Lackawanna Cut-Off Restoration Project

This article is about the NJ Transit project. For the rail line itself, see Lackawanna Cut-Off.
NJ Transit uses the Lackawanna Cut-Off at Port Morris to store retired electric locomotives in this 2013 photo.

Lackawanna Cut-Off and mainline into Pennsylvania
(proposed)

Legend
Lines east to New York City and Hoboken
45.5 Port Morris (Montclair-Boonton Line / Morristown Line)
45.7 Morris Canal
46.1 CR 631 (Center St.)
46.2 wye to Port Morris Yard
46.2 Musconetcong River
47.0 CR 602 (Brooklyn-Stanhope Rd.)
47.8 CR 602 (Sparta-Stanhope Rd.)
50.5 CR 607 (Lackawanna Dr.) at Lake Lackawanna
51.1 Roseville Rd.
51.5 Roseville Rd.
51.7 Roseville Tunnel (1040 ft/320 m)
52.3 Roseville Rd.
53 Andover (Phase 1 Terminus)
former DL&W Sussex Branch
former L&HR
57.6 Greendell maintenance facility
64.8 Blairstown
former L&NE & NYSW Main Line
71.6 Paulinskill Viaduct
former L&NE ROW
former NYSW Main Line
I-80
73 Delaware River Viaduct 
NJ
PA
NS Stroudsburg Secondary (DL&W Old Road)
74.1 Slateford Rd. (filled in)
74.3 Slateford Jct. (DL Main Line begins)
77.2 Delaware Water Gap
81.6 East Stroudsburg
86.8 Analomink
100.3 Pocono Mountain (Mount Pocono)
107.6 Tobyhanna
133.1 Scranton
Steamtown National Historic Site/Scranton Yard
NS to Northumberland, PA and Binghamton, NY

The Lackawanna Cut-Off Restoration Project is a New Jersey Transit effort to restore passenger service to the Lackawanna Cut-Off rail line in northwest New Jersey. Its current Phase 1 will extend NJ Transit's commuter rail service from Port Morris Junction 7.3 miles (11.7 km) to Andover, where trains will operate to Pennsylvania Station (New York) and Hoboken Terminal. This phase is technically in progress but on hold, with environmental issues expected to be cleared up in time to restart construction in mid- to late-2016 and service to begin two years after that. Later phases would rebuild the tracks across the remainder of the Cut-Off and extend service into northeastern Pennsylvania, possibly as far as Scranton.

Operations (1908–79)

Main article: Lackawanna Cut-Off

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 for most of 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.)[1]

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.[1] 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 that 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.[2]

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.[1] 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.[3] 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.[1][4]

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.[1]

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.[5] 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.[6] 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.[1]

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.[1] 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.[7] (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.[8]

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, Penn-Jersey Rail Coalition; Fred Wertz, president, 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).[7] (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.[9]

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.[10]

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 Rail 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.[11]

Passenger service restoration (2008-present)

Phase 1 (Port Morris Jct. - Andover)

The westernmost end of restored trackage, near Lake Lackawanna, Feb 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.[12][13][14] The 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).[15] The EPA concurred with this finding in July 2009.

The Andover Extension of the Lackawanna Cut-Off is a $61.6 million project funded by FTA and the New Jersey Transportation Trust Fund (NJTTF). To date, the project has been partially funded with a federal earmark grant of $18.1 million, with the balance to be funded using a combination of FTA and NJTTF funds. The project will re-open one track on the once-abandoned line with a 70 mph (110 km/h) speed limit for trains pulled by existing NJ Transit rolling stock (diesel locomotives and coaches). There will be eight eastbound and eight westbound trains to and from Hoboken Terminal run on weekdays from approximately 5:00 am to 10:30 pm. Additionally, four daily non-revenue trains (deadhead moves) will be run in each direction in order to move equipment to and from Port Morris Yard. No weekend service is planned. The cost of operations is estimated to be $2.1 million annually. Among the components of Phase 1 will be the construction of a station on Roseville Road in Andover, which will initially be built with 55 parking spaces, and a 200-foot (67 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 existed at this location previously. Initial ridership projections are for a total of 80 weekday riders, rising to 130 average weekday riders by 2030. Rehabilitation work will be required for Roseville Tunnel, which historically has seen ice buildup within and drainage problems and rockslides just west of the tunnel bore.[16]

