Lackawanna Cut-Off Restoration Project

Lackawanna Cut-Off Restoration Project

Company type	Collaborative project
Industry	Rail transport
Founded	2011
Area served	Northwest New Jersey, Northeastern Pennsylvania
Key people	New Jersey Transit, Amtrak
Products	Passenger rail service restoration

The Lackawanna Cut-Off Restoration Project represents a collaborative effort between New Jersey Transit and Amtrak to reinstate passenger rail service along the Lackawanna Cut-Off corridor in northwest New Jersey.

Initiated in 2011, the project's first phase involves extending NJ Transit's commuter rail from Port Morris Junction in Morris County to Andover located in Sussex County, marking the return of passenger trains after a hiatus exceeding five decades. Passenger service connecting Andover with Hoboken Terminal and New York Penn Station is anticipated by 2026. Due to restrictions on diesel locomotives within the North River Tunnels, this segment will utilize electro-diesel locomotives such as NJ Transit's Bombardier ALP-45DP.

Future stages aim to reconstruct the Cut-Off route extending into Northeastern Pennsylvania, eventually linking New York City with Scranton. In 2020, this corridor was incorporated into Amtrak's 15-year expansion strategy. Moreover, in December 2023, the Federal Railroad Administration designated this route under its Corridor Identification and Development Program, thereby securing funding for planning and prioritizing forthcoming investments.

Operations (1908–79)

The Lackawanna Cut-Off was built between 1908 and 1911 by the Delaware, Lackawanna & Western Railroad (DL&W) as New Jersey’s final principal mainline. Engineered as a "super-railroad," it featured extensive deep cuts, substantial fills, and two significant viaducts that allowed for an almost linear path through the mountainous terrain of northwest New Jersey. Although the DL&W remained profitable for a time, post-World War II challenges such as competition from trucking and financial pressures culminated in its merger with the Erie Railroad, forming the Erie Lackawanna Railroad (EL) in 1960.

While EL redirected much of its freight traffic away from the Cut-Off, passenger operations continued. The line’s flagship train, the Phoebe Snow, utilized this route until it was discontinued in November 1966; the last scheduled passenger service was provided by the Lake Cities on January 5–6, 1970. Freight service resumed after May 8, 1974, following a fire that damaged a critical junction on the former New York, New Haven and Hartford Railroad Poughkeepsie Bridge. When EL was absorbed into Conrail on April 1, 1976, redundancy in east–west routes led to the termination of service over the Cut-Off by January 1979. Conrail noted it might have preserved the Scranton Route—including the Cut-Off—if EL had not severed part of the Boonton Branch near Paterson, New Jersey, during early construction for Interstate 80.

Early preservation efforts (1979–86)

Preservation initiatives for the Cut-Off commenced immediately following its closure. In November 1979, Amtrak operated an inspection train known as the "Pocono Mountain Special" from Hoboken to Scranton to evaluate prospects for intercity rail service. Covering 133 miles, this journey was both the final passenger train run over the route in the twentieth century and Amtrak’s sole operation spanning its entire length. However, plans to establish Hoboken–Scranton service waned due to Amtrak’s financial constraints and extensive infrastructure rehabilitation needs.

This inspection triggered a campaign exceeding four decades aimed at safeguarding and reactivating the Cut-Off corridor. Initial efforts concentrated on protecting track infrastructure and right-of-way rather than resuming immediate operations. Multiple attempts were made to acquire the line from Conrail, which was wary of renewed freight competition. In New Jersey, the Sussex County Freeholder Board sought to purchase parts of the line, while in Pennsylvania’s Monroe County, the Railroad Authority nearly finalized a $6.5 million agreement to obtain ownership of the entire 88-mile stretch between Port Morris and Scranton.

