Misplaced Pages

#1998

54-663: The line starts out at a junction with the River Subdivision (formerly the New York Central 's West Shore Railroad ) just south of Newburgh, then climbs onto a bridge, crossing the River Subdivision and River Street in Newburgh. At one point, there was also a yard at this location that has since been abandoned. It then abruptly turns west, passing through the town of New Windsor . At West Newburgh,

108-798: A large interchange rail yard with trains on the Erie Main, as well as the L&;HR . The only remnant of this yard is a short Norfolk Southern siding off the NYS&;W mainline, which was formerly a connection to the yard for the L&;HR. The line opened in 1850 as the New York and Newburgh Rail Road, linking the bustling river port city of Newburgh with the Erie Main Line in Greycourt. In 1869,

162-513: Is "RI", with the River Subdivision falling under the "NI" dispatchers desk since March 8, 2009. It had been part of the "NJ" dispatchers desk until this date. Mileposts and locations along the River Subdivision are denoted by the CSX milepost prefix: "QR". Note: CP stands for Control Point, which denotes an interlocking, or the location of a track signal or other marker with which dispatchers can specify when controlling trains. Prior to July 1, 2008,

216-610: Is a railroad line owned by CSX Transportation in the U.S. states of New Jersey and New York . The line runs from the North Bergen Yard in Hudson County, New Jersey north to Ravena, New York , along the alignment of the West Shore Railroad , a former New York Central Railroad line. The original line was opened in segments by a number of different companies from the 1860s to the opening of

270-546: Is a major north–south rail corridor located between North Bergen, New Jersey and Ravena, New York , carries strictly freight trains and runs mostly along the shoreline or paralleling closely the west bank of the Hudson River . The River Subdivision is part of the CSX Albany Division, which in turn is part of CSX's Northern Region of Operations. The CSX designated subdivision code for the River Subdivision

324-493: Is part of the CSX Albany Division, which in turn is part of CSX's Northern Region of Operations. The CSX designated subdivision code for the River Subdivision is "RI", with the River Subdivision falling under the "NI" dispatchers desk since March 8, 2009. It had been part of the "NJ" dispatchers desk until this date. Mileposts and locations along the River Subdivision are denoted by the CSX milepost prefix: "QR". Note: CP stands for Control Point, which denotes an interlocking, or

378-651: Is part of the North New Jersey Operational Area River Line . As such, the River Subdivision now connects directly to the River Line at MP QR 1.6 and the first "Controlled Point" on the River Subdivision is now CP-QR 3. Major points of interest along the River Subdivision route are listed below. MP is the abbreviation for M ile P ost. Mileposts progress numerically from south to north. These points are of major interest to railfans and rail photographers. At Selkirk, New York,

432-462: Is still an active siding here, which is the last remnant of the West Newburgh station and yard. The line had five crossings of Moodna Creek, all between Salisbury Mills and Blooming Grove stations, of which all five remain. They are all built in the same truss bridge style. Bridge #1 is located in the hamlet of Salisbury Mills, just past the former station site. Bridges #2, #4, and #5 are in

486-649: The Graham Line , eventually merging at Newburgh Junction . The abandoned ROW then crosses I-87 , before briefly running parallel with the Newburgh Shortcut. Soon, the line turns west and goes through the valley cut by Moodna Creek , where it passed over Jackson Avenue on a bridge, removed in 1985. The ROW continues roughly following Moodna Creek before crossing under the Moodna Viaduct , which now carries Metro-North 's Port Jervis Line , formerly

540-562: The West Shore Railroad , a former New York Central Railroad line. The original line was opened in segments by a number of different companies from the 1860s to the opening of the full line in 1883, by which time it was known as the New York, West Shore and Buffalo Railway . Through mergers, leases and takeovers, it became part of the New York Central Railroad ; later Penn Central and then Conrail , in 1976. When

594-543: The Erie took over, and passenger service continued under the Erie, with many trains continuing directly from Pavonia Terminal in Jersey City , where ferries were available to Manhattan. However, service soon declined, and by 1935, there were only four trains per day, albeit all continuing directly from Pavonia. However, by 1938, passenger service had ended along the branch, and only freight service remained. Freight service

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648-420: The Erie's ( Graham Line ), originally built as a high-speed freight bypass to the Erie Main. After passing through the hamlet of Salisbury Mills , it crosses Moodna Creek on the first of five truss bridges. It then crosses back to the other side of the creek, on a bridge that is now in the middle of a forest. The third bridge takes the line into Washingtonville . The last surviving station was located here, but it

