Metro-North Update
Just a few minutes ago, the MTA sent out an update on Metro-North service. Here are the details from the release I received:
On Monday morning, February 11, regular weekday train schedules will remain in effect on Metro-North Railroad’s entire Hudson and Harlem lines, as well as on the New Haven Line between Stamford and Grand Central Terminal.
And for the first time since the blizzard of 2013 hit, trains will operate between New Haven and Stamford at about half of the normal weekday rush hour service level. Train service also will resume on the Danbury and New Canaan branches, but not the Waterbury branch.
On the Danbury Branch, four of the five regular trains will operate. The 6:18 a.m. departure from Danbury will not operate.
In addition, there are several minor changes in service between Stamford and New York. The 6:11 a.m. from Stamford is cancelled and customers who usually catch the 7:35 a.m. out of Port Chester (that also stops at Rye at 7:39 a.m.) will be accommodated on the local that leaves Stamford at 6:59 a.m. – within five minutes of their regular time.
Also, some of the east end trains that ordinarily stop at Greenwich are not running tomorrow.
Both the Haverstraw and Newburgh ferries and the Hudson Rail Link buses are running tomorrow.
All customers should use caution when entering/existing trains and on the platforms and stairs. New Haven Line customers should anticipate crowded trains.
A regular off-peak/midday scheduled will be in operations. The PM peak schedule will be available Monday morning.
Many Connecticut residents in the New Haven area, including Metro-North employees, may have trouble reaching their train stations and work locations because many local roads remain impassable.
Crews continued working all day and overnight to remove deep snow from yards in New Haven and Bridgeport and to clear the track switches that allow trains to change from one track to another. In addition to Metro-North forces, about 45 maintenance of way workers from New York City Transit rode a diesel train to Bridgeport and New Haven yards to assist in the clean up effort. Another crew of 45 workers were to arrive at about 9:30 pm to continue working in the yards.
There are two jet engine snow blowers at work and CDOT has sent two frontend loaders and several triple axle trucks to remove snow from the yards.
In addition, deep snow has to be removed manually from the roof of each train car so that the pantographs can go up and down. (The pantographs are the mechanical arms that capture electricity from the overhead catenary wires.)
Metro-North has been running empty trains up and down the line this evening to help clear switches, overhead wires and train roofs to ensure that the infrastructure and trains are operating safely and reliably after the three-day hiatus.
For specific schedules, please check http://mta.info/mnr or in New York City call 511. In Connecticut, call toll-free 877-690-5114.
I will post if I receive any other updates so keep checking in here or by following Transit Blogger on Twitter by clicking the button in the sidebar.
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Introduction
I am submitting this suggestion to the New York Metropolitan Transportation Council for a better regional and reverse Commute, for a more efficient commuter rail system. This also entails a new ticket collection system and direct through train service between the Metro-North Commuter Railroad Upper Hudson Division, from Poughkeepsie, and Long Island Railroad’s Upper Port Jefferson Branch to Stony Brook /Port Jefferson Stations, via Penn Station. *This would make both railroads cost efficient, other advantages are flexible staffing and equipment, which would improve train service .In the case of Metro-North’s Hudson Division; it would provide access to Penn Station other than Amtrak.* Amtrak currently provides limited train service to Penn Station, from only three Metro-North Hudson Division Stations. For the Long Island Railroad, it means, non-electrified lines such as the Upper Port Jefferson Branch; would obtain more through train service to and from the Stony Brook/Port Jefferson area involving Penn Station. **The Stony Brook Station which is next to the Stony Brook University in particular, has over 13 ,151 commuting students and regular Commuters as well as 13,623 employees who use all modes of transportation. It will also free up MU Train sets from Penn to Huntington which connect at Huntington for trains to and from Port Jefferson. Track space will be critical when Amtrak is forced to close one of the tubes in 2015 for Sandy repairs. If all the railroads that use Penn Station could have through service to and from each other’s territory it would lessen the impact of closing of one the tunnels for Sandy repairs which would restrict the amount of that could used Penn Sation on a daily basis. These railroad carriers are New Jersey Transit and Amtrak’s Empire Corridor should also be looked at for through train service to Long Island via Penn Station using dual mode equipment. This through service to via Penn Station between various railroad carriers would diminish the 25% cut in railroad service to and from Penn Station, which is anticipated with the closing of one the four tunnels which are connected to Penn Station
This also would enhance the in adequate direct through to a Manhattan Railroad Terminal such as Penn Station to and from a non-electrified lines such as the Upper Port Jefferson Branch. Direct through train service to and from Penn Station on the Upper Port Jefferson Branch is limited to two peak round trips and some holiday service. ****In the past the Long Island Railroad has offered rail through rail fan trip to Danbury and Waterbury Connecticut and sent bowered locomotives for the Metro-North’s Harlem Division and Metro-North ran the project that used FL 9s dual powered locomotives with the LIRRs Bi-level coaches’ prototype. LIRR has tested M-2 trains in 1972 also tested M-3 train sets for Metro-North during the early1980’s at their Shea Stadium station and felicity. Later named Mets – Willets Point. This shows years of cooperation between the two in various transportation ventures. Interstate train service would also give a better connection at Metro-North’s Yonkers Station people going to Yankee Stadium
Foote notes
* Please note that the Long Island Railroad Bi-level, railroad passenger cars cannot be used for this type of train service, for further information see main proposal entitled “LIRR and Metro-North Commuter Railroads Interstate Train Service via Penn Station.
** The current Metro-North Commuter Railroad Hudson Division Station is also used by Amtrak on its Empire Corridor. Amtrak Trains Stop at Yonkers, Croton-On-Hudson and Poughkeepsie
** *This figure is from fall enrollment for 24,259 for 2013 The number of visitors to the university and what modes of transportation they use are neither unknown nor traditional commuters on persons using Stony Brook Station only for other destination s See pages 14-20 for further information on categories using the university
**** See pages 8-12 for photos
In addition the current Eastside Access Project to Grand Central Station does not address this issue, nor does it make both railroads into a more regional commuter rail system at less cost. In fact, this makes the gap for better train service to Manhattan Railroad Terminal between the Long Island Railroad’s electrified and non-electrified lines even worse. Stations which mark the end electrification such as Ronkonkoma [on the Mainline AKA the Ronkonkoma Branch] and Huntington are going to create more pollution and traffic jams. This would also hurt the development of the Ronkonkoma Hub. This situation would be cause by more and more people who live or work near a non-electrified station getting into a cars going to an electrified station for better train service.
This is what not what mass transit is for. Mass Transit should be a convent way for the people who use electrified and non-electrified commuter railroad lines to get to their final destination.
****Remember the old long Island Railroad Diesel Passenger saying before making the last stop at Jamaica” All passengers please change at Jamaica”. The Eastside Access to Grand Central will be just another station they will have to change too. There is also the problem of collecting fares in the form tickets or people paying for tickets on the train due to lack of enough train crew staff on trains which over crowded
By the way trains from Port Jefferson to Huntington, operated every hour about 40 years ago during the off peak period. I think the hourly off peak schedule for Upper Port Jefferson Branch ended in 1977.
My suggestion on interstate train service will also include several of essays I wrote on the subject. See index for essay listing.
Foote notes
***I know that the long island Railroad also offers through train service to Hunters point Ave and Long Island City for its diesel passengers Monday-Friday.