The Monroe County proposal envisioned financing through a $4.1 million federal loan at a 3.25% interest rate supplemented by bond issuance to cover remaining costs; operational revenues were planned to repay these debts. The agreement also permitted Conrail to dismantle approximately 40 miles of track while granting Pennsylvania's Pennsylvania Department of Transportation (PennDOT) an option to acquire additional segments for operations connected with Scranton's Steamtown National Historic Site.

Despite initial progress, this arrangement collapsed when federal loan guarantees were withdrawn in August 1983 in favor of Michigan’s struggling Detroit & Mackinac Railway. Monroe County persisted in seeking support by soliciting proposals from operators; seven responses were received by late August that year. Concurrently, regulatory reforms by the Interstate Commerce Commission (ICC) streamlined abandonment procedures, facilitating Conrail’s rapid removal of unused tracks.

Opposition also arose from Atlantic City casino interests concerned that restored rail access might enable a "Gambler's Express" funneling patrons to potential Poconos gambling venues competing with Shore-area casinos. The New Jersey Department of Transportation (NJDOT) consequently ranked restoration of the Cut-Off as a low-priority project without allocated capital funding.

Despite these challenges, Monroe County Railroad Authority resisted Conrail’s track removal efforts with support from PennDOT and even threatened direct action using a privately owned World War II tank. Ultimately, Conrail consented not to sever the line between Slateford and Scranton.

Track removal

Following the resolution of regulatory and political issues in New Jersey, Conrail commenced the dismantling of track on the New Jersey side of the Delaware River Viaduct beginning June 8, 1984. Although Frank Reilly, director of the Morris County Transportation Department, made last-minute attempts to postpone the removal, and some individuals engaged in minor acts of sabotage by replacing removed spikes, the process continued uninterrupted. Certain Conrail workers confessed to deliberately decelerating the dismantling in an effort to save the rail line. Nevertheless, the final segments of mainline track were taken out at Port Morris on October 5, 1984. Conrail intended to repurpose the 39-foot lengths of 131 lb stick rail by welding them for use elsewhere within its network. Notably, unlike its usual practice during abandonment, Conrail left wooden ties and rock ballast intact rather than removing all materials.

Once the tracks were removed, a 27-mile stretch 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. Turco’s original interest centered on acquiring only a 1,000-foot portion of the Lehigh & Hudson River Railway (L&HR) near Andover for nursing home expansion. However, Conrail offered him a bundled deal: purchase the entire 32-mile L&HR right-of-way extending from Sparta to Belvidere along with the Cut-Off crossing near Tranquility. Turco accepted this offer, acquiring close to 60 miles of right-of-way for roughly $2 million. Shortly thereafter, Conrail sold an additional 1.5-mile segment east of Sussex County Road 602 to Burton Goldmeier, a developer from Hopatcong who planned to utilize it as access for a residential development. (Conrail removed tracks from the L&HR corridor in 1988.)

Later preservation and restoration efforts (1986–2008)

The transfer of right-of-way ownership to private developers introduced complications for efforts to restore the Cut-Off. These difficulties intensified when Turco proposed extracting fill material from the Pequest Fill and other major embankments for use in New York City's abandoned Westway project and depositing waste into large cuts along the route. Although the Westway project was canceled in 1985, Turco’s intentions remained ambiguous—whether he was serious about his Rebar Landfill plan or merely aiming to incite public opposition to encourage state acquisition through condemnation. Regardless of his motives, this situation mobilized preservation advocates.

In November 1989, New Jersey voters approved a $25 million state bond issue aimed at purchasing abandoned railroad corridors. Following this, NJDOT initiated eminent domain proceedings against corporations controlled by Turco and Goldmeier that held portions of the Cut-Off.

To limit liability exposure, Turco created separate corporate entities for each municipality encompassing sections of his holdings: Knowlton, Blairstown, Frelinghuysen (Warren County); Green, Byram, Andover Township and Stanhope Borough (Sussex County); as well as companies for managing assets such as the Paulinskill Viaduct, Delaware River Viaduct, and the Pennsylvania segment later acquired by Monroe County Railroad Authority. These entities were overseen by holding companies Sussex & Warren Holding Company, Inc. and OLC, Inc. In contrast, Goldmeier’s parcel—covering approximately across Roxbury Township (Morris County), Hopatcong Borough, and Byram Township (Sussex County)—was held as a single entity.