702-752: The Kenwood Yard of the Canadian Pacific Railway. Also at CP-SK, an eastbound connector from the River Subdivision is available for trains to progress east onto the Castleton Subdivision and over the Hudson River (to points east, via the CSX Berkshire & Boston Subdivisions). The Castleton Sub was originally built as part of a bypass for through trains around Albany that opened in 1924. The configuration of

756-417: The Kenwood Yard of the Canadian Pacific Railway. Also at CP-SK, an eastbound connector from the River Subdivision is available for trains to progress east onto the Castleton Subdivision and over the Hudson River (to points east, via the CSX Berkshire & Boston Subdivisions). The Castleton Sub was originally built as part of a bypass for through trains around Albany that opened in 1924. The configuration of

810-541: The NYS&;W. A vast majority of the intermodal traffic originating in the various ports in New Jersey, and destined for Chicago, IL and points west from that rail hub, travel north via the River Subdivision to Selkirk, NY, where they turn west. The line is used for the transport of Bakken oil . The line uses rail cars that are considered inadequate and a safety hazard, calling for more regulations and oversight by

864-427: The NYS&W. A vast majority of the intermodal traffic originating in the various ports in New Jersey, and destined for Chicago, IL and points west from that rail hub, travel north via the River Subdivision to Selkirk, NY, where they turn west. The line is used for the transport of Bakken oil . The line uses rail cars that are considered inadequate and a safety hazard, calling for more regulations and oversight by

918-478: The North New Jersey Operational Area River Line . As such, the River Subdivision now connects directly to the River Line at MP QR 1.6 and the first "Controlled Point" on the River Subdivision is now CP-QR 3. Major points of interest along the River Subdivision route are listed below. MP is the abbreviation for M ile P ost. Mileposts progress numerically from south to north. These points are of major interest to railfans and rail photographers. At Selkirk, New York,

972-699: The River Subdivision ends at "CP-SK" (MP QR 132.6) where it curves west and merges into the Castleton Subdivision , and of which this location is the extreme eastern end of Selkirk Yard. Also at this point CP-SK, the Port Subdivision branches north towards Albany off the Castleton Subdivision (but is not directly accessible by the River Subdivision). The Port Subdivision ends 7 miles north of CP-SK in South Albany, NY at

1026-432: The River Subdivision ends at "CP-SK" (MP QR 132.6) where it curves west and merges into the Castleton Subdivision , and of which this location is the extreme eastern end of Selkirk Yard. Also at this point CP-SK, the Port Subdivision branches north towards Albany off the Castleton Subdivision (but is not directly accessible by the River Subdivision). The Port Subdivision ends 7 miles north of CP-SK in South Albany, NY at

1080-686: The West Shore Railroad was double-track main; that is, one track assigned to southbound trains and one assigned to northbound trains. With the advent of Centralized Traffic Control a/k/a "CTC", the River line was reduced to single-track main with passing sidings at strategic locations. Several recent proposals (ca. 2008) put forth plans to either install supersidings (multi-segment extended length sidings), permitting trains to pass one another at speed without stopping, or reverting to complete double-tracking from North Bergen to Selkirk. As of 2008,

1134-563: The West Shore Railroad was double-track main; that is, one track assigned to southbound trains and one assigned to northbound trains. With the advent of Centralized Traffic Control a/k/a "CTC", the River line was reduced to single-track main with passing sidings at strategic locations. Several recent proposals (ca. 2008) put forth plans to either install supersidings (multi-segment extended length sidings), permitting trains to pass one another at speed without stopping, or reverting to complete double-tracking from North Bergen to Selkirk. As of 2008,

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1188-412: The center portion of the tunnel roof or 'ceiling' directly over the track was raised to permit tall double stack intermodal / container trains to use that tunnel. The part of the ceiling where the roof meets the sidewall was not raised. If double tracking is reinstated, the existing track down the center would need to be realigned to one side of the tunnel (to its original double track alignment) to permit

1242-412: The center portion of the tunnel roof or 'ceiling' directly over the track was raised to permit tall double stack intermodal / container trains to use that tunnel. The part of the ceiling where the roof meets the sidewall was not raised. If double tracking is reinstated, the existing track down the center would need to be realigned to one side of the tunnel (to its original double track alignment) to permit

