Port Jervis Line - Graham Line changeover

Discussion relating to the operations of MTA MetroNorth Railroad including west of Hudson operations and discussion of CtDOT sponsored rail operations such as Shore Line East and the Springfield to New Haven Hartford Line

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Re: Port Jervis Line - Graham Line changeover

Postby TDowling » Fri May 27, 2016 11:25 pm

Why didn't the mta continue using the erie depot in port jervis when they switched service to the graham line?
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Re: Port Jervis Line - Graham Line changeover

Postby Backshophoss » Sat May 28, 2016 1:07 am

Believe the station was closed before the changeover,in fact most of the Port Jervis yard was left to "rot" by Conrail
The station bldg was posted for sale,the roundhouse was abandoned,and a few yard tracks were barely useable.
This was about the date of a Fantrip that ran to Port Jervis via the original mainline,returned via the Graham line,
at the beginning of the MTA's control of the west of Hudson services with NJT.
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Re: Port Jervis Line - Graham Line changeover

Postby TDowling » Sun May 29, 2016 7:14 pm

What was the rationale for building the station further west? Vandalism perhaps?
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Re: Port Jervis Line - Graham Line changeover

Postby Marty Feldner » Sun May 29, 2016 8:10 pm

One word- parking.
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Re: Port Jervis Line - Graham Line changeover

Postby TDowling » Sun Feb 05, 2017 9:04 pm

Parking at the new Port station is not that much more accommodating.
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Re: Port Jervis Line - Graham Line changeover

Postby SecaucusJunction » Mon Feb 06, 2017 10:09 am

Now, instead, passengers have to wait for the conductor to get off the train and throw the switch before they can get off. I never understood why they don't just leave the switch in the turn position for the yard to avoid the delay for the passenger trains. It's not like there is any freight going through there anyway.
I think it may be possible that NJ Transit might not be the perfect, infallible organization that most people assume it is.
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Re: Port Jervis Line - Graham Line changeover

Postby Silverliner II » Mon Feb 06, 2017 12:35 pm

With the electrical circuit broken (assuming it is an electric lock switch), the open switch would knock the signals down to Stop and Proceeds from there to the previous interlocking in whichever direction the railroad is lined for. That would delay any following trains after they got talked by said interlocking, because the dispatcher would not be able to display a signal due to having a track occupancy indication on the board for that block. Any trains entering would have to go the distance at restricted speed.
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(announcement from CN hotbox/dragging equipment detector, Milepost 33, track #3, Oakville Subdivision)
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