, which was concerned that a competitor might try to restore freight service on the route. The Sussex County Freeholder Board in New Jersey pursued such a purchase.

The Monroe County Railroad Authority in Pennsylvania also got involved, and nearly reached a deal to buy the 88-mile (142 km) section of track between Port Morris and Scranton for $6.5 million. The railroad authority would have borrowed $4.1 million from the federal government at 3.25 percent per annum and issued bonds to cover the rest of the purchase price plus additional unspecified costs to restore the line. The deal would have allowed Conrail to remove about 40 miles (64 km) of track with an option for Pennsylvania, through the Pennsylvania Department of Transportation (PennDOT), to purchase the second track to Moscow, Pennsylvania, for operations out of Scranton's Steamtown National Historic Site. The agreement stipulated that the railroad operator would repay the loan from operational revenue.^[6]

In spite of initial optimism, the deal began to fall apart, and on August 10, 1983 the U.S. Department of Transportation informed Monroe County officials that the federal loan guarantee had been revoked and would instead go to the financially ailing Detroit & Mackinac Railroad in Michigan. Monroe County officials continued to press their case, hoping that Congress would provide financial support; the railroad authority invited 16 potential operators to submit proposals, and seven did so on August 26, 1983.^[5] Meanwhile, the federal regulations surrounding the abandonment of railroad lines changed; instead of a lengthy regulatory process that had discouraged railroads from abandoning unwanted routes, the Interstate Commerce Commission (ICC) would be allowed to approve the abandonment of any track if it were not in service and had no originating or terminating shipments for two years, and was not required to serve any other track.^[7] This allowed Conrail to abandon the Cut-Off almost immediately. Atlantic City gambling interests also opposed restoring rail service over the Cut-Off, fearing renewed passenger service would provide a "Gambler's Express" to not-as-yet-built casinos in the Poconos that might compete with the nascent casinos of the Jersey Shore. A New Jersey Department of Transportation (NJDOT) priority list of rail projects at the time listed the Cut-Off as Number 26 in a list of unfunded capital projects.^[5][8]

The Monroe County Railroad Authority continued to fight Conrail, with support from PennDOT and the somewhat bizarre threat to use a privately owned World War II tank to block any Conrail rail-removal train. Conrail eventually relented and agreed not to sever the line between Slateford and Scranton.^[5]

With all regulatory and political hurdles removed in New Jersey, however, Conrail began lifting track on the New Jersey side of the Delaware River Viaduct on June 8, 1984.^[9] Even as this was taking place, Morris County Transportation Department director Frank Reilly made last-ditch attempts to delay track removal in New Jersey. In addition, the dismantling was hampered by saboteurs who replaced railroad spikes removed by the crew. These efforts proved to be in vain as the last mainline trackage was removed from the Cut-Off at Port Morris on October 5, 1984.^[10] Wooden ties and rock ballast were left in place, which was unusual since Conrail's standard abandonment practice involved removing all components (rails, wooden ties, signals, poles, rock ballast) when dismantling a railroad.^[5]

With track removal complete, the 27 miles (43 km) of right-of-way west of County Road 602 (Brooklyn-Stanhope Road) in Hopatcong, New Jersey, was sold to Jerry Turco, a developer based in Kearny, New Jersey. Turco said that he originally had no intention of purchasing the Cut-Off, but rather had learned of its availability from Conrail after he inquired about a 1,000-foot (300 m) section of the Lehigh & Hudson River Railway (L&HR) in Andover, an abandoned line that Conrail also owned. Turco said he wanted to acquire the short section so that he could expand a nursing home operation that abutted the roadbed. Conrail refused to sell the isolated Andover parcel, but offered to sell it if Turco would acquire all of the L&HR right-of-way from Sparta Township to Belvidere, a total of 32 miles (51 km). Turco said that it was during this time that Conrail offered the Cut-Off, which crosses the L&HR on the Pequest Fill near Tranquility, New Jersey, to create a package deal.

