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The Metro-North Railroad's Port Jervis Line is a predominantly single-track commuter rail line running between Suffern and Port Jervis, in the U.S. state of New York. At Suffern, the line continues south into New Jersey as New Jersey Transit's Main Line. New Jersey Transit provides service on the sections of the lines in New York State via a working agreement with Metro-North. This includes trains along the Port Jervis extension of the line with 13 New York-bound and 14 Port Jervis-bound trains on weekdays, and nine trains in each direction on weekends. Norfolk Southern Railway (NS) shares use of this track for local freight operations between Suffern and Port Jervis. The New York, Susquehanna and Western Railway operates over the line between Hudson Junction (east of Campbell Hall) and Port Jervis, and onward to Binghamton over the former Erie's Delaware Division. The tracks have been owned by NS since the 1999 split of Conrail, but were built by the New York and Erie Rail Road and incorporated into Conrail on its formation on April 1, 1976. Metro-North leased the entire line from NS in 2003, with the possibility of outright purchase after 2006. MNR immediately began a substantial track and signal improvement program, in order to provide more reliable and comfortable service. The Port Jervis line runs through some of the most remote and rural country found on the Metro-North system, and includes both its longest bridge and longest tunnel. ==History== The portions of the line from Suffern to Harriman and from Otisville to Port Jervis were built as the main line of the New York and Erie Rail Road, opening to Port Jervis in 1848. The route south of Suffern is slightly younger (connected for through service in 1853); the original main line ran east from Suffern to Piermont. The portion from Harriman to Otisville was built in 1904–1908 as a low-level freight bypass named the Graham Line. This portion of the line bypasses the original Erie main line through Monroe, Chester, Goshen and Middletown. The line, along with the Main Line through Paterson, served as a segment of the Erie Railroad's long-distance flagship trains to points west such as Binghamton, Buffalo, New York State's Southern Tier and Chicago, on daily routes such as the day route, ''The Erie Limited''. Additional train through to Chicago was the ''Pacific Limited,'' and its east-bound counterpart, the ''Atlantic Limited.'' The ''Lake Cities'' and the ''Pacific Limited'' were night-time departures.〔Erie timetable http://2.bp.blogspot.com/-hbGD2mfyMkc/T7kjQd-KydI/AAAAAAAAA60/yehO5grmGoA/s1600/PassSchedNY_PortJervis.png〕〔Erie Lackawanna Long Distance Passenger Operations http://trainmanjim.tripod.com/id9.html〕''Erie Limited'' service ended by 1963. Other routes west were eliminated throughout the course of the 1960s. The last train west of Port Jervis, #21/#22, a daily train to Binghamton, had its final run on November 27, 1966.〔"The Decline and Fall of E-L Passenger Service" http://rails.jimgworld.com/psngrs.html〕 On November 14, 1973, the MTA agreed to subsidize existing Erie Lackawanna Railway service to Port Jervis, which became part of Conrail on April 1, 1976.〔(PRR CHRONOLOGY 1973; June 2005 Edition )〕 In 1983 the Metro-North Railroad was formed to take over the commuter operations of Conrail in the state of New York.〔(About Metro-North Railroad (MTA) )〕 This included service west of the Hudson River, where rail lines do not connect directly with New York City. These lines pass through New Jersey, stopping at Secaucus Junction, where New Jersey Transit trains provide service to New York Penn Station multiple times per hour, and terminating at Hoboken Terminal. The MTA initially equipped the lines with second-hand equipment. In 1984 the Main Line between Harriman and Middletown was abandoned, and service was moved to the longer (by 6 miles) Graham Line, the Erie's freight cutoff. Officially, the first day of regular service on the Graham Line was April 18, 1983. New stations were built, but at low cost and without facilities. At the time this was a very unpopular move with commuters, who were used to having their trains stop right in the center of their towns. Alternatively, there was pressure put on the MTA by the towns to have the service moved out of the populated areas due to "traffic concerns." The Graham Line passed though no populated areas, and driving to the new stations added significant time to their commutes. However, others wanted trains out of the center of the towns, and so the switch was made. The old main line was no longer used for freight, so following the move to the Graham line, it was abandoned. The line from Harriman to Middletown is now the Orange County Heritage Trail. In the mid-1990s, as Orange County started to become a popular place for commuters, political pressure caused the MTA to start improving service, building a new station in Middletown-Town of Wallkill, expanding parking at Harriman, and other improvements. In the 2000s growth in Orange County accelerated, so that the MTA added more service, and started to expand parking lots, which made paid lots in line with the rest of the Metro-North system. One oddity that results from the unusual arrangement between the MTA and NJ Transit, is that although the MTA subsidizes the service and maintains all of the facilities (except for the Suffern station), the actual operation of the line is almost totally under the control of NJ Transit- the trains are operated by NJT personnel, the trains are dispatched from Hoboken, and the fare system is also under NJT control but with a mixture of NJT and Metro-North rules. Thus, the ticket vending machines on station platforms are NJT machines, not Metro-North's. This also means New York passengers on the Port Jervis Line only pay the maximum in-state fare NJT charges for its non-NYC in-state destinations. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Port Jervis Line」の詳細全文を読む スポンサード リンク
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