Otisville, New York 10963
Otisville is a village in Orange County, New York. The population was 989 at the 2000 census.
Real Estate listings in Otisville
3 Penny Ln, Otisville NY$228,000
3 br / 2 ba / 1,820 sqft / $125/sqft
Single-Family Home
(10963)
John J Lease Realtors, Inc
Provided by
Address Not Disclosed$259,999
3 br / 2 ba / 1,856 sqft / $140/sqft
Single-Family Home
(10963)
Thomas E. Griffith Realtors,…
Provided by
30 Highland Ave, Otisville NY$204,900
3 br / 1 full, 1 partial ba / 1,872 sqft / $109/sqft
Single-Family Home
(10963)
Keller Williams Realty
Provided by
12 Emboden Ave, Otisville NY$200,000
3 br / 1 full, 1 partial ba / 1,332 sqft / $150/sqft
Single-Family Home
(10963)
Houlihan Lawrence
Provided by
Mountain Rd, Otisville NY$195,000
PRE-FORECLOSURE (Lis Pendens)
3 br / 2 ba / 1,820 sqft / $107/sqft
Single-Family Home
(10963)
RealtyTrac
Provided by
Valley View Rd, Otisville NY$121,800
PRE-FORECLOSURE (Lis Pendens)
3 br / 2 ba / 1,344 sqft / $91/sqft
Single-Family Home
(10963)
RealtyTrac
Provided by
4 Mt Hope Ave, Otisville NY$194,500
REDUCED by
$3,000
(1.5%) on Jan 17, 2012
4 br / 1 ba / 1,428 sqft / $136/sqft
Single-Family Home
(10963)
Century 21 Prestige Realty
Provided by
15 Penny Ln, Otisville NY$259,500
3 br / 3 ba / 1,926 sqft / $135/sqft
Single-Family Home
(10963)
Century 21 Prestige Realty
Provided by
More Real Estate listings in Otisville
Metro North History
The Metro-North Railroad Port Jervis Line is a single-track commuter rail line running from Hoboken, New Jersey, then Secaucus, then mainly nonstop to Suffern, New York, then traveling north, west and southwest to Port Jervis. At Suffern, the line continues south into New Jersey at New Jersey Transit's Main Line.
NJ 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. Norflk Southern Railway (NS) shares use of this track for local freight operations between Suffern and Port Jervis. The New York, Susquehanna and Wester 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 had been bought by NS when Conraill was dissolved in 1999. 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 tunnel.
The line was built as the main line of the New York and Erie Rail Road, opening to Port Jervis in 1848. The rails south of Suffern are newer (connected for through service in 1853); the original main line ran east from Suffern to Piermont. The main line originally ran through the villages of Harriman, Monroe and Chester, then through Goshen and Middletown, onward to Otisville and the current end of the line, Port Jervis.
In 1983 the Metro-North Railroad was formed to take over the commuter operations of Conrail in the state of New York. 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 Seacucus Junction, where NJ Transit trains provide service to New York Penn Station multiple times per hour, and terminating at Hoboken Terminal.
Long considered the neglected stepchild of the Metro-North system, initially the MTA had equipped the lines with second-hand equipment. Station facilities were bare minimum. 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. 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 - often within walking distance of home. 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.
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