Turco eventually accepted the deal to purchase both rail lines, acquiring nearly 60 miles (97 km) of right-of-way for roughly $2 million.^[5] Shortly thereafter, Conrail sold the remaining 1+1⁄2-mile (2.4 km) parcel east of Sussex County Road 602 to developer Burton Goldmeier of Hopatcong, who reportedly wanted to use that section of the Cut-Off as an access road to a proposed housing development. (In 1988, Conrail removed the tracks from the L&HR.)

Later preservation and restoration efforts (1986–2008)[]

Public efforts to save the Cut-Off gained momentum in 1985 after Turco announced plans to move fill material from the Pequest Fill and other large Cut-Off fills for the Westway Project in New York City, and then dump garbage and construction materials into the large cuts.^[11] (The Westway Project, as originally proposed, would have required large amounts of fill material, but was abandoned in September 1985.) As such, it was never entirely clear how serious Turco was about his proposed Rebar Landfill or if this was simply a ploy to stir up public opposition and force the New Jersey state government to step in and acquire the Cut-Off by condemnation. Either way, the controversial proposal helped galvanize support for preserving the Cut-Off via a $25 million state bond issue for acquiring abandoned railroad rights-of-way that was placed on the ballot in New Jersey in November 1989.^[12]

Promoting the restoration of service on the Lackawanna Cut-Off and the 1989 New Jersey bond issue for the acquisition of rail rights-of-way on WFMV, 106.3 FM, a radio station located in the Blairstown train station, are (L to R): Larry Wills, chairman, Monroe County RR Authority; Maurice Lewis, PA chairman, Penn-Jersey Rail Coalition; Fred Wertz, NJ chairman, Penn-Jersey Rail Coalition; and Chuck Walsh, president, North Jersey Rail Coalition.

Voters overwhelmingly approved the bond issue and NJDOT instituted eminent domain proceedings against the corporations that Turco and Goldmeier had established in New Jersey for the Cut-Off.

For liability purposes, Turco had established separate corporations for the parcels of right-of-way in each municipality that his section of the Cut-Off ran through: Knowlton, Blairstown and Frelinghuysen townships in Warren County; Green, Byram, and Andover townships and Stanhope and Andover boroughs in Sussex County. In addition, separate corporations had been set up for the Paulinskill Viaduct and the Delaware River Viaduct, as well as for the 1.4 miles (2.3 km) of right-way in Pennsylvania (which was later acquired by Pennsylvania's Monroe County Railroad Authority). In addition to these corporations, Turco created holding companies to oversee these other corporations: Sussex & Warren Holding Company, Inc. and OLC, Inc., (OLC, Old Lackawanna Cut-Off).^[11] (On the other hand, Goldmeier's 1+1⁄2-mile (2.4 km) section of right-of-way, which passed through short sections of Roxbury Township (Port Morris and Landing) in Morris County and Hopatcong Borough and Byram Township in Sussex County, was held as one parcel.)

By 2001, New Jersey and Pennsylvania had acquired their respective portions of the Cut-Off for a total of $21 million.^[13]

Preservation efforts during the 1980s led to a newly configured crossing of the Cut-Off on County Route 521 in Blairstown. Shown here in November 2006, the new bridge is a replica of its older companion to the left, which kept the right-of-way intact below.

In 2003, U.S. Senator Arlen Specter (R-PA) secured initial funding for the restoration of passenger rail service between Scranton and New York City.^[14]

In July 2006, the final environmental review was submitted to the Federal Transit Administration for review and approval. The following February, the Lackawanna County and Monroe County Railroad Authorities were merged to form the Pennsylvania Northeast Regional Railroad Authority. One of the objectives of the new rail authority was to help expedite the effort to restore passenger service on the Pennsylvania side of the Cut-Off project.