Project status

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. Because of federal regulations that apply to projects that receive federal funding, tree and brush removal is forbidden from April 1 to October 31 due to the mating season of the endangered Indiana bat.[9]

The laying of track began from Port Morris in September 2011. By December 2011, about 1 mile (1.6 km) had been installed west of Port Morris Junction, at which time a Norfolk Southern train delivered the remaining 7.5 miles (12.1 km) of continuously welded rail to the Cut-Off at Port Morris, which will be used to ultimately reach Andover.

As of 2016, 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. Currently, a short section from Port Morris Junction on the Cut-Off is being used by NJ Transit for storage of retired rail locomotives.

The project has delayed by a lack of environmental permits that would allow further work to continue to Andover. Although conditional permits were issued in April 2015, NJ Transit has been required to acquire 3.53 acres of wetlands mitigation credits to compensate for the loss of wetlands in building Andover Station. That process has delayed the restart of construction, including extensive work on Roseville Tunnel, until at least mid-year 2016. NJ Transit rail service to Andover is projected to open in October 2018.[16]

Section Milepost to Milepost Track installed? Remaining work (estimated completion date) Photo
1. Port Morris Junction45.8--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 (2016–18). [*Note - temporary connection at junction, within Port Morris Yard limits, is installed.]
1a. Port Morris Wye TrackPMY46.4NoComplete grading of cleared wye trackbed; more roadbed work within Port Morris Yard; lay track and reinstall signals to connect yard and mainline. (2016–18).
2. Port Morris Junction to Route 60245.847.0YesConnect wye track to mainline (2017–18); align track, superelevate curve (2016–18).
3. Route 602 grade crossing47.047.0NoRaise 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 (2016–18). This will be a "quiet zone": trains will not sound their horns when approaching.[17]
4. Curve at and west of Route 602 grade crossing47.047.1No*Minor right-of-way clearing; lay ballast and track [*Note - temporary track was installed on wooden ties with no ballast and later removed] (2016–18).
5. Tangent track west of Route 602 grade crossing (continues to start of 2nd curve west of Port Morris)47.147.6YesAdd ballast; align track (2016–18).
6. 2nd curve west of Port Morris (includes new and old Route 605 overhead bridges)47.648.0NoClear right-of-way; lay ballast and track; remediate adjacent stream (2016–18).
7. Section east of Lake Lackawanna (includes tangent track and 3rd and 4th curves west of Port Morris)48.050.0YesTrack ends at Lake Lackawanna. Add ballast; align track and superelevate curves (2016–18).
8. Lake Lackawanna to Roseville Tunnel (tangent track)50.051.6NoClear right-of-way and re-lay track; rehabilitate Roseville Road underpass just east of tunnel, C-18 (2016–18).
9. Roseville Tunnel (tangent track)51.651.8NoLower tunnel floor; seal tunnel roof; line tunnel with concrete; deepen drainage ditches; install lighting in tunnel (2016–18).
10. Roseville Tunnel to Andover Station (on 5th curve west of Port Morris)51.852.9NoClear 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 (2016–18).
11. Andover Station52.953.1NoReplace culvert 500 feet (150 m) upstream from station on private land (2016–18); 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 (2016–18).

