Rahway Valley Railroad

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Rahway Valley Railroad
Reporting marks RV
Locale New Jersey
Dates of operation 1897 – 1986 (1992)
Successor line Delaware Otsego Corp.
Headquarters Kenilworth, NJ

[edit] Summary

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 (now Kenilworth), it 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.

Contents

[edit] Junction Four Railroad 1897-1898

In 1895 a group of four businessmen met in Elmira, NY to discuss the probability of building four factories in New Orange, NJ (now Kenilworth). They bought the land and built their factories, but soon there after a railroad was needed. The Junction Four Railroad was chartered to run from Junction Four Depot in New Orange to Aldene (Roselle Park) to the Central Railroad of New Jersey (CNJ), and then a branch to the Lehigh Valley Railroad (LV) in Roselle. The charter was granted in 1897, and by the end of that year tracks were already in.

[edit] New York & New Orange 1898-1904

In 1898 when the JFRR started passenger service with rented CNJ No.502 the railroad changed its name to the New York & New Orange Railroad. Because passengers coming from New Orange (now Kenilworth) would travel to New York City, NY, via the CNJ at Aldene.

Later that same year the railroad acquired its first locomotive No.1 named "New Orange." The locomotive was a tall stacked American 4-4-0 secondhand from the Northern Central Railroad.

In 1899, the Kenilworth Station was built and No.2 named "Aldene" was purchased (possibly from either the Northern Central or CNJ) also a 4-4-0 American.

In 1901, the Pennsylvania Railroad contracted with the NY&NO to remove the soil from the 186 ft. Tin Kettle Hill in New Orange. As a result the NY&NO purchased its third locomotive No.3 (4-4-0 American) named "Tin Kettle Hill." The Pennsylvania Railroad in 1902 sent a small 0-4-0 switcher to the NY&NO to help with the removal of the soil, which the NY&NO soon purchased and numbered No.4.

In 1903, the NY&NO contracted with the state of New Jersey to build further to the city of Summit and connect with the Delaware, Lackawanna, & Western Railroad.

Unfortunately that wasn't to be. Not the NY&NO went bankrupt, but one of its parent companies the Circular Loom Corporation went bankrupt. Soon after the whole New Orange real estate venture went up in smoke, and along with it the New York & New Orange Railroad, which was soon purchased by Louis Keller.

[edit] Rahway Valley Railroad 1904-1986

After the NY&NO fell into bankruptcy, Louis Keller, a founder of Baltusrol Golf Club, purchased the line hoping to extend it to Summit. In 1905 the Keller felt the need to buy more locomotives to replace the older ones. So later that year three brand new locomotives (5-7) arrived from the Baldwin Locomotive Works. Nos.1 & 2 were soon scrapped. The five locomotives performed all kinds of tasks for the next year. The performed passenger and freight service, removal of dirt from Tin Kettle Hill (which was finished in 1906), and extension of the railroad.

By 1906 the line had reached Summit. Keller also built a station near his golf club and accurately named it Baltusrol. Some people believe the only reason Keller got into the railroad business was to give his golf buddies better access to his golf club.

After the line was finished to Summit the Rahway Valley no longer needed five locomotives so No.3 was scrapped in 1909. No.4 was almost scrapped in early 1911, but the call of duty came that year with the building of the Maplewood Branch. By the end of that year the branch line had been finished to Maplewood in Essex County. Again No.4 was with out a job, so on a cold February morning in 1912, the last remaining New York & New Orange locomotive was scrapped, piece by piece, and bit by bit.

In 1914 when World War I started the Rahway Valley recieved a big boost in activity. Two munitions plants sprang up on the line. The Rahway Valley also caried thousands of workers to the factories around the clock during the war years. Although there was a bright side there was a dark side to the War for the Rahway Valley. In 1917, the U.S. Government forced the Rahway Valley to sell the U.S. Army Nos.6 & 7. So now the Rahway Valley only one locomotive little No.5 an 0-6-0T. So Louis Keller purchased Nos. 8 & 9 secondhand from an unknown raiload. There is some thought that these locomotives were 2-6-0 Moguls.

By the end of World War I in 1918, it was obvious to Keller that passenger service was not to regain popularity. So trains were shortened, and numbers of trains declined. Until in 1919, with only two three car trains were running a day, the Rahway Valley discontinued passenger service. No.5 was soon sold to an unknown railroad in 1920, with only freight being carried.