In December 2008, U.S. Senator Chuck Schumer sent a letter to the new Amtrak president, Joseph Boardman, expressing his support for Amtrak service between Scranton and Binghamton, New York. In April 2009, U.S. Senators Arlen Specter and Bob Casey, Jr. sent a joint letter to President Barack Obama, seeking support for Amtrak service between the two cities. They also cited an Amtrak feasibility study on the subject.^[15]

Passenger service restoration (2008–present)[]

Phase 1 (Port Morris Jct. – Andover)[]

The westernmost end of restored trackage near Lake Lackawanna, New Jersey, in February 2012.

In May 2008, the North Jersey Transportation Planning Authority (NJTPA) approved funding for Phase 1—also known as the Lackawanna Cut-Off MOS Trackbed Restoration Project, or Minimal Operating Segment, MOS—of the New Jersey Transit proposal to rebuild the first 7.3 miles (11.7 km) of the Cut-Off between Port Morris Junction and Andover.^[16][17][18]

Phase 1 would reopen one track on the once-abandoned line with a speed limit as high as 70 mph (110 km/h) for trains made up of existing NJ Transit diesel locomotives and coaches. Eight eastbound and eight westbound trains to and from Hoboken Terminal and/or New York Penn Station would run on weekdays No weekend service is planned. Additional non-revenue trains (deadhead moves) would run in each direction to move equipment to and from Port Morris Yard.

The project would build a station on Roseville Road in Andover with 55 parking spaces and a 200-foot (61 m) high-level platform. Located about 1.1 miles (1.8 km) from U.S. Route 206 and about 0.9 miles (1.4 km) from Sussex County Route 517, the station site is the area's only land parcel of sufficient size that is at grade with the Cut-Off and near a major highway. No station has previously existed at Andover.

It would also include work on the Roseville Tunnel, which has seen ice buildup within and drainage problems and rockslides just west of the tunnel bore.^[19]

The 2008 approval made the project eligible for Federal Transit Administration (FTA) funding for engineering and design work. By 2009, the environmental assessment for the remainder of the project to Scranton was completed, with a "Finding of No Significant Impact" (FONSI) by the U.S. Environmental Protection Agency (EPA).^[20]

Full funding for the $61.6-million Phase 1 was reiterated by the New Jersey Transit Board of Directors on July 21, 2021: a federal earmark grant of $18.1 million plus funds from FTA and the New Jersey Transportation Trust Fund (NJTTF).^[21]

NJ Transit Project status (Port Morris-Andover)[]

Brush removal and general preparation to restore trackage between Port Morris and Andover began in early 2011 after being delayed by a disagreement between the NJ-DEP and NJ Transit over the proposed location for Andover Station. Separately, a small area of wetlands was found near County Route 605 in Stanhope where a stream passes along the north side of the right-of-way. Federal regulations governing projects that receive federal funding forbid tree and brush removal from April 1 to October 31 due to the mating season of the endangered Indiana bat.^[13]

The laying of track began from Port Morris in September 2011. By December 2011, about 1 mile (1.6 km) of track had been installed west of Port Morris Junction, at which time a Norfolk Southern train delivered the remaining continuously welded rail to the Cut-Off at Port Morris, which will be used to ultimately reach Andover.

As of 2020, about 4.25 miles (6.84 km) of rail, in three unconnected sections (described in the table below), has been laid between Port Morris and Lake Lackawanna. Most of the right-of-way between Port Morris Junction and the lake has been cleared of trees and debris. NJ Transit is storing retired locomotives on a short section of the Cut-Off near Port Morris Junction.

Environmental permits for work on and near Roseville Tunnel have been approved, and work for that part of the project could proceed at any time. As of Dec. 31, 2020, NJ Transit had not awarded a contract for rebuilding the Roseville Tunnel.