By 2001, combined acquisitions by New Jersey and Pennsylvania had secured their respective portions of the Cut-Off at a total cost of $21 million.

In 2003, U.S. Senator Arlen Specter secured initial funding dedicated to restoring passenger rail service between Scranton and New York City.

The final environmental review was submitted to the Federal Transit Administration in July 2006 for approval. Subsequently, in February 2007, the Lackawanna and Monroe County Railroad Authorities consolidated into the Pennsylvania Northeast Regional Railroad Authority with the objective of accelerating passenger service restoration along the Scranton Corridor—from the former Lackawanna Cut-Off line through to Scranton.

Port Morris–Andover Restoration (NJ Transit, 2008–present)

In May 2008, the North Jersey Transportation Planning Authority (NJTPA) authorized funding for Phase 1—designated as the Lackawanna Cut-Off MOS Trackbed Restoration Project—to reconstruct the initial segment of the Cut-Off between Port Morris Junction and Andover.

Phase 1 focuses on reopening a single track designed to support NJ Transit diesel trains traveling up to . The plan includes operating eight weekday trains in each direction, linking Hoboken Terminal with New York Penn Station, without weekend service. Additional non-revenue train movements will facilitate equipment transfers to and from Port Morris Yard.

A new station is planned along Roseville Road in Andover Township, featuring 55 parking spaces and a high-level platform approximately in height. This site lies roughly from U.S. Route 206 and about from Sussex County Route 517, representing the only feasible at-grade location near major highways along the Cut-Off corridor. Historically, no Delaware, Lackawanna & Western Railroad (DL&W) station existed at Andover.

The project scope also addresses issues at Roseville Tunnel, which experiences ice accumulation, drainage problems, and rockslides near Colby Cut. On April 13, 2022, NJ Transit approved a $32.5 million contract to rehabilitate the tunnel and surrounding right-of-way.

The 2008 funding approval made the project eligible for Federal Transit Administration (FTA) grants for engineering and design phases. By 2009, an environmental assessment covering the entire route to Scranton was finalized with an EPA "Finding of No Significant Impact."

NJ Transit’s Board reaffirmed full funding of $61.6 million for Phase 1 on July 21, 2021, combining an $18.1 million federal earmark with FTA funds and allocations from the New Jersey Transportation Trust Fund (NJTTF).

Project status

Track restoration between Port Morris and Andover commenced in early 2011 following resolution of a dispute between NJ-DEP and NJ Transit regarding the location of Andover Station. Federal regulations prohibit clearing trees and brush from April 1 through October 31 to protect the endangered Indiana bat’s mating season. Track installation began at Port Morris in September 2011; within three months, roughly one mile of track was laid west of Port Morris Junction. Norfolk Southern supplied continuously welded rail for installation extending to Andover.

By 2013, NJ Transit stored decommissioned locomotives on a short Cut-Off segment near Port Morris Junction. Environmental permits for non-Roseville portions were issued in April 2015, accompanied by purchase of 3.53 acres of wetlands mitigation credits for Andover Station construction. However, NJDEP required replacement of a 219-foot underground culvert conveying wetlands water into Andover Junction Brook across private Hudson Farm property owned by IAT Reinsurance Ltd., which initially restricted access and delayed Phase 1 progress.

An agreement to relocate the culvert was reached in August 2017. By April 2018, Andover Township negotiated acquisition of the land from Hudson Farm, completing the $115,000 purchase two months later.

As of 2022, approximately four miles of rail have been installed in four separate sections between Port Morris and Lake Lackawanna. The majority of right-of-way between Port Morris Junction and Lake Lackawanna has been cleared. A sizeable wetlands area near County Route 605 interrupts track continuity at Brooklyn Road within Stanhope/Byram/Hopatcong.