Future phases

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 no officially defined phases or timeframes, although it is currently expected that should the line be extended west of Andover and into northeastern Pennsylvania (probably with a rail storage yard at Analomink) that this would constitute Phase 2, while Phase 3 would extend service to Scranton, 88 miles (142 km) west of Port Morris. Depending on available funding, these phases could be further modified. The most recent cost estimates (2007) project a capital cost of the full build-out from Andover to Scranton at $516 million. This Phase 3 cost estimate 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 Phase 3 annual operating cost is projected to be $26 million. Cost estimates for building and operating the intermediate Phase 2 have not yet been determined.[18] In October 2015, a study to update the 2007 data was requested by the FTA as a prerequisite for project funding west of Andover. Congressman Matt Cartwright is spearheading the effort to obtain funding for such a study.[19]

Phase 2

In New Jersey:

In Pennsylvania:

Phase 3

All stations would have high-level platforms and would comply with Americans with Disabilities Act (ADA) standards.[14] Service would be scheduled to Hoboken and New York City. By 2030, it is estimated that the service could transport 6,000 passengers a day to jobs in northern New Jersey and New York City.[14]

Commuters traveling to Hoboken using this service would board Port Authority Trans-Hudson (PATH) or Hudson-Bergen Light Rail trains or will have transferred to a NJ Transit Midtown Direct train into Manhattan. (Midtown Direct service will also be available on some trains to and from Andover.) The estimated travel time from northeastern Pennsylvania to the Hudson River is expected to be comparable to the commute from New York's northern suburbs such as Poughkeepsie, Brewster, or New Haven, Connecticut, although it is expected that some passengers will be traveling to intermediate points in New Jersey and not necessarily as far as the New York City waterfront.

Stations and landmarks (Port Morris–Scranton)

Milepost* Town Station/Landmark Notes
45.8Roxbury TownshipPort Morris JunctionJunction 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).
51.6Byram TownshipRoseville Tunnel1,040-foot (320 m) double-track tunnel.[15]
53AndoverAndoverPlanned NJT station.[20]
57.6Green TownshipGreendellProposed maintenance-of-way facility on Cut-Off. Station and tower closed in 1938.[15]
60.7Frelinghuysen TownshipJohnsonburgDL&W station closed 1940; partially rebuilt in early 1990s; demolished in 2007.
64.8Blairstown TownshipBlairstownProposed NJT station using existing station building, which is now privately owned. The only regularly scheduled stop for DL&W/EL passenger trains on the Cut-Off.[20][21]
71.6Knowlton TownshipPaulinskill ViaductAlso called Hainesburg Viaduct.
73Stateline (NJ/PA)(Delaware River)Delaware River Viaduct I-80 passes under viaduct on New Jersey side of the river.
74.3SlatefordSlateford JunctionJunction between Lackawanna Cut-Off and Old Road. Interlocking tower.
77.2Delaware Water GapDelaware Water GapProposed station[20] about 1⁄2 mile (800 m) west of station vacated in 1967.
81.6East StroudsburgEast StroudsburgProposed station, south of old station site.[20]
86.8AnalominkAnalominkProposed station. Former station stop at nearby Henryville eliminated.[20]
100.3Mount PoconoPocono MountainProposed station north of former station in Coolbaugh Township near PA 611.[22]
107.6TobyhannaTobyhannaProposed station using a building closed in January 1958.[22]
133.1ScrantonScrantonProposed station[20] 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.

[21]

(* Miles from Hoboken.)

