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Newark & New York Br.
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   Author  Topic: Newark & New York Br.  (Read 2004 times)
Richard C
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Posts: 353
Newark & New York Br.
 
« on: May 15th, 2003, 6:35pm »
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More to chew on courtesy of Chris Baer.... rc
 
----------------------------------------------------------------------
 
NEWARK BRANCH
 
TRACKS:
 
One track abandoned "BS" to West End of Hackensack River Bridge by 1953; retired eastbound track on Passaic River Bridge 1955; one track abandoned on Brills Branch between "CY" and "BS" and between "BS" and "BT" in 1961
 
[COMMENT1]
 
PACIFIC AVENUE: (0.4 mi. from Communipaw)
 
Est. (1868-76) as LAFAYETTE; renamed (after 1887); abolished ____; new station built 1878-81?); station (westbound) built 1893 (ICC); 17 x 37; one-story, frame;
 
LAFAYETTE BRANCH:
 
Leaves N&NY just west of Pacific Avenue; runs along east side of Morris Canal serving industries; ends at a lumber yard just north of Communipaw Avenue;  "Griffings" (0.8 mi.) listed in 1915 station list (no agent)
 
ARLINGTON AVENUE: (0.8 mi.)
 
Est. ____; abolished ____; westbound station built 1889 (ICC - ann. rept. has 1887); irregular; one-story; stone; razed ____; eastbound station built 1910 (ICC); 20 x 40; one-story, stone; razed ____
 
BERGEN HILL CUT:
 
Extends from just west of Arlington Avenue to just west of Hudson County (Kennedy) Boulevard; deepest point at Bergen Avenue; when N&NY opened in 1869, was a temporary line over hill; permanent cut begun 1870 and rock dumped for approach to Hackensack River bridge; grade cut to 30 feet per mile by 1873 at cost of $200,000; completed one track Jan. 4, 1875 and removed temporary track over hill; widened for two tracks Nov. or Dec. 1875; consider selling air rights to Charles Silowitz 1953; to deck over the cut between Ocean Ave. and Boulevard and build three 10-story apartment buildings; plan rejected Nov. 1953
 
JACKSON AVENUE: (1.0 mi.)
 
 
 
Est. 1869 as BERGEN AVENUE; located east of Bergen Ave.; abolished 1877 and replaced by JACKSON AVENUE with station on east side of street; to build new wooden station 1892; abolished as stop    ,  1948; new station built on west side of Jackson Avenue 1911; opened March 20, 1911; 30 x 46; two story, white brick; platforms located in Bergen Hill cut reached by stairs and elevator; waiting room and canopy on westbound platform; used as stop by Lehigh Valley trains 1913-1918; sold 1951; used as furniture store; later as storefront church; standing in mid-1970s;
 
WEST SIDE AVENUE: (1.6 mi.)
 
Est. 1869 as WEST BERGEN; station west of Mallory Avenue; new station built at West Side Avenue (1876-80); renamed (post 1880); abolished ____; new westbound station built 1888 (ICC - ann. rept. says 1887); 17 x 38; two-story; brick; eastbound station built 1910 (ICC); 15 x 40; one-story, brick; razed ca. 1950; freight station built 1910 (ICC - ann. repts. say ft. sta. and yard built 1914); 23 x 47; one-story; brick; retired 1951; razed 1971; new deck girder bridge over West Side Avenue (or Rte. 440?) built 1927
 
Road between West Side Ave. and Brills rebuilt 1912-15 at cost of $2 million; contracts let April 1912
 
HACKENSACK RIVER BRIDGE:
 
First bridge built 1867-69 (?); swing draw with 50 feet clear on each side; new bridge built 1888 with 212-foot draw span; gauntlet track built to limit weight on bridge 1908; bridge replaced Aug. 11-Oct. 5, 1913 as part of rebuilding N&NY; track raised 22 feet; replaced swing span;  
 
Interlocking cabins built 1908 when gauntlet track installed; east end - 5 lever, mechanical; west end - 5 lever, mechanical; new cabin built 1913; 8 x 40; one-story, frame; 11 levers; electro-pneumatic; abandoned __1946;
 
Bridge hit by collier JAGGER SEAM, Feb. 3, 1946; knocked two spans on east side into water and left a third hanging on one end; not rebuilt
 
 
KEARNY:
 
Est. ____ as ASPEN (note - not on 1915 station list); renamed ____; abolished April 30, 1967; shelter built 1908 (ICC); 12 x 20; one-story, frame; track raised through Kearny from river to river in 1913; built one ramp track on each side from Passaic Bridge down to street level; checker's shanty built 1917 (ICC) for war shipyard traffic; 12 x 10; one-story, frame; by 1952 was a open ramp leading down to Central Ave. from westbound platform and covered ramp from eastbound platform (to handle large crowds of shipyard workers); eastbound ramp had a gate at track level for ticket-takers; new deck girder bridge over Central Avenue built 1927-28; add to station 1930; abandoned ___; ramps, shelter sheds and inter-track fence retired 1953; one track removed ca. 1953 (or earlier?); elevated line removed 1954; trains terminating at Kearny then load on one of ramp tracks; by late 1960s were using north ramp;  
 