1296-458: The day; Sundays may only have 8-14 trains. One can expect to see 2-5 oil trains and 1-2 ethanol trains per day.(2015) Local trains delivering freight to businesses and industries located along the River Subdivision operate out of yards located at North Bergen, NJ; Kingston, NY and Selkirk, NY. Train symbols (prefixes) operating on this line are: On rare occasions, a Z prefix (foreign road train) may appear on this route: usually detour trains from

1350-458: The day; Sundays may only have 8-14 trains. One can expect to see 2-5 oil trains and 1-2 ethanol trains per day.(2015) Local trains delivering freight to businesses and industries located along the River Subdivision operate out of yards located at North Bergen, NJ; Kingston, NY and Selkirk, NY. Train symbols (prefixes) operating on this line are: On rare occasions, a Z prefix (foreign road train) may appear on this route: usually detour trains from

1404-472: The entire Bergen Subdivision); was incorporated into the River Subdivision, and the Bergen Subdivision was abolished. Also taking place at this same time, was the River Subdivision being extended south to QR 1.6, adding 5/10th of a mile to the route. The section of track south of QR 1.6 at the south end of North Bergen Yard is now owned by Conrail Shared Assets Operation (CSAO) and is part of

1458-404: The entire line, this could be accomplished with minimal difficulty, as the River Subdivision was originally double-track operation (when constructed by the New York, West Shore & Buffalo / New York Central Railroad). As the width of the right of way is already graded for double track, with bridges and trestles already in place that had been constructed as double track, only the re-installation of

1512-404: The entire line, this could be accomplished with minimal difficulty, as the River Subdivision was originally double-track operation (when constructed by the New York, West Shore & Buffalo / New York Central Railroad). As the width of the right of way is already graded for double track, with bridges and trestles already in place that had been constructed as double track, only the re-installation of

1566-473: The full line in 1883, by which time it was known as the New York, West Shore and Buffalo Railway . Through mergers, leases and takeovers, it became part of the New York Central Railroad ; later Penn Central and then Conrail , in 1976. When the majority of Conrail was broken up in 1999, its River Line was assigned to CSX Transportation . The River Subdivision (also known as the River Sub or River SD)

1620-496: The heart of New Jersey Transit Bus Operations Midtown "commutershed", with four bus routes (165,167, 168 & 177) running well beyond capacity. The right-of-way has space for four tracks from Croxton Yard northwards to Dumont. Issues in starting commuter rail service are: With these considerable construction issues, as well as no available space in New York Penn Station for West Shore Line trains, this proposal

1674-423: The heart of New Jersey Transit Bus Operations Midtown "commutershed", with four bus routes (165,167, 168 & 177) running well beyond capacity. The right-of-way has space for four tracks from Croxton Yard northwards to Dumont. Issues in starting commuter rail service are: With these considerable construction issues, as well as no available space in New York Penn Station for West Shore Line trains, this proposal

Newburgh Branch - Misplaced Pages Continue

1728-451: The line again turns southwest past the site where there was once an engine house, turntable, and six-track yard. There was also a station at West Newburgh. The branch's ROW leaves the existing tracks at Vails Gate Junction, just south of Route 300 , and these tracks presently end just past a grade crossing at Route 94 , south of Vails Gate Junction. The route the tracks take is the route of the Newburgh Shortcut line, which branched off towards

1782-608: The location of a track signal or other marker with which dispatchers can specify when controlling trains. Prior to July 1, 2008, the section of track from QR 2.1 north to CP-QR 7, a point located in Bogota, New Jersey , was originally part of the CSX Bergen Subdivision / Baltimore Division prior to 2008, while the River Subdivision began at CP-QR 7 and continued north to Selkirk. On July 1, 2008 (the effective date of CSX Albany Division Employees Timetable "ETT" #5),

1836-548: The main purpose of West Newburgh station was to serve West Newburgh Yard. The line from Newburgh to Vails Gate survives today as the CSX Vails Gate Spur, a short industrial track branching off the much longer River Subdivision . West Newburgh station had an engine house, turntable, and six-track yard, all of which lasted until at least 1957. As of August 2018, there were derelict tracks crossing Route 32 here, however these were removed in 2019. However, there

1890-423: The majority of Conrail was broken up in 1999, its River Line was assigned to CSX Transportation . The River Subdivision (also known as the River Sub or River SD) is a major north–south rail corridor located between North Bergen, New Jersey and Ravena, New York , carries strictly freight trains and runs mostly along the shoreline or paralleling closely the west bank of the Hudson River . The River Subdivision

