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At this point you could say that the economy is killing it, but its probably a poorly managed chain. Scrantons biz taxes and lack of customers wanting to go to a place with so so food doomed it.
I was at the new POSH today, hopefully they will lower their prices before the 1 year anniversary or they will follow the LONG LIST of failed restaurants in Scranton. Food was OK, but pricey for a cheeseburger and "Posh fries" that were plain frozen generic variety fries....Its the typical lipstick on a pig n call it fancy Scranton establishment.. I'll be generous and give it 18 to 24 months instead of the typical 12.
The Collande is an event venue and successful, but this is a restaurant and will suffer like the others before them.
Fancy in Scranton is your warm genny beer in a dirty glass...
This sub-forum has attracted Scranton city residents who mostly happen to be bitter. ElectricCityMan is the only "rah-rah" cheerleader type the city has left on here. It was always rare when I lived near Scranton to find any Scrantonians who were UPBEAT about their city, which is one of the many reasons I left. Who wants to live in a city where nearly everyone around you hates the place?
I'm not bitter, i just don't see anything great about Scranton, it's not an attractive city to me. I don't care for it.
The NJT proposed to reopen train service in two phases:
Phase I, also known as the Minimal Operating Segment: Extend rail service to Andover, NJ. (7.3 miles, 11.8 km). Build a new station in Andover, at Roseville Road, with 125 parking spaces. This site was chosen because it is the area's only land parcel of sufficient size that is next to the Cut-Off and near a major highway; the site is about 1.1 miles (1.8 km) from US Route 206 and about 0.9 miles (1.5 km) from Sussex County Route 517. Initially operate this section as a single-track railroad with a 70 mph (113 km/hr) speed limit, using dual-mode locomotives. Run 12 daily trains in Midtown Direct between Andover and New York, six eastbound and six westbound.
Estimated cost: $35 million. Status as of 2011: under construction.
Phase II: Extend rail service along the remainder of the Cut-Off (21 miles, 34 km) and into Pennsylvania to Scranton (60 miles, 97 km), a total of 88 miles (142 km). Rebuild the remainder of the Cut-Off as a single-track railroad, but with an 80 mph (129 km/hr) speed limit, reflecting the more favorable curvature of the line west of Andover. Install passing sidings west of Andover station and in Blairstown, New Jersey. Lay the track so as to permit the addition of a contiguous second track. It is anticipated that the entire Cut-Off will receive a track-bed consisting of continuously-welded rail with concrete railroad ties. Reopen the station at Blairstown (230 parking spaces). Build a maintenance-of-way facility at Greendell, a former station site. Estimated cost: $516 million to rebuild the 21 miles (34 km) of the Cut-Off (track, station sites, signals, and bridgework); to upgrade the 60 miles (97 km) between the Delaware Water Gap (at Slateford Junction) and Scranton (station sites and signals); and to acquire additional trainsets (locomotives and passenger cars) for this service. Substantial restoration work on the Delaware River Viaduct will be required, including removal and rebuilding of the entire bridge deck. The Paulins Kill Viaduct also needs work, although it is thought that this work will be primarily cosmetic in nature. Roseville Tunnel will also require rehabilitation to fix long-standing drainage problems near the west end of the tunnel.
Stations in Pennsylvania would include Delaware Water Gap (a new station near the Delaware Water Gap Visitors' Center in Smithfield Township, with 900 parking spaces in a five-story parking garage); East Stroudsburg (a new station site, slightly south of the old station site, with 228 parking spaces); Analomink (a new station, near the old station site, with 250 parking spaces); Pocono Mountain (a new station, near the old Mount Pocono station, with 1,000 parking spaces); Tobyhanna (an existing station, with 102 parking spaces); and Scranton (a new station, west of the existing station, with 30 parking spaces). All stations on the line would have high-level platforms and would comply with Americans with Disabilities Act (ADA) standards.
Passenger service to Scranton would consist of 18 trains a day (nine eastbound and nine westbound) between and Hoboken or New York City). By 2030, it is estimated that the service would carry 6,000 passengers a day from northeastern Pennsylvania and northwestern New Jersey to jobs in New Jersey and New York City.
Future commuters traveling to Hoboken using this service would board a Port Authority Trans-Hudson (PATH) train to travel into lower Manhattan or would switch to a Hudson-Bergen Light Rail train to points along the New Jersey side of the Hudson River. A two-hour travel time from northeastern Pennsylvania to New York City has been estimated, about the same as rides from New York's northern suburbs of Poughkeepsie, Brewster, and New Haven, Connecticut. NJ Transit will operate the service to Scranton, which is projected will cost about $26 million a year.