Shortly after No.5 was sold a need for a third "Back-Up" locomotive arose. So in late 1920 No.10 was purchased from an unknown railroad. This locomotive was probably a 2-6-0 Mogul.

In 1921, Louis Keller passed away and Roger Clark became president. Roger Clark was a seasoned railroader from Oregon. He nursed the little line. He tried to bring back passenger service in 1922 with the purchase of a Mack Rail-Bus, but the rail bus did little and was sold by 1923. He also purchased No.11 a 2-6-0 Mogul from the Montpelier & Wells River Railroad in 1924 to replace No.8 which was scrapped that year. Again in 1925 he purchased a large 2-8-0 from the Bessemer & Lake Erie Railroad which became No.12, No.9 was soon scrapped. No.12 was a real problem. The engine was too heavy for useful work on the line. The engine did some work on the line until Nos.13 & 14 were purchased in 1929 from the Lehigh & New England Railroad, after Nos. 13 & 14 arrived No.10 was scrapped. No.12 sat in storage until 1939 when it was scrapped. Nos.13 & 14 could handle most work on the line so much that in 1936 No.11 was scrapped. The line finally turned a profit in 1931 right in the middle of the Great Depression.

Roger Clark died in 1932 and his son George Clark took over as president and general manager. George had been working on the railroad ever since his father moved them to New Jersey in 1921. George automatically as soon as he took office filed a law suit forcing the Delaware Lackawanna & Western Railroad to connect to the Rahway Valley Railroad.

In 1939, the Rahway Valley acquired its last steam locomotive No.15 from the Oneida & Western Railroad. The Rahway Valley operated a succession of 15 steam locomotives from 1898-1954. In 1951, the Rahway Valley purchased its first diesel, a 600-HP 70 Tonner from GE at a cost of $100,000. The Rahway Valley scrapped No.14 later that year. When No.17 (same model as No.16) came in 1954, steam was done on the Rahway Valley. No. 13 was sold for scrap, and No. 15 was sold to Steamtown.

George Clark passed away in 1972, leaving his position to his son Robert Clark. Robert Clark soon passed away in 1975. Bernard Cahill took over his position.

Rahway Valley abandonment started well before the Delaware Otsego Corporation closed the line in 1992. In 1973 the Maplewood Spur from Vauxhall Rd. in Union to Rutgers St. in Maplewood was abandoned, due to the fact that there was only one shipper left and the construction of I-78 would cost the railroad to move the tracks. In 1976, the last train to Summit ran because the track here was poor and few shippers past Springfield still used the line.

[edit] The Delaware Otsego Corporation 1986-1992

In 1986, the Rahway Valley Railroad was unable to purchase liability insurance. The line was in turn sold to the Delaware Otsego Corporation (DO), which operates the New York, Sushquehanna, AND Western. Nos. 16 & 17 were removed from the line in 1989, and put into service in Binghamton, NY. The replacement No. 120 of the NYS&W, a SW9 built by EMD.

The DO did little to revitialize the line. In 1988 the Lehigh Valley branch was torn up, along with the Monsanto Branch. The Unionbury Branch remained active until 1991 when the last shipper on the branch, Jaeger Lumber, stopped shipping by rail.

The last train ran in May of 1992, with only one shipper left on the once flourishing line.


[edit] Rahway Valley Locomotive Roster

[edit] No.1 "New Orange"

Built possibly in 1869 by the Northern Central Railroad. This locomotive was a 4-4-0 American type. The New York & New Orange Railroad purchased this locomotive in 1898 from the Northern Central Railroad. When the locomotive arrived it was not operable, so rented Central of New Jersey No.502 pushed the locomotive to New Orange (Kenilworth) with crowds cheering to see the railroads "first" iron horse. No.1 was scrapped after 36 years of service in 1905, being outclassed by Nos. 5-7.

[edit] No.2 "Aldene"

Built possibly in 1872 by the Northern Central Railroad. This locomotive was a 4-4-0 American type. The New York & New Orange Railroad purchased this locomotive in 1899 from the Northern Central Railroad. This locomotive was purchased as a spare locomotive when ever No.1 was down for repairs. No.2 was scrapped in 1905, with only six years of NY&NO/RV service under her belt. She was outclassed by Nos. 5-7 when they arrived in 1905.

[edit] No.3 "Tin Kettle Hill"

Built possibly in 1875 by the Northern Central Railroad. This locomotive was a 4-4-0 American type. The New York & New Orange Railroad purchased this locomotive in 1901. The NY&NO purchased this locomotive to help remove dirt from Tin Kettle Hill for the Pennsylvania Railroad. It worked heavily during the extension to Summit from 1905-1906. It worked on and off until it was scrapped in 1909. This locomotive was used to pull the ceremonial train to New Orange when it became Kenilworth on May 13, 1907.