Environmental permits were issued for the non-Roseville parts of the project in April 2015, and NJ Transit acquired 3.53 acres of wetlands mitigation credits to compensate for the loss of wetlands in building Andover Station. No further permits are required, although NJDEP officials, citing computer models, determined that a theoretical 100-year flood required the replacement of a 219-foot (67 m) section of underground pipe that fed water from a wetlands area into Andover Junction Brook about 500 feet (150 m) upstream from Andover Station. The pipe crossed land owned by the private Hudson Farm (which is owned by IAT Reinsurance Ltd.), which had initially refused to allow the work. This stalled Phase 1.^[22] However, on August 9, 2017, it was announced that a deal had been reached to move the culvert away from the property, and that the plan had been ratified by the New Jersey Transit Board of Directors.^[2] On April 9, 2018, the Andover Township Committee announced that it had reached a tentative agreement with Hudson Farm to replace the original culvert.^[23] On June 25, 2018, the Andover Township Committee signed a resolution with Hudson Farm, compensating it $115,000.^[24]

Subsequently, NJ Transit has indicated that work on Andover Station will be completed in tandem with Roseville Tunnel. The qualifying of bidders for work on the tunnel has continued through 2020 and 2021. Work on the tunnel is projected to begin in late 2021. NJ Transit service to Andover is projected to begin in 2026. ^[25]

Section	Milepost	to Milepost	Track installed?	Remaining work (estimated completion date)	Photo
1. Port Morris Junction	45.8	--	Yes*	Install prefabricated #12 switch at junction to replace temporary switch; install Automatic Train Control and signal system on Cut-Off; lay more track into Port Morris Yard (PMY) from Morristown Line (2025). [*Note – Currently, a temporary connection at the junction, within Port Morris Yard limits, is installed.]
1a. Port Morris Wye Track	PMY	46.4	No	Complete grading of cleared wye trackbed; more roadbed work within Port Morris Yard; lay track and reinstall signals to connect yard and mainline. (2025).
2. Port Morris Junction to Route 602	45.8	47.0	Yes	Connect wye track to mainline (2021); align track, superelevate curve (2025).
3. Route 602 grade crossing	47.0	47.0	No	Raise utility wires that cross the railroad right-of-way; adjust height of roadway and/or Cut-Off roadbed; install tracks across roadway with quad gates (2025). This will be a "quiet zone": trains will not sound their horns when approaching.[26]
4. Curve at and west of Route 602 grade crossing	47.0	47.1	No*	Minor right-of-way clearing; lay ballast and track [*Note – temporary track was installed on wooden ties with no ballast and later removed] (2025).
5. Tangent track west of Route 602 grade crossing (continues to start of 2nd curve west of Port Morris)	47.1	47.6	Yes	Add ballast; align track (2025).
6. 2nd curve west of Port Morris (includes new and old Route 605 overhead bridges)	47.6	48.0	No	Clear right-of-way; lay ballast and track; remediate adjacent stream (2025).
7. Section east of Lake Lackawanna (includes tangent track and 3rd and 4th curves west of Port Morris)	48.0	50.0	Yes	Track ends at Lake Lackawanna. Add ballast; align track and superelevate curves (2025).
8. Lake Lackawanna to Roseville Tunnel (tangent track)	50.0	51.6	No	Clear right-of-way and re-lay track; rehabilitate Roseville Road underpass just east of tunnel, C-18 (2025).
9. Roseville Tunnel (tangent track)	51.6	51.8	No	Lower tunnel floor; waterproof tunnel ceiling with membrane liner; deepen drainage ditches; install lighting in tunnel; perform clearing and rockslide abatement for 1700 feet (600 m) west and 200 feet (70 m) east of tunnel; install radio system in tunnel (2023).[27]
10. Roseville Tunnel to Andover Station (on 5th curve west of Port Morris)	51.8	52.9	No	Clear right-of-way; improve drainage immediately west of tunnel; scale back rock wall and place rockslide protection west of tunnel; replace Roseville Road overhead bridge, C-17 (new bridge opened in 2018; other aspects 2024).
11. Andover Station	52.9	53.1	No	Replace culvert 500 feet (150 m) upstream from station on private land (2021); clear station area of trees and regrade; build parking lot and connect to nearby Roseville Road; build station building and platform; west of the station, install about 1,000 feet (300 m) of track and a switch to a siding of about the same length; install end-of-track devices; install signs at station and directional signs at nearby roads (2025).

