GrampWisconsin recognizes that tonnage that's transported on rails reduces costly wear and tear on rural highways.
They seem to see the jobs impact as well. Look at that tiny tourist operation in Newport RI which is now isolated from the rest of the National Rail System due to a bridge over a navigatible river being taken out. Replace the bridge and Newport, RI could have freight service again. State is instead paying to convert one of the two double tracks to a bike path and throwing the tourist railway a bone they will rehab the parallel track for them BUT not restore the bridge.
So there are lots of user comments that are in complete confusion why that is. Someone responded correctly.....Newport is viewed as a tourist town and that is where most of the state money is spent, enhancing it as a tourist destination vs spending on infrastructure a shipper or manufacturer would need or use.
I remember when IBM used to hold large meetings in Newport, RI because of the consulting HQ would host them. Some guy would inevitably get up and thank IBM profusely for having the meeting in Newport, RI and having consideration to do business there. It was sometimes embarrassing and sad they were so desperate for the business world to recognize them. Eventually they got payback from IBM and IBM shut that office down and moved everyone to Providence (heh-heh), I left before that move so I did not have to deal with the emotion.
You do have to wonder though why more states do not implement industrial infrastructure support programs such as Wisconsin has. They also offer deep disounted industrial revenue bonds for industrial expansion or improvement funding. My Father used them to expand the business he was running by 40%. Government does have a role in expanding an Economy and boosting income growth, not everything should be left to chance.
Wisconsin recognizes that tonnage that's transported on rails reduces costly wear and tear on rural highways.
CSSHEGEWISCHConsidering that these routes have not seen service since 1961, I would think that Amtrak has better places to spend its money.
Didn't Septa run to Reading and Allentown until 1980ish? Granted now they're talking about running Allentown east towards New York. But NJT ran to Phillipsburg until about the same time period.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
In my view, we should have a nationwide rail infrastructure program that supports freight and passenger rail. In almost every state that does this as part of their industrial program I am seeing a LOT more successes than failures. Look how far Wisconsin has gone with it's rail infrastructure support of shortlines. Hell we even have one restoring a CB&Q Zephyr trainset for tourist for-profit operations.
Look at what the Dakotas did with their state programs and ex-Milwaukee Road lines?
Why can't we do that Nationwide? Why let the rail lines wither on the vine and die when we can give them a decent shot at comming back and generating decent traffic and revenue again?
You can get an idea of the ABE extension by looking at Google Earth between High Bridge and Easton (including at least one 'station' identified as NJT!) This is of course something of a Great Way Round (it crosses Rt.78 not once but twice in that fairly short road distance!) but is not a particularly dramatic project. Existing trains use the dual-mode power and at least in theory the trains to High Bridge could be extended to provide initial service testing if not some of the actual service.
The restoration of the Cutoff as far as the Delaware Water Gap has been a reasonable NJT project, on and off, for many years. Three weeks with a good TLM would see the rest of the necessary work completed. There are detailed estimates 'out there' for Stroudsburg to Scranton, for which I believe the track is still in place to where a TLM working on 'one side' of the double-track ROW could work effectively without having impact on whatever traffic there might be.
For what it's worth, both these routes could benefit materially from tilting equipment.
CSSHEGEWISCH Considering that these routes have not seen service since 1961, I would think that Amtrak has better places to spend its money.
It would be the taxpayer's money for the capital outlays, which probably would never be recovered, plus substantial operating subsidies.
Lithonia OperatorI can't get past the paywall.
The line to Scranton is the ex-DL&W, which involves restoring the Lackawanna Cutoff and a connection around Stroudsburg. That has been a demonstrated project on NJT's end for decades; this heats up extending relatively fast service up into Pennsylvania as well. Even 79mph service makes for a LOT of attractive bedroom communities now within easy reach of a Midtown Direct train...
Likewise, you can see discussion of incremental service extension west of High Bridge on NJT; as I recall, there have been a couple of alternative routings. Fast service between Easton/Bethlehem/Allentown and New York should be well worth the few extra incremental track miles... even if it would not be with just New Jersey's money to build it out.
The concern is that a story about 'rail service to the Lehigh Valley' ought to involve more than one route to one point at the region's border.
I can't get past the paywall.
Still in training.
I'm not paying $60 a year for journalism that can't even proofread 'his' correctly.
The attached map doesn't say much (you can see it clearly in the previews/teasers without having to register to subscribe). All it shows is the proposed extension from High Bridge to ABE in the south, and the long-overdue restoration of service over the reopened Cutoff to Scranton. The latter I expect to be a priority, only peripherally for political reasons; the latter requiring Federal (Amtrak) operation because it is bi- or tri-state in expanded scope.
Actually 'serving the Lehigh Valley' would involve going much further than ABE, though. My immediate thought would be to make extended service via an Andy Muller entity as a transfer to run over RBM&N or trackage rights, and connect to the Amtrak train at a logical point.
Or bring back the Bullet!
Or here's an idea: how about re-creating one of the high-speed interurbans to run between the endpoint communities of the two new 'main line' services? Perhaps with iLINT-like fuel-cell battery cars?
Considering that these routes have not seen service since 1961, I would think that Amtrak has better places to spend its money.
https://www.lehighvalleylive.com/allentown/2021/06/what-would-amtraks-proposed-lehigh-valley-nyc-route-look-like-a-new-report-has-details.html
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