[edit] No.4

Built possibly around 1890 for the Pennsylvania Railroad. This locomotive was either built by the Baldwin Locomotive Works or the PRR Altoona Shops. This locomotive was an 0-4-0 Switcher. The New York & New Orange Railroad purchased this locomotive in 1902 from the Pennsylvania Railroad after the PRR sent this locomotive to the NY&NO. In 1905 when Nos. 5-7 arrived, No.4 was taken off the soil removal project, No.5 was put in its place. No.4 was sent to help with the extension to Summit. After the extension was finished in late 1906 No.4 was sidelined. The locomotive sat in New Orange/Kenilworth for four years. Plans were to eventually scrap the locomotive, but the call of duty came in 1910. Louis Keller was going to build a branch to Maplewood. No.4 was needed for construction. So No.4 helped build the branch until the branch was finished in 1911. No.4 was again sidelined and sadly scrapped in February of 1912.

[edit] No.5 "Dinkey"

No.5 was one of the new locomotives (5-7) to arrive in 1905. This locomotive was built by the Baldwin Locomotive Works in 1905. It was an 0-6-0T type. It was the only Rahway Valley locomotive that didn't have a tender. Rahway Valley crews nicknamed the engine "Dinkey" because it was so small. When this locomotive arrived it replaced No.4 in the Tin Kettle Hill removal job. The locomotive performed various odd jobs until 1911 when the Maplewood Branch opened. No.5 was put in service on the Maplewood Branch. The locomotive carried freight as well as passenger traffic on the branch. In 1919 when passenger service was discontinued, it was decided that three locomotives were not needed. So in 1920 No.5 was sold to an unknown railroad.

[edit] No.6

No.6 was one of the new locomotives (5-7) to arrive in 1905. This locomotive was built by the Baldwin Locomotive Works in 1905. It was a 2-4-4T type and was identical to No.7. No.6 performed admirably on the Rahway Valley's light rail and tight curves. This locomotive worked on the Rahway Valley until 1917 when it was sold to the U.S. Army.

[edit] No.7

No.7 was one of the new locomotives (5-7) to arrive in 1905. This locomotive was built by the Baldwin Locomotive Works in 1905. It was a 2-4-4T type and was identical to No.6. No.7 performed admirably on the Rahway Valley's light rail and tight curves. This locomotive worked on the Rahway Valley until 1917 when it was sold to the U.S. Army. It was later sold to a South American logging company and worked in South America until World War II.

[edit] No.8

Information is being compiled on No.8. No.8's term was from 1917-1923. Probably a 2-6-0 Mogul.

[edit] No.9

Information is being compiled on No.9. No.9's term was from 1917-1925. Probably a 2-6-0 Mogul.

[edit] No.10

Information is being compiled on No.10. No.10's term was from 1920-1929. Probably a 2-6-0 Mogul.

[edit] No.11

No.11 was a 2-6-0 Mogul purchased from the Montpelier and Wells River Railroad in 1924. No.11 was most likely built by the Baldwin Locomotive Works in 1910(?). No.11 performed most of the freight duties on the Rahway Valley until Nos.13 & 14 arrived in 1929. Even after Nos.13 & 14 arrived No.11 was kept on as a back-up locomotive until 1936, when it was scrapped.

[edit] No.12

No.12 was a 2-8-0 Consolidation purchased from the Bessemer and Lake Erie Railroad in 1925. No.12 was built by the Pittsburgh Locomotive Works in 1903. No.12 was a real problem as its immense weight prevented it from climbing steep grades with even a modest sized freight load. No.12 only worked for four years mainly on the branches until in 1929 when Nos.13 & 14 arrived. For ten years the locomotive sat stored in Kenilworth. It was mainly kept for parts and also the Rahway Valley tried to sell it but not one offer ever came in. So when No.15 arrived in 1939 No.12 was finally scrapped. (Picture of No.12 [1])

[edit] No.13

No.13 was a 2-8-0 Consolidation purchased from the Lehigh and New England Railroad in 1929. No.13 was built by the Baldwin Locomotive Works in 1905. Nos.13 & 14 were identical twins. Nos.13 & 14 from the moment they arrived till No.16 arrived in 1951 were the most preferred locomotives on the railroad. Nos.13 & 14 were purchased to replace the older Nos.10-12. Nos.13 & 14 were well photographed. No.13 was scrapped in 1952 a full year after the first diesel No.16 arrived in 1951. (Picture of No.13 [2] and another [3])