Beginning in 2020, NJ Transit qualified contractors for the Roseville Tunnel Rehabilitation Project; in April 2022, a $32.5 million contract was awarded to Secaucus-based Schiavone Construction. Work started in September 2022 after completion of culvert replacement.

NJ Transit anticipates commencing service to Andover no earlier than 2026.

Section	Milepost	to Milepost	Track installed?	Work	Completion (est.)	Photo
1. Port Morris Junction	45.8	--	Yes*	Install prefabricated #12 switch at junction replacing temporary switch; implement Positive Train Control (PTC) and signaling system; extend track into Port Morris Yard from Morristown Line. *Temporary connection currently installed.	2026
1a. Port Morris Wye Track	PMY	46.4	No	Complete grading of cleared wye trackbed; prepare roadbed; install track and signals connecting yard to mainline.	2026
2. Port Morris Junction to Route 602	45.8	47.0	Yes	Connect wye track to mainline; align track; apply superelevation on curve.	2026
3. Route 602 grade crossing	47.0	47.0	No	Raise utility wires crossing right-of-way; adjust roadway or roadbed elevation; install quad gates establishing quiet zone—trains will not sound horns approaching crossing.	2026
4. Curve at and west of Route 602 grade crossing	47.0	47.1	No*	Minor clearing; lay ballast and track.*Temporary wooden-tie track previously installed then removed.	2026
5. Tangent track west of Route 602 grade crossing (to start of second curve west of Port Morris)	47.1	47.6	Yes	Add ballast; align track properly.	2026
6. Second 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 area.	2026
7. Section east of Lake Lackawanna (tangent track plus third and fourth curves west of Port Morris)	48.0	50.0	Yes	Track ends at Lake Lackawanna; add ballast; align track; apply superelevation on curves.	2026
8. Lake Lackawanna to Roseville Tunnel (tangent track)	50.0	51.6	No	Clear right-of-way; re-lay track; rehabilitate Roseville Road underpass east of tunnel (C-18).	2026
9. Roseville Tunnel (tangent track)	51.6	51.8	No	2025
10. Roseville Tunnel to Andover Station (on fifth curve west of Port Morris)	51.8	52.9	No	Clear right-of-way; improve drainage west of tunnel; scale back rock wall with rockslide protection measures; replace Roseville Road overhead bridge C-17 (new bridge opened in 2018).	2025
11. Andover Station	52.9	53.1	No	2026

Upcoming stages

No further phases beyond Phase 1 (Port Morris Junction–Andover) have been formally outlined. Potential future extensions might reach westward to Delaware Water Gap, Scranton (located west of Port Morris), and possibly Binghamton, New York, depending on available financing.

New York City–Scranton (Amtrak initiative)

An Amtrak expansion map from 2020, updated in May 2021, featured a restoration of service connecting New York and Scranton.

On March 22, 2023, Amtrak published a study recommending passenger rail service between New York Penn Station and Scranton, Pennsylvania, proposing three daily round trips with an estimated travel time of 2 hours and 50 minutes. Significant capital investments would include upgrading tracks in Pennsylvania, reactivating the Lackawanna Cut-Off segment between Andover station and Slateford Junction, and procuring two or three Airo trainsets. The report highlighted that federal funding decisions remain pending but indicated that service could commence by 2028.

This study began in July 2021 with a $400,000 budget and was carried out in collaboration with the Pennsylvania Northeast Regional Railroad Authority. At the same time, U.S. Representative Matt Cartwright established the congressional Lackawanna Cut-Off Rail Restoration Caucus to promote the initiative. Founding members include Cartwright, Susan Wild, Mikie Sherrill, and Josh Gottheimer.

In October 2022, Pennsylvania allocated $3.7 million to the Monroe County Industrial Development Authority for replacing 43,000 railroad ties over a stretch west of the Delaware Water Gap past Tobyhanna. This amount covers half the estimated expense, enabling pursuit of additional funds from the Federal Railroad Administration (FRA). These improvements are designed to support passenger train speeds up to .