1944-1256: The original signalled siding (ssdg) between CP-QR 76 (Highland) and CP-QR 78 (West Park) which was 12,500 feet in length, was extended to 24,000 feet with the extension of the original siding to another siding from CP-QR 78 (West Park) to CP-QR 80 (Esopus), with crossovers at CP-QR 78. This extension, known as "West Park Siding", makes the entire length from CP-QR 76 to CP-QR 80 a supersiding. As learned from Ulster County Integrated Advance Train Detection and Arrival Prediction Implementation Plan , page 9 of this document shows one new siding and one supersiding are now proposed to further alleviate rail traffic congestion: 2015 Update: Supersidings have now been completed between CP QR 125 in Ravena and CP QR 118 Coxsackie; CP QR 45.5 in Highland Falls and CP QR 43 in Fort Montgomery; and CP QR 38 in Stony Point and CP QR 33 in Haverstraw. Should CSX decide to double-track

1998-898: The original signalled siding (ssdg) between CP-QR 76 (Highland) and CP-QR 78 (West Park) which was 12,500 feet in length, was extended to 24,000 feet with the extension of the original siding to another siding from CP-QR 78 (West Park) to CP-QR 80 (Esopus), with crossovers at CP-QR 78. This extension, known as "West Park Siding", makes the entire length from CP-QR 76 to CP-QR 80 a supersiding. As learned from Ulster County Integrated Advance Train Detection and Arrival Prediction Implementation Plan , page 9 of this document shows one new siding and one supersiding are now proposed to further alleviate rail traffic congestion: 2015 Update: Supersidings have now been completed between CP QR 125 in Ravena and CP QR 118 Coxsackie; CP QR 45.5 in Highland Falls and CP QR 43 in Fort Montgomery; and CP QR 38 in Stony Point and CP QR 33 in Haverstraw. Should CSX decide to double-track

2052-618: The other track to be re-installed. This would now require either the entire width of the tunnel roof to be raised, or the full width of the roadbed lowered to permit double stack intermodal / container trains to use these tunnels. While the Northern Branch Corridor Project has proceeded to the EIS Stage, the West Shore Route is still proposed. The route holds great promise since it travels through

2106-407: The other track to be re-installed. This would now require either the entire width of the tunnel roof to be raised, or the full width of the roadbed lowered to permit double stack intermodal / container trains to use these tunnels. While the Northern Branch Corridor Project has proceeded to the EIS Stage, the West Shore Route is still proposed. The route holds great promise since it travels through

2160-463: The second main tracks, turnouts and signals need to be installed. One area of engineering slightly hinders this double tracking, yet it is not insurmountable as it has been done on other railroads and routes. Upon the installation of CTC, one of the two main line tracks was removed, and the remaining main line track was realigned down the center of some of the tunnels (e.g.: Kingston Tunnel). When use of double-stack container trains became prevalent, only

2214-463: The second main tracks, turnouts and signals need to be installed. One area of engineering slightly hinders this double tracking, yet it is not insurmountable as it has been done on other railroads and routes. Upon the installation of CTC, one of the two main line tracks was removed, and the remaining main line track was realigned down the center of some of the tunnels (e.g.: Kingston Tunnel). When use of double-stack container trains became prevalent, only

Newburgh Branch - Misplaced Pages Continue

2268-400: The section of track from QR 2.1 north to CP-QR 7, a point located in Bogota, New Jersey , was originally part of the CSX Bergen Subdivision / Baltimore Division prior to 2008, while the River Subdivision began at CP-QR 7 and continued north to Selkirk. On July 1, 2008 (the effective date of CSX Albany Division Employees Timetable "ETT" #5), the segment from QR 2.1 to CP-QR 7 (which comprised

2322-445: The segment from QR 2.1 to CP-QR 7 (which comprised the entire Bergen Subdivision); was incorporated into the River Subdivision, and the Bergen Subdivision was abolished. Also taking place at this same time, was the River Subdivision being extended south to QR 1.6, adding 5/10th of a mile to the route. The section of track south of QR 1.6 at the south end of North Bergen Yard is now owned by Conrail Shared Assets Operation (CSAO) and