The NJT proposed to reopen train service in two phases:
Phase I, also known as the Minimal Operating Segment: Extend rail service to Andover, NJ. (7.3 miles, 11.8 km). Build a new station in Andover, at Roseville Road, with 125 parking spaces. This site was chosen because it is the area's only land parcel of sufficient size that is next to the Cut-Off and near a major highway; the site is about 1.1 miles (1.8 km) from US Route 206 and about 0.9 miles (1.5 km) from Sussex County Route 517. Initially operate this section as a single-track railroad with a 70 mph (113 km/hr) speed limit, using dual-mode locomotives. Run 12 daily trains in Midtown Direct between Andover and New York, six eastbound and six westbound.
Estimated cost: $35 million. Status as of 2011: under construction.
Phase II: Extend rail service along the remainder of the Cut-Off (21 miles, 34 km) and into Pennsylvania to Scranton (60 miles, 97 km), a total of 88 miles (142 km). Rebuild the remainder of the Cut-Off as a single-track railroad, but with an 80 mph (129 km/hr) speed limit, reflecting the more favorable curvature of the line west of Andover. Install passing sidings west of Andover station and in Blairstown, New Jersey. Lay the track so as to permit the addition of a contiguous second track. It is anticipated that the entire Cut-Off will receive a track-bed consisting of continuously-welded rail with concrete railroad ties. Reopen the station at Blairstown (230 parking spaces). Build a maintenance-of-way facility at Greendell, a former station site. Estimated cost: $516 million to rebuild the 21 miles (34 km) of the Cut-Off (track, station sites, signals, and bridgework); to upgrade the 60 miles (97 km) between the Delaware Water Gap (at Slateford Junction) and Scranton (station sites and signals); and to acquire additional trainsets (locomotives and passenger cars) for this service. Substantial restoration work on the Delaware River Viaduct will be required, including removal and rebuilding of the entire bridge deck. The Paulins Kill Viaduct also needs work, although it is thought that this work will be primarily cosmetic in nature. Roseville Tunnel will also require rehabilitation to fix long-standing drainage problems near the west end of the tunnel.
Stations in Pennsylvania would include Delaware Water Gap (a new station near the Delaware Water Gap Visitors' Center in Smithfield Township, with 900 parking spaces in a five-story parking garage); East Stroudsburg (a new station site, slightly south of the old station site, with 228 parking spaces); Analomink (a new station, near the old station site, with 250 parking spaces); Pocono Mountain (a new station, near the old Mount Pocono station, with 1,000 parking spaces); Tobyhanna (an existing station, with 102 parking spaces); and Scranton (a new station, west of the existing station, with 30 parking spaces). All stations on the line would have high-level platforms and would comply with Americans with Disabilities Act (ADA) standards.
Passenger service to Scranton would consist of 18 trains a day (nine eastbound and nine westbound) between and Hoboken or New York City). By 2030, it is estimated that the service would carry 6,000 passengers a day from northeastern Pennsylvania and northwestern New Jersey to jobs in New Jersey and New York City.
Future commuters traveling to Hoboken using this service would board a Port Authority Trans-Hudson (PATH) train to travel into lower Manhattan or would switch to a Hudson-Bergen Light Rail train to points along the New Jersey side of the Hudson River. A two-hour travel time from northeastern Pennsylvania to New York City has been estimated, about the same as rides from New York's northern suburbs of Poughkeepsie, Brewster, and New Haven, Connecticut. NJ Transit will operate the service to Scranton, which is projected will cost about $26 million a year.
Sorry dude but this train would bring nothing to Scranton except a massive bill that the taxpayers would get stuck with. If you cut out all the nostalgia, and pipe dreams etc....wouldn't this train do exactly what the Martz buses already do except on railroad tracks? Until they invent a machine that can physically lift the city and transport it about 70 miles closer to NYC, Scranton has nothing "positive" to gain from a passenger train to NYC. If all these pipe dreams of wealthy buisnessmen, yuppies, high tech buisnesses etc didn't come via the bus what makes you think they will come via train? Scranton and W-B are TOO FAR AWAY to be a worth while commute to and from NYC and our small, rotting, rustbelt cities offer nothing attractive to make these types of people want to move here. The beautiful, scenic Poconos do...we don't. The only transplants that will be attracted to this train would be the "welfare class" that have exhausted their free-bee's in New York and need cheap, affordable options to keep sucking off the working class taxpayers. It's just common sense. Who would want to commute that far to live in Scranton, Pa? of all places.
Sorry dude but this train would bring nothing to Scranton except a massive bill that the taxpayers would get stuck with. If you cut out all the nostalgia, and pipe dreams etc....wouldn't this train do exactly what the Martz buses already do except on railroad tracks? Until they invent a machine that can physically lift the city and transport it about 70 miles closer to NYC, Scranton has nothing "positive" to gain from a passenger train to NYC. If all these pipe dreams of wealthy buisnessmen, yuppies, high tech buisnesses etc didn't come via the bus what makes you think they will come via train? Scranton and W-B are TOO FAR AWAY to be a worth while commute to and from NYC and our small, rotting, rustbelt cities offer nothing attractive to make these types of people want to move here. The beautiful, scenic Poconos do...we don't. The only transplants that will be attracted to this train would be the "welfare class" that have exhausted their free-bee's in New York and need cheap, affordable options to keep sucking off the working class taxpayers. It's just common sense. Who would want to commute that far to live in Scranton, Pa? of all places.