Future phases (Andover-Scranton, involving Amtrak)[]

Two miles (3 km) south of the Delaware Water Gap, the Cut-Off's Delaware River Viaduct connects New Jersey and Pennsylvania

Beyond Phase 1 (Port Morris Jct. to Andover), there are as yet no defined phases or schedules for completion. It is expected, however, that when the line is extended west of Andover that this would constitute Phase 2 and that, depending on available funding, service would be either directly, or incrementally (in further phases), extended to Scranton, 88 miles (142 km) west of Port Morris, and at some point possibly beyond towards Binghamton, NY.

In 2007, the estimated cost for the full build-out to Scranton was $516 million. This would include track, stations, signals and bridgework on the Cut-Off; additional stations and signals in Pennsylvania; and additional locomotives and passenger cars that would be dedicated to this service. The annual operating cost for the full build-out was projected to be $26 million. Cost estimates for building and operating any intermediate phases, if applicable, have not yet been determined.^[28]

In October 2015, a study to update the 2007 data was requested by the FTA as a prerequisite for project funding west of Andover.^[29] The new study, released in March 2020, found that the capital costs for reactivating the railroad from Andover to Scranton would be about $288.93 million. The figure, which included the cost of reinstalling about 21 miles of tracks, upgrading two major bridges, and other related work, is roughly half the 2006 estimate of $551 million, largely because it excludes building eight new stations, two maintenance facilities, and other upgrades included in the earlier study. The 2020 study cost about $1 million, funded by local, state, and federal grants assembled by the office of U.S. Representative Matt Cartwright. The Pennsylvania Northeast Regional Railroad Authority was the study's lead sponsor.^[1]

In May 2021, Amtrak proposed three round-trip trains per day between New York City and Scranton as part of its 15-year vision, estimating a 136-mile trip time of 3 hours 25 minutes.^[30] In July 2021, Amtrak entered into an agreement to formally assess the infrastructure, ridership, and revenue of the route in collaboration with the Pennsylvania Northeast Regional Railroad Authority, with an approximate one-year timeline and $400,000 cost.^[31]

Also in July 2021, Representative Matt Cartwright (PA - 8th District) announced the formation of a congressional Lackawanna Cut-Off Rail Restoration Caucus focused on completing the project. The founding members are Cartwright, Susan Wild - PA 7th District, Mikie Sherrill - NJ 11th District, and Josh Gottheimer - NJ 5th District.^[32]

In the scenario of a full build-out to Scranton, the following elements are anticipated to be included (subject to any changes initiated or proposed by Amtrak, as noted^[33]):

• In New Jersey:
  • Rebuild the remainder of the Cut-Off (21 miles, 33 km) as a single-track railroad with a passing siding about 4 miles (6.5 km) east of Blairstown.
  • Repair the Delaware River Viaduct.
  • Repair the Paulins Kill Viaduct.
  • Reopen Blairstown Station, with 230 parking spaces.
  • Build a maintenance facility at the former Greendell station site (Amtrak has not yet announced its intention to use this site).
• In Pennsylvania:
  • Replace the highway bridge at Slateford Jct. (Slateford Road) that was removed in 1990.
  • Build a station near the Delaware Water Gap Visitors' Center in Smithfield Township with a 900-parking space garage (Amtrak's proposed service does not include a station at Delaware Water Gap).
  • Build a station in East Stroudsburg with 228 parking spaces.
  • Build a station in Analomink with 250 parking spaces (Amtrak's proposed service does not include a station at Analomink).
  • Build a Pocono Mountain station near the former Mount Pocono station with 1,000 parking spaces.
  • Reopen the historic station building at Tobyhanna with 102 parking spaces.
  • Build a station in Scranton west of the former DL&W station with 30 parking spaces, and build an overnight storage and maintenance yard for trainsets, as well as a facility for train crews.
  • Upgrade the tracks in Pennsylvania.
  • Install a signal system compatible with NJ Transit / Amtrak standards.