References

  1. 1 2 3 4 5 6 7 Dorflinger, Donald (1984–1985). "Farewell to the Lackawanna Cut-Off (Parts I-IV)". The Block Line (Morristown, New Jersey: Tri-State Railway Historical Society).
  2. ↑ Reagan, Bob (July 1983). "Monroe County Saves the DL&W Cutoff". Railpace Newsmagazine.
  3. ↑ Blaszak, Michael W. (October 2010). "Free to Compete". Trains.
  4. ↑ Frank, Howard (September 28, 2007), "Mount Airy marches out slot machines: Casino's media tour offers a hint of Poconos' future", Pocono Record
  5. ↑ Nemeth, Tom (September 1984), "Taps for 'the Cutoff'", Railpace Newsmagazine, pp. 20–21
  6. ↑ The Block Line, Tri-State Rail of that year. Conrail reported that the 39-foot (12 m) sections of 131 lb (55 kg/m) stick rail that was removed was to be welded together to be relaid elsewhere in the Conrail system. [Tri-State Railway Historical Society, Inc., Fall 1984, p.22.]
  7. 1 2 The Lackawanna Cut-Off Right-of-Way Use and Extension Study, Gannett Fleming and Kaiser Engineers, Corp., September 1989.
  8. ↑ "State of New Jersey - Department of the Treasury - Office of Management and Budget - 2013 Capital Budget - Appendix C "NEW JERSEY BRIDGE REHABILITATION AND IMPROVEMENT AND RAILROAD RIGHT-OF-WAY PRESERVATION BONDS--1989"" (PDF). New Jersey Department of the Treasury. 2012. Retrieved 2015-09-06.
  9. 1 2 "NJ Transit – New Jersey-Pennsylvania Lackawanna Cut-off Passenger Rail Restoration Project Draft Environmental Assessment DRAFT" (PDF). New Jersey Transit. December 2006. Retrieved 2015-09-06.
  10. ↑ SENS. SPECTER AND SANTORUM ANNOUNCE APPROVAL OF FEDERAL FUNDING FOR THE SCRANTON-NYC PASSENGER RAIL SERVICE PROJECT: Transportation Funding as Part of FY03 Omnibus Appropriations Bill, press release dated February 14, 2003
  11. ↑ "Specter, Casey ask Obama for passenger rail money", Pocono Record, April 22, 2009, retrieved June 2, 2008
  12. ↑ Frank, Howard (May 31, 2008), "Small step for commuter rail eyed: NJ Transit to vote on filling in 7.3-mile stretch of 28-mile gap", Pocono Record, retrieved June 2, 2008
  13. ↑ Appezzato, John (June 4, 2008), "Plans move forward to revive Lackawanna Cutoff rail line", The Star-Ledger, retrieved June 4, 2008
  14. 1 2 3 4 5 NEW JERSEY – PENNSYLVANIA LACKAWANNA CUT-OFF PASSENGER RAIL SERVICE RESTORATION PROJECT ENVIRONMENTAL ASSESSMENT Prepared by: U.S. Department of Transportation Federal Transit Administration and NEW JERSEY TRANSIT in Cooperation with U.S. Army Corps of Engineers, June 2008
  15. 1 2 3 NJT Department of Capital Planning and Programs (October 2009). "Lackawanna Cutoff". Capital Improvement Program > System Expansion Projects. New Jersey Transit. Retrieved November 18, 2012.
  16. 1 2 "BOARD OF DIRECTORS MEETING - Mar 9th, 2016".
  17. ↑ More information about federal regulations surrounding "quiet zones": "Federal Railroad Administration's Train Horn & Quiet Zone Rule". ABOUT US REAL ESTATE & UTILITY INSPECTIONS ROAD CROSSING INSTALLATION PUBLIC PROJECTS. Union Pacific. Retrieved November 18, 2012.
  18. ↑ Transit officials discuss plan to restore rail service to New York City Pocono Record - January 18, 2007
  19. ↑ http://www.masstransitmag.com/news/12144052/more-of-everything-needed-for-scranton-to-nyc-passenger-train
  20. 1 2 3 4 5 6 NJT Geographic Information Services (November 2005). "Map: Northwest New Jersey / Northeast Pennsylvania Rail Corridor - Lackawanna Cutoff" (PDF). New Jersey Transit. Retrieved November 18, 2012.
  21. 1 2 "Lackawanna Railroad's full schedule, Scranton, Poconos table, April 25, 1954, form 10, page 4" (PDF). Lackawanna Railroad via viewoftheblue.com. Retrieved 2015-09-06.
  22. 1 2 Edwards and Kelcey, Inc. (April 4, 2006). "Proposed Tobyhanna and Township of Coolbaugh Stations" (PDF). Lackawanna Cutoff. New Jersey Transit. Retrieved November 18, 2012.

Advocacy Organizations

North Jersey Rail Commuter Association

External links

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