I know i wouldn't, when we moved to Gouldsboro, i wasn't even thinking Scranton. Scranton is not a city i would look into moving to if i was 20-30 something.
Sorry dude but this train would bring nothing to Scranton except a massive bill that the taxpayers would get stuck with. If you cut out all the nostalgia, and pipe dreams etc....wouldn't this train do exactly what the Martz buses already do except on railroad tracks? Until they invent a machine that can physically lift the city and transport it about 70 miles closer to NYC, Scranton has nothing "positive" to gain from a passenger train to NYC. If all these pipe dreams of wealthy businessmen, yuppies, high tech businesses etc didn't come via the bus what makes you think they will come via train? Scranton and W-B are TOO FAR AWAY to be a worth while commute to and from NYC and our small, rotting, rustbelt cities offer nothing attractive to make these types of people want to move here. The beautiful, scenic Poconos do...we don't. The only transplants that will be attracted to this train would be the "welfare class" that have exhausted their free-bee's in New York and need cheap, affordable options to keep sucking off the working class taxpayers. It's just common sense. Who would want to commute that far to live in Scranton, Pa? of all places.
Sorry dude but this train would bring nothing to Scranton except a massive bill that the taxpayers would get stuck with. If you cut out all the nostalgia, and pipe dreams etc....wouldn't this train do exactly what the Martz buses already do except on railroad tracks? Until they invent a machine that can physically lift the city and transport it about 70 miles closer to NYC, Scranton has nothing "positive" to gain from a passenger train to NYC. If all these pipe dreams of wealthy buisnessmen, yuppies, high tech buisnesses etc didn't come via the bus what makes you think they will come via train? Scranton and W-B are TOO FAR AWAY to be a worth while commute to and from NYC and our small, rotting, rustbelt cities offer nothing attractive to make these types of people want to move here. The beautiful, scenic Poconos do...we don't. The only transplants that will be attracted to this train would be the "welfare class" that have exhausted their free-bee's in New York and need cheap, affordable options to keep sucking off the working class taxpayers. It's just common sense. Who would want to commute that far to live in Scranton, Pa? of all places.
Well most of cost would put on NJ not PA in both Construction and operating costs....the commute by train would be slightly faster and we have the capacity for more Rail unlike Buses. Scranton is not that far away , you keep saying that but the Pull of Urban Jersey / NYC extends outwards of at least 200 miles. Developers would flock to Scranton and Stroudsburg and redevelop the 1-2 mi radius around the stations... There are already an estimated 30,000 who super commute to NYC each day mostly by bus from Upstate NY , PA and Eastern CT. The subsides required by PA are small , at compared to the amount that goes towards your roads.
Why is NJ pushing for this? We all know that most rail lines don't make money and have to be subsidized. This one will be no exception. Why would NJ spend all that money to build and more money to operate a service that supposedly benefits PA residents? Is this going to be some kind of Sister Adrian Express?
Why is NJ pushing for this? We all know that most rail lines don't make money and have to be subsidized. This one will be no exception. Why would NJ spend all that money to build and more money to operate a service that supposedly benefits PA residents? Is this going to be some kind of Sister Adrian Express?
Freight is now pushing it , to cut down on the amount of time it takes to ship things from Port Newark to Upstate NY and Canada. There also chipping in some of the cost. Rail subsides are less then Road subsides.....so that issue is moot. Most of the cost is restoring the viaducts in NJ....The PA side would cost 100-150 Million....and would be used by 6-8,000 daily users which is a decent amount. Business owners are also pushing it , seeing how they can import more NYC / NJ visitors during the winter months to Ski and during the summer to Gateway.... Seeing how the Jersey side will eat up most of the cost , this project will go on hold for a decade while others around the state get built like the MOM network which will be used by at least 150,000 daily and the Philpsburg network which would get 40,000 daily users...
Freight is now pushing it , to cut down on the amount of time it takes to ship things from Port Newark to Upstate NY and Canada. There also chipping in some of the cost. Rail subsides are less then Road subsides.....so that issue is moot. Most of the cost is restoring the viaducts in NJ....The PA side would cost 100-150 Million....and would be used by 6-8,000 daily users which is a decent amount. Business owners are also pushing it , seeing how they can import more NYC / NJ visitors during the winter months to Ski and during the summer to Gateway.... Seeing how the Jersey side will eat up most of the cost , this project will go on hold for a decade while others around the state get built like the MOM network which will be used by at least 150,000 daily and the Philpsburg network which would get 40,000 daily users...
Oh thats just plain silly.
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