Should TPTB move the Steamtown National Historic Site?

[DarkWolf]

Originally Posted by frank754

I think that an extension of the trolley line to Wilkes-Barre has been a dream plan for many years, even some of the politicians touted it. But there is no money or vocal support to really push that right now, so it goes by the wayside until someone or group comes up with a concrete plan, does some studies and gets funding. It's something that would be a definite asset and much needed resource for the area. Remember the Laurel Line that operated the same route until 1952. The last few years they had a huge drop in passenger traffic (about 75% in 4 years) due to all the automobiles coming on the road, but now we have a problem of too much auto congestion. The Laurel Line back then was mostly third rail, and that was a safety hazard. In many cities in recent years, when they have been able to add or extend to light rail service (or even diesel commuter service), they were able to use the existing tracks of commercial rail lines due to an agreement with those lines, for example the rail line owner would agree to do their movements at night, when passenger service was shut down. I believe the extension of the Newark City Subway operates this way, where it shares the track with the freight railroad at the outer end. Several other newer commuter/suburban services operate under similar agreements.
Also, Charlotte, NC "Lynx" light rail was once a tourist line with old cars and mostly as a "museum" line, but at one point they decided to go forward, double-tracked it, bought modern cars, and now it's an enviable rapid transit line, as many cities in the southeast wished they had something like that, even Atlanta. Ridership has exceeded all expectations, and there are plans for more lines now.
The old:
Charlotte, NC
The new:
Charlotte NC's LYNX Light Rail System
With Charlotte, we're talking of a single line from downtown to one suburban endpoint 9.6 miles away, but for NEPA it would be about a 19 mile line connecting two important cities from downtown to downtown.
Charlotte (2009) city population 716,874, entire county 935,304
Scranton (2009) city population 71,944, Wilkes-Barre 40,964
but the metro Scranton W-B area was 560,625 (in 2000)
Of course they would need to build a better station in Scranton outside of Steamtown, possibly do a bit of double-tracking for passing at least at some points. At least in Wilkes-Barre, if they decide the use the existing track, there is some vacant land near Market Street (near where the Coal St extension is supposed to go through one day). Overhead wires do not pose a conflict with existing freight traffic, as light as it it nowadays.

The Newark City subway used share with Freight , but i think that dried up. All the New Light Rail extensions in the Newark / Elizabeth use old ROW same with the PATH extensions. And Riverline / South Jersey Light Rail network. 1 or 2 in NJ will be built privately and operated by NJT. The Freight sharing works this way , Freight operates at night or during off peak hours and Light Rail operates in between. All our Light Rail lines are hybrid part LRT / part Streetcar depending on the area they run through. The Wyoming Valley is the only place in the Northeast that to my knowledge has no long term Transit plan. Harrisburg , Binghamton , Albany , all have long term Rail / Bus plans. Hopefully when the Lackawanna line is restored , there will be plans for a Light Rail line linking the 2 cities. But intill then its just a dream.

PATH & Light Rail Extensions - Google Maps

[scrantonluna]

Originally Posted by frank754

I think that an extension of the trolley line to Wilkes-Barre has been a dream plan for many years, even some of the politicians touted it. But there is no money or vocal support to really push that right now, so it goes by the wayside until someone or group comes up with a concrete plan, does some studies and gets funding. It's something that would be a definite asset and much needed resource for the area. Remember the Laurel Line that operated the same route until 1952. The last few years they had a huge drop in passenger traffic (about 75% in 4 years) due to all the automobiles coming on the road, but now we have a problem of too much auto congestion. The Laurel Line back then was mostly third rail, and that was a safety hazard. In many cities in recent years, when they have been able to add or extend to light rail service (or even diesel commuter service), they were able to use the existing tracks of commercial rail lines due to an agreement with those lines, for example the rail line owner would agree to do their movements at night, when passenger service was shut down. I believe the extension of the Newark City Subway operates this way, where it shares the track with the freight railroad at the outer end. Several other newer commuter/suburban services operate under similar agreements.
Also, Charlotte, NC "Lynx" light rail was once a tourist line with old cars and mostly as a "museum" line, but at one point they decided to go forward, double-tracked it, bought modern cars, and now it's an enviable rapid transit line, as many cities in the southeast wished they had something like that, even Atlanta. Ridership has exceeded all expectations, and there are plans for more lines now.
The old:
Charlotte, NC
The new:
Charlotte NC's LYNX Light Rail System
With Charlotte, we're talking of a single line from downtown to one suburban endpoint 9.6 miles away, but for NEPA it would be about a 19 mile line connecting two important cities from downtown to downtown.
Charlotte (2009) city population 716,874, entire county 935,304
Scranton (2009) city population 71,944, Wilkes-Barre 40,964
but the metro Scranton W-B area was 560,625 (in 2000)
Of course they would need to build a better station in Scranton outside of Steamtown, possibly do a bit of double-tracking for passing at least at some points. At least in Wilkes-Barre, if they decide the use the existing track, there is some vacant land near Market Street (near where the Coal St extension is supposed to go through one day). Overhead wires do not pose a conflict with existing freight traffic, as light as it it nowadays.

You're talking about two different things. While there has been discussion of reviving the Laurel Line, it would have no involvement with the vintage trolleys already in operation or the ECTM.

Last I heard they (Luz and Lacka) were looking into running a double track right down the median between the N and S bound lanes of 81. This is all highly speculative and years upon years prior to any chance of it even possibly happening, but it is being discussed.

Bus service would be coordinated to provide rapid transport to urban areas once you've reached your stop. I don't think they could ever get through the red tape of restoring a viable r-o-w similar to what the L&WV had in the early 1900s. I blame Carbondale's plight on the LL, as their stalling prevented the r-o-w from being extended that far. Who knows what the benfit of freight and high speed (for the time) passenger service to that area would have accomplished.