Route

The Rahway Valley Railroad was located in Union and Essex Counties in northern New Jersey, a short distance west of the urban centers of Elizabeth, Newark, and Jersey City, New Jersey, and New York City. It was built between the years of 1897 and 1930, with the peak of operating mileage being between 1930 and 1971. At its height, the railroad measured 11.8 miles in length, including the 7.1 mile long mainline and three branch lines. The railroad traversed the towns of Roselle Park, Kenilworth, Union, Springfield, Summit, and Maplewood. This section is presented as a tour of the RV, showing you all important landmarks (i.e. stations, grade crossings, etc.) along the route.

Location:

The property operated by the Rahway Valley Company, Lessee, consists of a line of railroad 8.75 miles in length extending in a northwesterly direction from Aldene, NJ, through Kenilworth to Summit, NJ, a branch railroad 2.98 miles in length extending from a point north of Kenilworth to Hilton, (Maplewood) NJ, more commonly known as the "Maplewood Branch," and a second branch railroad or industrial lead 0.72 miles long running west from Kenilworth, commonly referred to as the "Laundry Branch." Total mileage consists of 12.45 miles of main track and 2.75 miles of sidings.

The line connects the Central Railroad of New Jersey at Aldene and the Lehigh Valley Railroad and Roselle Park with the Delaware, Lackawanna, and Western Railroad at Summit, and serves a thickly settled residential area in which there has been some industrial development.

The territory traversed is fairly level from Aldene to Springfield, and gently rolling to hilly from Springfield to Summit. The industries on the line consist primarily of retail coal and building material yards serving the residential communities but there are some manufacturing enterprises which might be classed as light to medium sized.

The line might be typified as an industrial lead rather than as a road haul railroad, although it does handle some bridge or overhead traffic between the Central Railroad of New Jersey and the Lehigh Valley Railroad on one end and the Delaware, Lackawanna, and Western Railroad on the other.

Physical Characteristics:

Right of Way, Grades, and Curves

The right of way from Aldene to Summit varies in width from 50 to 100 feet, but generally is 75 feet wide, and on the Maplewood Branch, it is from 30 to 75 feet wide and generally about 60 feet wide. Right of way is adequate for the needs of the railroad.

Curvature is not in excess of 20 degrees except on the Laundry Branch extending west from Kenilworth, on which the curvature varies from 21 degrees to 28 degrees. The grades are light from Aldene to Springfield and Hilton, but from Springfield to Summit the grade will run up to about 5%.

Roadway Structures

Bridges are good for a loading equivalent to that of a consolidated type locomotive with axle loads of 50,000 pounds and for cars with gross weight of 210,000 pounds. Operations of Jersey Central locomotives would be restricted to the following:

• • Drill engines 3 to 49, inclusive, 76, 80, and 93

  • Diesel engines 1005 to 1043, inclusive

  • Road engines 201 to 224, 431 to 480 and 609 to 630, all inclusive

Two bridges over highways have restrictive under clearance; one over Morris Avenue in Summit on the main line has an under clearance of only 11 feet, and the other over Stanley Terrace on the Maplewood Branch has an under clearance of only 10 feet. There is evidence that the latter has been struck by vehicles on numerous occasions. The legal maximum height of vehicles in New Jersey is 12 feet 6 inches, for which an under clearance of at least 13 feet should be provided. Highway traffic under these two bridges is heavy and it may be necessary to increase under clearances at some future date. The raising of the bridge over Stanley Terrace to provide an under clearance of 13 feet will cost approximately $10,000.

Bridges and culverts are all in a good state of repair.

Grade Crossings

There are 25 grade crossings on the railroad, 13 on the mainline between Aldene and Summit, one on the Maplewood Branch, 10 on the Laundry Branch and one on the Lehigh Valley Branch at Roselle Park. Eleven of these crossings are heavily traveled and include State Highway Route 28, Westfield Avenue in Aldene, State Highway Route 29 in Union, and Mountain and Meisel Avenues in Springfield. 

The most heavily traveled is a dual crossing over State Highway Route 29 in Union. A motor traffic survey made at this crossing on December 16, 1940 (a Monday on which heavy rain fell all day) indicated that 4,688 vehicles used the eastbound crossing and 3,949 the westbound, or a total of 8,637 between 8 am and 5 pm. The crossing was blocked by train movements on five instances but for only one minute in each instance. A similar survey made on Wednesday, December 18, 1940, when the weather was clear, indicated that 5,201 vehicles used the eastbound crossing and 5,339 the westbound, or a total of 9,540 between the same hours of 8 am and 5 pm. Again the crossing was blocked on five instances by train movements, but for only a minute each time.

There are standard Public Utility crossing signs at all crossings but four, and flasher protection is provided at Meisel Avenue in Springfield in addition. None of the crossings has gate or crossing watchmen protection.

So long as train operation does not exceed what it is now and continues to be all handled during daylight hours, it is entirely unlikely that any of these grade crossings will have to be eliminated with the possible exception of Route 29. There was some agitation for the removal of the crossing over Route 29 a few years ago, but the railroad pleaded poverty and the matter died. Upon inquiry, a representative of the Board of Public Utility Commissioners advised the Chief Engineer of the Jersey Central on June 7th of this year that no one had raised with them the question of eliminating this grade crossing, which means that there is no motion pending. When highway traffic resumes its normal volume after the war, however, a revival of the public demand for the elimination of this crossing might be expected.

Under present laws, all costs in connection with the elimination of a railroad highway grade crossing without Federal Aid are divided between the state and the railroad company on a 50-50 basis. If it is a Federal Aid project, the Federal Government usually pays 100% of the construction costs and the state and railroad company each assume 50% of the costs of property. In certain cases, the Federal Government may pay but 50% of the construction costs and the state the other 50%, and the state and railroad company share in the property costs on a 50-50 basis. The cost of any additional railroad facilities that may be provided in connection with the work must be borne by the railroad company.

It is estimated by the Chief Engineer of the Central Railroad of New Jersey that the elimination of the dual grade crossing over Route 29 would cost approximately $220,000. This would be divided equally between the state and the railroad unless federal aid could be obtained to relieve the railroad of its share.

Grade crossings are generally in a good condition of repair.

Roadbed and Track

The roadbed generally is in good condition. Practically all of the line is ballasted with engine cinders. There are some drainage ditches that should be cleaned out, particularly in cuts, but drainage could be considered as generally good.

The track was laid with secondhand 70 pound rail in 1918 and 1919 with the exception of about five miles laid with new 70 pound rail in 1906. Rail is in fair condition and no renewals will be required for some time, except a small amount for broken rails and curve wear.

Ties are all oak and pine, 90% of them treated, laid approximately 2,640 to the mile. Both cross and switch ties are in very good condition. The operating condition of the track generally is uniformly good.