All stations would have high-level platforms and would comply with Americans with Disabilities Act (ADA) standards. Service would be scheduled to Hoboken and New York City. By 2030, it is estimated that NJ Transit commuter service could transport 6,000 passengers a day to jobs in northern New Jersey and New York City. Amtrak is expected to perform its own ridership estimates which would be based on both commuter and non-commuter (recreational and tourist) passenger volumes.

An alternate scenario would define Phase 2 based on the final report of the Lackawanna Cut-Off Restoration - Commuter Rail Study that was released in December 2019. It was prepared by Greenman-Pederson, Inc. of Scranton, PA (supported by sub-consultant Gannett-Fleming, Inc.) for the Pennsylvania Northeast Regional Railroad Authority and the Lackawanna County Department of Planning and Economic Development. The scope of work included: assessments of the condition of the Paulinskill and Delaware River Viaducts; conceptual evaluation of a rail station and parking garage layout at Delaware Water Gap; a desk-top assessment of track geometry and rail operating speeds along the corridor; desk-top assessment of signaling and Positive Train Control needs in the corridor; assessments of the existing track, drainage and railroad bed condition in the corridor; conceptual layout of a bridge to carry Slateford Road over the restored passenger line; underwater inspection of the three river piers of the Delaware River Viaduct; and conceptual and updated cost estimates for the anticipated improvements.

The total conceptual construction costs for the project were preliminarily estimated to be $288,930,000. The individual cost elements were broken down as follows: Water Gap Rail Station ($32,630,000); right-of-way acquisition at the Delaware Water Gap Station ($1,500,000); Slateford Road Overhead Bridge construction and nearby culvert repairs ($3,320,000); signals and Positive Train Control ($8,190,000); track restoration in Pennsylvania (Delaware River Viaduct to Slateford Junction) ($16,610,000); track Restoration in New Jersey (Andover to Delaware River Viaduct) ($112,600,000); Delaware River Viaduct Rehabilitation ($54,000,000); Paulinskill Viaduct Rehabilitation ($16,000,000); and design, environmental and engineering costs ($44,080,000). ^[34] The source of the funding for this scenario has not yet been identified. In the event of Amtrak funding, the funding for the section between Delaware Water Gap and Scranton would be defined as Phase 2a and would be presumed to be performed in conjunction with the work in Phase 2 (Andover to Delaware Water Gap). As previously noted, Amtrak's Vision document (May 27, 2021) does not include a station stop at Delaware Water Gap and, most notably, extends service to Scranton, which was not within the scope of the Greenman-Pederson study as the study was completed the year before the Vision document was released.

Stations and landmarks (Port Morris–Scranton)[]

