A new Amtrak train ride from NYC to Scranton could hit 110 mph

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New Amtrak train service that could whisk riders at speeds hitting up to 110 mph between New York City and Scranton in Pennsylvania could move almost a half a million riders annually by 2030, but it’s estimated to cost between $169 million to $266 million to start up, according to a study of the proposed rail line.

PennDOT officials have taken the first step toward seeing the service begin by applying to the Federal Corridor Identification and Development Program on Monday to start the process, a spokesperson said.

The 38-page report, released March 23, lays out some the details, challenges and leaves some questions unanswered about a proposed restoration of passenger train service between New York and Scranton. It estimates a low of $169 million to a high of $266 million for track and infrastructure work and new trains to get the service going, 80% of which could be covered by federal infrastructure funding.

But the study also has unanswered questions, including how trains can be ready to run in five years and how much New Jersey and Pennsylvania would be expected to fund.

The Amtrak report was commissioned by the Pennsylvania Northeast Regional Railroad Authority in July 2021. It is not a recommendation to move ahead, Amtrak officials said.

“The report provides information about some of the work that would need to be done to initiate service, but the decision as to whether to move forward will require additional input from a range of stakeholders,” said Beth K. Toll, an Amtrak spokesperson. “PennDOT is preparing to submit an application for the Federal Railroad Administration’s Corridor Identification and Development (Corridor ID) program, which is due on March 27.”

Supporters of restoring Scranton-NYC service said the report is a good starting point.

A map from a March 23 Amtrak study show a proposed route using Amtrak, NJ Transit and state owned tracks or right of way between New York City and Scranton, Pa.

“These findings are very encouraging,” said Tyler Kusma, executive director of the Scranton Rail Restoration Coalition. “Certainly, just the fact that this study exists, with specific details, a potential schedule, is exciting on its own after years of talking about this project. This idea warrants implementation.”

Trains could reach up to 110 mph on the former Erie-Lackawanna Railroad Lackawanna Cut-off, giving passengers their fastest speeds as it crosses a two-lane section of I-80 around the Delaware Water Gap that’s notorious for traffic back-ups.

The Scranton-NYC was identified as one of the new corridors being studied for expansion of Amtrak’s system, financed by the $1 trillion federal infrastructure act that provides $60 billion to Amtrak for infrastructure, new equipment and route expansion. That funding could cover 80% of infrastructure and train costs and six years of operating expenses.

The report forecasts an optimistic 2028 start for the service, consisting of six daily trains, three in each direction on a route with seven stops, four them in New Jersey.

“That is a potential date for starting service, assuming that funding is available, and that all of the technical work goes smoothly,” Toll said.

The trains would travel on NJ Transit’s Morris & Essex or Montclair Boonton lines on a schedule designed not to interfere with commuter trains.

From there, new tracks would need to be laid on the remaining 20-miles of the Lackawanna cutoff across the Delaware Water Gap, a section that could allow the promised 110 mph speeds because it is relatively straight, according to the report. Necessary track improvements in Pennsylvania to permit 60 mph to 80 mph speeds could range in cost from $99 million to $176 million.

The Pennsylvania Northeast Regional Railroad Authority owns the 60 miles of track between Scranton and the Delaware Water Gap. New Jersey and Pennsylvania co-own the 20-mile Lackawanna Cut-off right of way.

Other work includes further planning and engineering, completing environmental reviews, acquiring trains to operate the service, and completing the Lackawanna Cutoff reconstruction, she said. Also on the to do list are upgrades to the Pennsylvania authority tracks, station buildings, platforms and equipment support facilities, Toll said.

Amtrak predicts assigning its newest Airo train sets consisting of a dual-mode locomotive that can run as a diesel or as an electric and a set of six to eight new spacious railcars. Amtrak will need to order two Airo train sets for Scranton-NYC service, estimated to cost between $70 million and $90 million.

By comparison, Google maps shows a two-and-a-half hour travel time from Manhattan to Scranton, outside the commuter rush period and not counting bathroom and snack breaks. But backers said there are other reasons to ride the rials rather than drive.

“First, two-and-a-half hours actively driving are different than two-and-a-half hours comfortably riding the train,” Kusma said. “You can get a bite to eat, rest, read, watch a show. Not to mention, this takes you right into the heart of Manhattan without having to worry about traffic or parking.”

The line would serve nine stations Scranton, Mount Pocono, East Stroudsburg, Blairstown, Dover, Morristown, Montclair, Newark Broad Street and New York Penn Station. Morristown and Montclair are alternatively served depending on whether trains operate on the Morris & Essex or Montclair-Boonton lines.

In addition to the estimated low of $169 million to a high of $266 million for trains and infrastructure, the study projected an operating expense of $19.1 million that would be offset by $13.3 million revenue from fares, food and drink sales. That leaves $5.8 million to be funded elsewhere, most likely by the states.

As a host railroad, NJ Transit would be compensated for Amtrak’s use of their infrastructure and other assets, Toll said. That and the states shares would be subject to negotiations to reach an agreement before the service moves toward construction and implementation, she said.

The study doesn’t provide a bottom line cost.

“There is still additional analysis needed to understand the full cost of implementing this service, particularly for the section in western New Jersey between Andover and the Delaware Water Gap, as well as support facilities costs,” Toll said.

A separate economic benefit study projected the rail service would generate $84 million annually in economic activity including tourism and an additional $20 million in “benefits.” That $84 million shows “this is a great return in investment,” Kusma said.

Funding includes competitive grant funding created by the Bipartisan Infrastructure Law, Toll said.

Those grant programs typically require a 20% non-federal match, although the early phases of Corridor ID funding allow a lower non-federal share, with the initial $500,000 grant requiring no non-federal match.

Now that that PennDOT has applied to the Federal Corridor Identification and Development Program, if it is accepted into the Corridor ID program, that may provide funding to move into the next phases of project development, which will provide further inputs into decision making, Toll said.

Local officials have to Complete a Service Development Plan, however some of that work has already been done in the study. While a previous environmental study of restoring rail service was done in 2009 and received a finding of no significant impact, that work will need to be redone, the study said.

Finally, agreements with NJ Transit, Amtrak, the Pennsylvania Northeast Regional Railroad Authority, Pennsylvania and the National Park Service are needed.

“I would say it is very doable, especially with the Corridor ID Program for funding and this study laying out proposed next steps,” Kusma said.

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Larry Higgs may be reached at lhiggs@njadvancemedia.com.

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