By December 2023, the FRA incorporated the New York–Scranton corridor into its Corridor Identification and Development Program under the Infrastructure Investment and Jobs Act, prioritizing it for planning efforts and future funding opportunities.

On October 29, 2024, Pennsylvania officials announced a $9 million contract award for construction related to the Scranton-NYC Amtrak project. The funds will be used to replace the Slateford Road bridge at Slateford Junction and upgrade track infrastructure westward toward Scranton to meet Amtrak standards.

Andover-Scranton (NJ Transit initiative)

In 2007, the comprehensive build-out to Scranton was estimated at $516 million (equivalent to $ today) with annual operating expenses of $26 million. This estimate covered track work, stations, signaling systems, bridge repairs on the Cut-Off, additional Pennsylvania stations and signals, as well as dedicated locomotives and passenger cars for this route. No cost breakdown by phases was available at that time.

Principal elements of the build-out include:

• In New Jersey:
  • Reconstruction of 21 miles (33 km) of Cut-Off as single track featuring a passing siding near Blairstown.
  • Restoration of both the Delaware River Viaduct and Paulinskill Viaduct.
  • Reopening of Blairstown station with parking capacity for 230 vehicles.
  • Construction of a maintenance facility at the former site of Greendell station (usage by Amtrak remains unconfirmed).

• In Pennsylvania:
  • Replacement of a removed highway bridge at Slateford Junction.
  • Development of a station adjacent to the Delaware Water Gap Visitors' Center offering 900 parking spaces (not included in Amtrak’s current service plan).
  • Stations planned at East Stroudsburg (228 parking spaces), Analomink (250 spaces; excluded from Amtrak’s proposal), and near the former Mount Pocono station with a capacity for 1,000 vehicles.
  • Reopening of historic Tobyhanna station featuring 102 parking spaces (not part of Amtrak’s plan).
  • Construction of a Scranton station west of the former DL&W station (Radisson Lackawanna Station Hotel) with 30 parking spots along with facilities for overnight storage, maintenance yards, and crew amenities.
  • Upgrades to Pennsylvania tracks allowing speeds between 60–80 mph where feasible.
  • Installation of signaling systems compatible with NJ Transit and Amtrak standards including implementation of Positive Train Control.

All stations would be equipped with high-level platforms compliant with ADA regulations. The service would connect passengers to both Hoboken and New York City. By 2030, NJ Transit commuter services are projected to carry approximately 6,000 daily riders traveling to northern New Jersey and New York City employment centers. Amtrak’s March 2023 study forecasts an annual ridership of around 473,500 passengers along this corridor combining commuter and leisure travel demand.

Andover–Delaware Water Gap

In October 2015, the FTA called for a revised analysis to support funding efforts for the section west of Andover. The December 2019 report, titled Lackawanna Cut-Off Restoration – Commuter Rail Study, projected capital expenditures near $288.93 million to reactivate rail service from Andover to a newly proposed Delaware Water Gap station. This figure encompasses roughly 21 miles of track reconstruction, bridge refurbishments, and related infrastructure work, representing about half of the $551 million estimated in 2006. The earlier estimate included stations, maintenance yards, and improvements extending beyond Delaware Water Gap toward Scranton, which are excluded in the current scope.

The $1 million study received financing through a combination of local, state, and federal grants, coordinated by the office of U.S. Representative Matt Cartwright. Greenman-Pederson, Inc., with assistance from Gannett-Fleming, authored the report on behalf of the Pennsylvania Northeast Regional Railroad Authority and Lackawanna County’s Department of Planning and Economic Development.

The study’s scope involved evaluations of the Paulinskill and Delaware River Viaducts; preliminary designs for a rail station and parking structure at Delaware Water Gap; assessments of track geometry, signaling systems, Positive Train Control requirements; inspections of track conditions, drainage, and roadbeds; design proposals for Slateford Road bridge; underwater pier examinations; and updated cost projections.