Milepost*	Town	Station/Landmark	Coordinates	Notes
45.8	Roxbury Township	Port Morris Junction	40°54′28″N 74°40′11″W / 40.907820°N 74.669852°W / 40.907820; -74.669852 (Port Morris Junction)	Junction between Lackawanna Cut-Off and Montclair-Boonton Line to Hoboken Terminal and Penn Station in Midtown Manhattan (via Midtown Direct service). Nearest station: Lake Hopatcong, milepost 45.5. NJT's Port Morris railyard is also here. (Morris Canal passed under the Cut-Off just west of yard tower until it was filled in by the mid-1920s).
51.6	Byram Township	Roseville Tunnel	40°58′16″N 74°42′38″W / 40.971043°N 74.710550°W / 40.971043; -74.710550 (Roseville Tunnel)	1,040-foot (320 m) double-track tunnel.[20]
53	Andover	Andover	40°58′53″N 74°43′49″W / 40.981389°N 74.730278°W / 40.981389; -74.730278 (Andover station)	Planned NJT station.[35]
57.6	Green Township	Greendell	40°58′31″N 74°49′08″W / 40.975305°N 74.81892°W / 40.975305; -74.81892 (Greendell facility)	Proposed NJ Transit maintenance facility on Cut-Off. Station and tower closed in 1938. Amtrak has not announced whether it would intend to use the station area at Greendell.[20]
60.7	Frelinghuysen Township	Johnsonburg	40°58′14″N 74°52′39″W / 40.97044°N 74.877417°W / 40.97044; -74.877417 (Johnsonburg station)	DL&W station closed 1940; partially rebuilt in early 1990s; demolished in 2007.
64.8	Blairstown Township	Blairstown	40°58′06″N 74°57′14″W / 40.9682°N 74.953783°W / 40.9682; -74.953783 (Blairstown station)	Proposed NJT station, possibly using existing station building, which is now privately owned. The only regularly scheduled stop for DL&W/EL passenger trains on the Cut-Off.[35][36]
71.6	Knowlton Township	Paulinskill Viaduct	40°56′53″N 75°03′41″W / 40.9480°N 75.0613°W / 40.9480; -75.0613 (Paulinskill Viaduct)	Also called Hainesburg Viaduct.
73	Stateline (NJ/PA)(Delaware River)	Delaware River Viaduct	40°56′15″N 75°06′21″W / 40.9376°N 75.1057°W / 40.9376; -75.1057 (Delaware River Viaduct)	I-80 passes under viaduct on New Jersey side of the river.
74.3	Slateford	Slateford Junction	40°57′00″N 75°06′58″W / 40.9500°N 75.1160°W / 40.9500; -75.1160 (Slateford Junction)	Junction between Lackawanna Cut-Off and Old Road. Interlocking tower.
77.2	Delaware Water Gap	Delaware Water Gap	40°59′30″N 75°08′25″W / 40.991667°N 75.140278°W / 40.991667; -75.140278 (Delaware Water Gap station)	Proposed station[35] about 1⁄2 mile (800 m) west of station vacated in 1967. Amtrak is not proposing a station stop at Delaware Water Gap.
81.6	East Stroudsburg	East Stroudsburg	40°59′56″N 75°10′55″W / 40.998889°N 75.181944°W / 40.998889; -75.181944 (East Stroudsburg station)	Proposed station, south of old station site.[35]
86.8	Analomink	Analomink	41°02′26″N 75°12′45″W / 41.0405°N 75.2124°W / 41.0405; -75.2124 (Analomink station)	Proposed station. Amtrak is not proposing a station stop at Analmonik.[35]
100.3	Mount Pocono	Pocono Mountain	41°07′03″N 75°21′16″W / 41.1175°N 75.3545°W / 41.1175; -75.3545 (Pocono Mountain station)	Proposed station north of former station in Coolbaugh Township near PA 611.[37]
107.6	Tobyhanna	Tobyhanna	41°10′46″N 75°25′06″W / 41.1795°N 75.4182°W / 41.1795; -75.4182 (Tobyhanna station)	Proposed station using a building closed in January 1958.[37]
133.1	Scranton	Scranton	41°24′37″N 75°40′20″W / 41.4103°N 75.6721°W / 41.4103; -75.6721 (Scranton station)	Proposed station[35] southwest of old station and DL&W regional headquarters building, now a Radisson Hotel. Former station stops at Gouldsboro and Moscow, between Tobyhanna and Scranton, are not proposed as station stops for this service at present.

^[36]

(* Miles from Hoboken, NJ.)

See also[]

• North Jersey Rail Commuter Association, advocacy organization

References[]

External links[]

• Official project website – New Jersey Transit
• Map of project's route