2376-565: The towns which The River Line passes through. In February 2016, competitive federal funding for rail improvements was not awarded to the line. Bridges used for traffic near the Port of Albany have not been satisfactorily inspected. Plans have been proposed to add sidings and supersidings along portions of the River Subdivision, as rail traffic along this route has increased due to escalating fuel prices and deteriorating and/or congested arterial highways. The original River line as constructed by

2430-515: The towns which The River Line passes through. In February 2016, competitive federal funding for rail improvements was not awarded to the line. Bridges used for traffic near the Port of Albany have not been satisfactorily inspected. Plans have been proposed to add sidings and supersidings along portions of the River Subdivision, as rail traffic along this route has increased due to escalating fuel prices and deteriorating and/or congested arterial highways. The original River line as constructed by

2484-654: The track work at CP-SK between the River Subdivision, Castleton Subdivision including the "east wye track", form a triangle: a " wye " in railroad parlance; on which locomotives can be turned if need be. Radio transmissions between trains and dispatcher operating upon the CSX River Subdivision is assigned to the CSX 'NI' Dispatcher Desk, and can be heard on the following frequencies: Also, if in close proximity to them, "Hot Box", High Wide "HIWI" or Defect Detectors can be heard relaying train info (speed, axle count, defects if any (hot boxes or dragging equipment) to

2538-581: The track work at CP-SK between the River Subdivision, Castleton Subdivision including the "east wye track", form a triangle: a " wye " in railroad parlance; on which locomotives can be turned if need be. Radio transmissions between trains and dispatcher operating upon the CSX River Subdivision is assigned to the CSX 'NI' Dispatcher Desk, and can be heard on the following frequencies: Also, if in close proximity to them, "Hot Box", High Wide "HIWI" or Defect Detectors can be heard relaying train info (speed, axle count, defects if any (hot boxes or dragging equipment) to

2592-467: The train on the aforementioned road channel. Location - Milepost (FCC registration ID) (from south to north) - New Jersey - - New York - Traffic on the River Subdivision consists mostly of long-distance trains composed of intermodal, TOFC (Trailer On Flat Car), unit and mixed commodity trains. Traffic density varies, but on weekdays one can expect to see 15 to 20 trains during daylight hours. Saturdays can provide 18-24 trains during

2646-467: The train on the aforementioned road channel. Location - Milepost (FCC registration ID) (from south to north) - New Jersey - - New York - Traffic on the River Subdivision consists mostly of long-distance trains composed of intermodal, TOFC (Trailer On Flat Car), unit and mixed commodity trains. Traffic density varies, but on weekdays one can expect to see 15 to 20 trains during daylight hours. Saturdays can provide 18-24 trains during

2700-481: The woods between Salisbury Mills and Blooming Grove, whereas Bridge #3 has been converted into a pedestrian bridge In 1908, a train running down the branch derailed at the Greycourt Water Tower, just before the yard. L&HR engines #24 and #69 were involved, both were repaired and put back into service, but were later scrapped. River Subdivision (CSX Transportation) The River Subdivision

2754-535: Was completely destroyed by fire in the 1990s. Then, it crosses the creek twice more before turning south and running through open fields. After crossing over Route 94 again, this time on an overpass, it skirts the rather large swamp that is situated north of Greycourt, then ends at a wye in the Main Line, which can still somewhat be seen today on the Orange Heritage Trail . This was the former site of

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2808-502: Was merged into Erie Lackawanna in 1960, along with the rest of the Erie Railroad. Eventually, the line started using leased Central Railroad of New Jersey locomotives, and by the early 1970s, a single EMD GP7 was the main motive power for the local freight down the branch, usually having less than 20 cars. By March 1974, the line only had two weekly freight trains, and even with the takeover of Conrail in 1976, freight service

2862-435: Was on the decline, and ended on December 28, 1977. The tracks were taken out in 1983–1984, but all the bridges over Moodna Creek remain. There were eight stations along the route, plus two shared with other railroads at the endpoints. According to a 1935 timetable, two years before passenger service ended, there were a total of four passenger trains a day. New Windsor and West Newburgh stations were flag stops, partially because

2916-414: Was put on hold until capacity into New York is increased (with the completion of the proposed Gateway Tunnel). River Subdivision (CSX Transportation) The River Subdivision is a railroad line owned by CSX Transportation in the U.S. states of New Jersey and New York . The line runs from the North Bergen Yard in Hudson County, New Jersey north to Ravena, New York , along the alignment of

#1998