[edit] No.14

No.14 was a 2-8-0 Consolidation purchased from the Lehigh and New England Railroad in 1929. No.14 was built by the Baldwin Locomotive Works in 1905. Nos.13 & 14 were identical twins. Nos.13 & 14 from the moment they arrived till No.16 arrived in 1951 were the most preferred locomotives on the railroad. Nos.13 & 14 were purchased to replace the older Nos.10-12. Nos.13 & 14 were well photographed. No.14 was scrapped in 1951, shortly after No.16 arrived. (Picture of No.14 [4])

[edit] No.15

No.15 is a 2-8-0 Consolidation purchased from the Oneida and Western Railroad in 1939. No.15 was built by the Baldwin Locomotive Works in 1916. No.15 was the last Rahway Valley steam locomotive. Master Mechanic Carl Nees first spotted this locomotive in 1937 while looking for a third locomotive to replace No.12. The Rahway Valley purchased No.15 two years later. It became an icon on the railroad, even though it was third too Nos.13 & 14. No.15 operated on the Rahway Valley for the last time in 1953 just before No.17 arrived. Several years later in 1959, the Rahway Valley sold No.15 to Nelson Blount. It operated on his Monadnock Northern, and later the Green Mountain until 1973. It was moved to Pennsylvania and is currently on display in Scranton, PA. Steamtown hopes to soon restore No.15 to operation. (Picture of No.15 [5])

[edit] No.16

No.16 is a 600 Horse-Power 70 Tonner purchased new from General Electric in 1951. No.16 was the lines first diesel. No.16 arrived in Red & Yellow paint that year. Immediately after No.16 arrived, No.14 was scrapped. No.16 worked for the Rahway Valley until 1986 when the Rahway Valley was taken over by the Delaware Otsego Corp. No.16 stayed on "home-rails" until 1989 when it was moved to Biinghamton, NY to perform switching duties for the NYS&W. In 1995, the DO donated No.16 along with No.17 to the United Railroad Historical Society. No.16 was eventually moved to NJT shops in Kearny, NJ where it was stored. In 2004, the Whippany Railway Museum negotiated with the URHS to move the engine to Whippany, NJ. No.16 was cosmetically restored to its original Red & Yellow paint and if funding is found RV No.16 could possibly be restored to operation. (Picture of No.16 on the RV [6], before restoration [7] and after [8])

[edit] No.17

No.17 is a 600 Horse-Power 70 Tonner purchased new from General Electric in 1953. No.17 was the lines second diesel and the last Rahway Valley locomotive. No.17 arrived in Green & Yellow paint in 1954. Immediately after No.17 arrived, No.13 was scrapped and No.15 was stored until it was sold to Steamtown. No.17 worked for the Rahway Valley until 1986 when the Rahway Valley was taken over by the Delaware Otsego Corp. No.17 stayed on "home-rails" until 1989 when it was moved to Biinghamton, NY to perform switching duties for the NYS&W. In 1995, the DO donated No.17 along with No.16 to the United Railroad Historical Society. No.17 was eventually moved to NJT shops in Kearny, NJ where it was stored. In 2006, the Whippany Railway Museum negotiated with the URHS to move the engine to Whippany, NJ. No.17 is currently under-going cosmetic restoration, and if funding is found RV No.17 could possibly be restored to operation. (Picture of No.17 [9])

[edit] The Morristown & Erie Railroad

From 1992-2001 the Rahway Valley sat dormant as property of the New Jersey Department of Transportation (NJDOT). In late 2001, NJDOT chose the Morristown & Erie Railroad (M&E), which operates in Morris and Essex counties, to rebuild and operate the former Rahway Valley along with the former Staten Island Rapid Transit lines from Cranford-Linden.


[edit] Current Status

As of January 2007, the funding for the Rahway Valley rebuild by NJDOT are not enough to keep rebuilding. As of now most of the line from Roselle Park-Union/Springfield border is cleared of brush and garbage. New track has been inserted from the Union/Springfield border to the Union Wye (behind Rahway Ave.) Also track has been inserted in some parts of Kenilworth.

As for the sections past the Union/Springfield border nothing has been done yet through the towns of Springfield or Summit.



[edit] External Links

Retrieved from "http://www.rrdepot.com/wiki/Rahway_Valley_Railroad"
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