A Lehigh Valley Passenger Rail Feasibility Analysis released this week shows the five most-likely corridors for the reintroduction of passenger train service connecting the Lehigh Valley to New York City, Philadelphia and Reading. The study, commissioned by the Pennsylvania Department of Transportation and conducted by WSP consultants, proposes connections to NJ Transit, SEPTA, and future planned Amtrak expansions. All five routes would utilize existing Norfolk Southern railway lines.

Proposed Routes

Allentown to New York City via Hackettstown, New Jersey: The 2-hour, 30-minute route would primarily utilize Norfolk Southern tracks with passenger upgrades, according to the study. It minimizes reliance on Norfolk Southern by using the Dover and Delaware River Railroad for connection to NJ Transit’s Morris & Essex Line in Hackettstown. However, concerns remain regarding potential impact on freight operations and the necessity of transferring to NJ Transit and Amtrak lines for the final leg to New York City.

“As part of the Class I freight railroad’s consideration of passenger rail services along its right-of-way, Class I freight railroads typically undertake evaluations to determine the impact of the proposed passenger rail services on system capacity, network infrastructure, dispatching, liability and indemnification, compensation, and consistency with business plans, among other topics,” the study states.

The estimated capital cost for the route sits at $474.9 million, with annual operating costs ranging from $23.6 million to $28.8 million.

Allentown to New York City via High Bridge, New Jersey: This most direct route to New York City (estimated travel time: 2 hours, 20 minutes) also relies on Norfolk Southern tracks before connecting with NJ Transit’s Raritan Valley Line in High Bridge. Similar to the Hackettstown route, it raises concerns about dependence on NJ Transit and Amtrak for access to Manhattan, and potential conflicts with freight operations.

“The project team can’t state with any assurance that NJ TRANSIT or the state of New Jersey would participate in funding the service, if a decision were to be made to move forward with an option that operates in NJ TRANSIT territory,” the study states.

The estimated capital cost for this route is $469.9 million, with annual operating costs ranging from $16.5 million to $20.1 million.

Allentown to Philadelphia via Lansdale: The 1 hour, 46-minute route offers the most direct connection to Philadelphia. It would utilize Norfolk Southern tracks to Bethlehem, then switch to Lehigh Valley Rail Management tracks before potentially utilizing converted rail trails (Saucon Rail Trail, Upper Bucks Rail Trail) for sections leading to SEPTA’s Lansdale Doylestown Line. While offering the most direct path, the study states, this route faces the significant challenge of nearly 12 miles requiring reconstruction from former rail trails.

“Making shared use of these segments for recreational purposes will require careful negotiation and planning with the agencies operating these facilities,” the study states.

Additionally, optimal routing through Bethlehem remains unclear.

“The potential route segments across the Lehigh River, through Bethlehem, and into Allentown need further study to determine the most advantageous alignments,” the study states.

The study also notes the possibility of fuel restrictions for proposed dual-mode locomotives within Philadelphia’s Center City tunnel. The estimated capital cost for this route is $635.8 million, with annual operating costs ranging from $5.1 million to $10.2 million.

Allentown to Philadelphia via Norristown: This route mirrors the Lansdale proposal until the connection point, utilizing CSX/Norfolk Southern tracks to link with SEPTA’s Norristown Line. It faces similar challenges regarding fuel restrictions, freight rail interaction, and limitations posed by converted rail trails, the report states. The report also outlines a potential diesel-only route directly to Philadelphia’s 30th Street Station. The estimated capital cost for this route is $739 million, with annual operating costs ranging from $5.5 million to $10.8 million.

Allentown to Reading: This shortest and most affordable option (estimated travel time: 46 minutes) would utilize Norfolk Southern tracks to connect with the planned Schuylkill River Passenger Rail Authority service between Reading and Philadelphia. “This route would utilize existing freight rail infrastructure, potentially requiring the construction of passing sidings and other track improvements to accommodate passenger service,” the study states.

The study notes that the Allentown to Reading route would have six trains per day but is “anticipated to have lower ridership compared to other routes.”

The estimated capital cost for this route is $450.3 million, with annual operating costs ranging from $2.2 million to $4.3 million.

Next steps

While the study provides a road map for potential reintroduction of passenger rail, significant hurdles remain.

“The analysis conducted as part of the Lehigh Valley Passenger Rail Feasibility Analysis will be essential to informing potential project sponsors of the opportunities and challenges associated with this effort,” the study states. “Once a project sponsor is identified, subsequent steps include conducting a feasibility study, developing an alternatives analysis, and assessing the operational feasibility of partner railroads. This analysis is occurring early in the process, and the operation of passenger rail service in the Lehigh Valley is dependent on a complex series of next steps.”