Frank Reilly
Collection
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Photos: Tom Piccirillo
RVRR action as #17 in green livery is crossing Kenilworth Boulevard in
1970
Rahway Valley Bridge
1972 - Cab View
by Donald A. Maxton
Arcadia Publishing
ISBN:0-7385-1008-4
1-800-313-2665
Models & Photos: Tom Piccirillo
O scale model of #17 in green livery
that I painted for my model railroad. The model was imported by Yoder Scale
Models in 2003. The lettering was custom printed on Micro-Mark blank decal
paper from artwork I produced myself. The paint was a custom blend of
Floquil colors that I matched against the original color slides.
2004.
Tom Piccirillo
RVRR 1907 Pass Book
RVRR 1907 Pass Book
Inside view
Railroad
Model Craftsman: 03/2006
"The Rahway Valley"
by Steven Lynch
The
Rahway Valley Railroad, which connected the Lehigh Valley Railroad in
Roselle Park and the Central Railroad of New Jersey in Cranford with the
Delaware, Lackawanna & Western in Summit, was one of the most successful
short lines in US history, even turning a profit during the Great
Depression. During its lifetime, it was instrumental in the development of
Kenilworth, site of its headquarters, as well as Union, Springfield, and
other towns along its route. Created c. 1895 as part of an industrial
development project in New Orange, the "New Orange Four Junction
Railroad", linking New Orange (now Kenilworth) with the Lehigh Valley
and the Jersey Central, was acquired in 1904
by Social Register publisher Louis Keller to provide passenger rail service
to Baltusrol Golf Club, of which he was a founder. Later run as a
freight-only line, the Rahway Valley was vital to industry in the area, with
customers ranging from small fuel companies to Monsanto Corp. As customers
switched to truck freight, moved away, or went out of business, the Rahway
Valley Railroad withered to the point that service ended entirely in 1992.
Considerable work had to be done before service began on April 30, 1967,
mostly on the former Lehigh Valley, where a station had to be built at
Roselle Park, along with the elimination of several grade crossings.
(Chestnut Street and Locust Street for example) In addition, a connecting
track had to be built at Aldene (the embankment was wide enough for two
tracks, but only one was installed), connecting the CNJ with the LV, and
since the volume of trains was too large for the two-track Lehigh Valley,
signaling improvements were made so trains could run either way on both
tracks (rule 261-TCS). A gauntlet track (installed by Conrail) was needed on
#2 at Roselle Park (the old LV Roselle Park station was razed), since wide
shipments would be too close to the island platform. And last, but not
least, a coach yard had to be built at Harrison, NJ (just east of Newark) to
store equipment between trips. Since the CNJ/LV connection at Aldene was
only a single track, it often became a bottleneck at rush hour, with east
bounds sometimes waiting for westbounds before they could "go up the Hill."
Two tracks were planned, but never installed, contributing to headaches for
the operators at "EXCEE" and "NK" towers.
Former CNJ Bay Head trains ran over the PRR tracks from Newark to Perth
Amboy, via Rahway and the PRR's Perth Amboy and Woodbridge branch.
So, with all the equipment in place, the Aldene Plan was operational on
April 30, 1967, which was a Sunday. Trains operated on a weekday schedule,
giving crews, towermen and some commuters a chance to give it a "dry run."
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RVRR #16 sidelined at Whippany, NJ 01/15/05 Photos: Tom Piccirillo |
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Map shows single track Aldene cut-off from north side of CNJ 4 track main to LV
The Aldene Plan also relocated the trailing point (westbound facing) Rahway Valley connection to the CNJ to a facing point eastbound switch. Presumably was this to provide easier switching access?
"...If
my memory serves me right , the LV did go over a diamond at the east end of
their small yard at Cranford to service a company (freight station) that was
about 100 yards to the east of the diamond. (track ended at Locust St.) I
can remember spotting cars there when I worked the local out of Oak Island ,
OP-5, in 1969 but do not remember the name of the factory... You had to open
a box and throw a lever to set the signals to red for any opposing moves
while we made the shift..." Keith Bednar
The entire
line in that area was to run at "yard speed" and that limited
them to a max of 15mph being able to stop short of any obstructions. A
switch that had about a 10 foot high switch target on it. (Note: It
was not connected to anything but the high target.) It was set one
way while the
Upon throwing the switch it would show
clear to go across the diamond for the
The photo looks west. The track heading out of the picture in the upper
right is the RVRR to Kenilworth. Behind the camera is the yard. To the left are the tracks that connect with the
LV. To the right is the stub industry track.
Note that the diamond was in Roselle Park...not in Cranford. Photo: David
Newall 1985 Commentary: Tom Piccirillo
Engines 16&17 - URHS of NJ
Photos Page
New Jersey's Streak o' Rust
Trains Magazine Article
of October, 1950: By John T. Cunningham
| RAHWAY VALLEY HISTORICAL
SOCIETY A battle is underway to determine the future of the Rahway Valley Railroad's rights-of-way, as Union County seeks to possibly reactivate the line, while the towns along the route seek to prevent this and otherwise dispose of the remaining land. Whether as part of some future railroad route, as part of a rails-to-trails program, or as parcels of real estate granted to neighboring properties, the historic Rahway Valley Railroad is on the verge of being lost forever. In light of these developments, the idea came about to form a Rahway Valley Railroad Historical Society to preserve and commemorate "New Jersey's Streak o' Rust." Interested persons are needed to help found the society, which will seek to gather or borrow artifacts, photos, and other items in order to mount exhibitions in local museums and historical societies, with the eventual goal to acquire a small exhibit space of its own (preferably in the Rahway Valley Railroad's lone surviving station on Mountain Ave. in Springfield). Interested parties should contact Alan Binenstock at RVRRHS@comcast.net |
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"The State of New Jersey, in conjunction with Union County, purchased the former Rahway Valley right-of-way from the Delaware Otsego Corporation about four years ago. This line has been reduced considerably since the early 1980's. Much of it is now gone. (click map to enlarge) |
| Three once
important spurs have been cut back and abandoned. The LVRR interchange
branch, the Maplewood Branch (cut back to Morris Avenue) [used to go all the way down Rutgers street in the industrial area. The railroad terminated in this area near Wooley Fuel, and this is how Wooley Fuel got their coal shipments. In fact, it's the reason why this is where industry developed in Maplewood], and the Monsanto Branch. |
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| Tthe primary interchange
with the RVRR was at the former Lehigh Valley junction in Roselle Park.
LV Interchange with Rahway Valley Railroad Carloads Shipped/Received:
Year: 1969 1970 1971 1972 The DL&W interchange in Summit was the
first casualty in the post Conrail world. The last customer in Summit
was the Foster Bell plant along the Springfield / Summit border. The
plant closed in the 1980's. With its closure, the active portion of the
RV was cut back to just south of the Rahway River bridge on the
Springfield/Union border. posted 05/16/00 by Eric S Strohmeyer REAInternet@email.msn.com |