Estimated construction expenses were itemized as follows: Water Gap Rail Station ($32.63 million); right-of-way purchases ($1.5 million); Slateford Road bridge and culvert repairs ($3.32 million); signaling and Positive Train Control installation ($8.19 million); track rehabilitation in Pennsylvania ($16.61 million) and New Jersey ($112.6 million); Delaware River Viaduct restoration ($54 million); Paulinskill Viaduct restoration ($16 million); plus design, environmental review, and engineering fees ($44.08 million). Although specific funding sources have not yet been identified, these figures serve as a foundational reference for future budget planning, particularly considering Amtrak’s involvement in the Scranton–New York City route.

Scranton–Binghamton (and Beyond)

In December 2008, New York Senator Chuck Schumer expressed support for Amtrak service linking Scranton, Binghamton, and Syracuse. Subsequently, in April 2009, Pennsylvania Senators Arlen Specter and Bob Casey Jr. jointly petitioned President Barack Obama to endorse extending Amtrak services into this region, citing an Amtrak feasibility study as justification.

Stations and landmarks (Port Morris–Scranton)

mi* (km)	Town	Station/Landmark	Coordinates	Notes
45.8 (73.7)	Roxbury Township	Port Morris Junction		Junction connecting the Lackawanna Cut-Off with the Montclair-Boonton Line, providing access to Hoboken Terminal and Penn Station in Midtown Manhattan. Closest station: Lake Hopatcong. The Port Morris railyard operated by NJ Transit is situated here.
51.6 (83.0)	Byram Township	Roseville Tunnel		A double-track tunnel approximately 1,000 feet (300 m) long currently undergoing rehabilitation by NJ Transit.
53 (85)	Andover Township	Andover		Station planned by NJ Transit.
57.6 (92.7)	Green Township	Greendell		Site proposed as a NJ Transit maintenance facility on the Cut-Off; original station closed in 1938. Usage by Amtrak remains unconfirmed.
60.7 (97.7)	Frelinghuysen Township	Johnsonburg		Former DL&W station closed in 1940; partially reconstructed during the early 1990s but demolished in 2007.
64.8 (104.3)	Blairstown Township	Blairstown		Potential NJ Transit stop possibly utilizing an existing privately owned structure; historically the sole regularly scheduled DL&W/EL passenger stop on the Cut-Off.
71.6 (115.2)	Knowlton Township	Paulinskill Viaduct		Also referred to as the Hainesburg Viaduct.
73 (117)	Stateline (NJ/PA)(Delaware River)	Delaware River Viaduct		On the New Jersey side beneath this viaduct passes Template:Jct.
74.3 (119.6)	Slateford	Slateford Junction		Interlocking tower located at junction between Lackawanna Cut-Off and Lackawanna Old Road.
77.2 (124.2)	Delaware Water Gap	Delaware Water Gap		Proposed new station approximately 0.5 miles (800 m), west of the former 1967 location; Amtrak does not currently plan a stop here.
81.6 (131.3)	East Stroudsburg	East Stroudsburg		Proposed site south of the original station location.
86.8 (139.7)	Analomink	Analomink		Proposed stop; currently not included in Amtrak’s plans.
100.3 (161.4)	Mount Pocono	Pocono Mountain		Proposed north of former station near Template:Jct within Coolbaugh Township.
107.6 (173.2)	Tobyhanna	Tobyhanna		Initially proposed by Amtrak but subsequently removed from plans; building closed in 1958 and now serves historic purposes.
133.1 (214.2)	Scranton	Scranton		Proposed southwest of former DL&W regional headquarters and current Radisson Hotel location; former stops at Gouldsboro and Moscow are not presently considered.

(* Distance measured from Hoboken, NJ.)

See also

• North Jersey Rail Commuter Association, an organization focused on advocacy

External links

• Route map of the project