Freight yard built 1917-20 north of main, including sidings to Ford Motor Company plant; enlarged 1928; Ford plant replaced by Western Electric in 1931; yard made part of Western Electric plant;
 
Federal Shipyard Branch built 1919
 
PASSAIC RIVER BRIDGE:
 
Built 186_; swing draw span, 90 feet clear on each side; draw rebuilt 1888 with 172-foot span; gauntlet track built 1908 to limit weight on bridge; new bridge built Aug. 11-Oct. 5, 1913; track raised 22 feet to eliminate 90 percent of openings;  
 
Interlocking cabins built 1908 for gauntlet track; east end - 5 levers, mechanical; west end - 5 levers, mechanical; new cabin built on west end 1913; 8 x 40; one-story, frame; 23 levers; electro-pneumatic;  
 
 
NEWARK TRANSFER: (3.6 mi.)
 
Est. Dec. 21, 1913 as point for passengers transferring between N&NY trains from Newark and main line and shore trains operating via new Brills Branch; abolished April 30, 1967; waiting room and office (island platform with butterfly shed) built 1916 (ICC); 13 x 200; one-story, tile; razed ___(post 1956); cars from Newark were attached to westbound trains while stopped in station; called BUTTERWORTH before 1913
 
"BS" Tower built 1915 (ICC - ann. repts. say 1913); 15 x 30; red brick; 29 levers; electro-pneumatic; installed 1913; abandoned 1968
 
EAST BRILLS:
 
Est. as a station ca. 1892 to transfer Lehigh Valley passengers to Newark station of CNJ; was a small dingy building and water tank; no access except by dirt road across swamp; probably abandoned Nov. 1893 when LV trains returned to operating over PRR to Jersey City;  
 
Assistant yardmaster's office built 1893 (ICC); 10 x 13; one-story, frame; new yard office built at east end of yard 1946
 
BRILLS JUNCTION: (4.5 mi.)
 
"  " Tower built by 1900 (ca. 1899?); 24 levers, mechanical (machine built 1900); "BT" Tower built 1915 (ICC - annual rept. has 1913-14); 15 x 30; red brick; 29 levers; electro-pneumatic; installed 1913; yard office built 1906 (ICC); 18 x 36; two-story, frame; water tank built by 1916 (ICC)
 
EAST FERRY STREET: (4.9 mi.)
Est. 1869; abolished April 30, 1967; first station was a long wooden building; new station built (1878-81); new station built in south side 1912 (ICC - ann. rept. has 1911); opened Nov. 1911; irregular; two-story, red brick; originally had a metal canopy shelter west of station, retired 1953; razed after 1967
 
Freight station built 1917 (ICC) on St. Charles Street; 25 x 157; one-story, frame; team yard built 1917; retired 1951; sold to P. Ballentine & Sons brewery 1954
 
FERRY STREET: (5.5 mi.)
 
Est. 1869; abolished April 30, 1967; station built 1872 (ICC - papers have 1871) on south side; 41 x 75; three-story, brick; stores on lower level, waiting room on second floor; attic and mansard roof and 4 chimneys removed ____; station still standing 1973; since razed?
 
BROAD STREET, NEWARK: (6.2 mi.)
 
Est. 1869; abolished April 30, 1967; first station opened July 23, 1869; a combined station; ca. 1878-81 enlarged and remodelled and separate freight station built; by 1889 was 4 tracks under a wooden shed and a brick headhouse on Broad Street; station renovated 1899;  
 
Major improvements 1901-1903; PRR main line elevated, requiring CNJ to be raised additional amount; also eliminate grade crossing on Mulberry Street; began April 1901; in 1902-03 to build new station 100 x 840 deep; new express building; raise grade of station tracks and build new shed; built 1901-June 1902; before 1901 was 3 percent grade down from PRR to station
 
New station built 1916-1919 (1918 - ICC); irregular; two-story, brick; 4 track concrete Bush train shed from 86 to 400 feet long; platforms up to 1040 feet long; new headhouse 60 foot front on Broad Street; 266 feet wide in rear; train concourse 66 x 166 with capacity for 2,000 people (large capacity was required for excursions); abandoned April 29, 1967; tracks removed from shed area ca. 1968; rush-hour trains run to Newark on May 17-18, 1971 during switchmen's strike to allow passengers to walk to PATH; trains stopped just outside shed opposite old freight house; train shed demolished in summer of 1985; station building sold to developer for mall 1986
 
In 1953 install two crossovers on track 2 & 3 to permit locos to run around consists and eliminate use of guard engines to pull cars out of shed; in fall of 1956 the cossovers were shifted to the east to permit 2-car RDC train to stand west of crossovers and be switched from westbound to eastbound track, obviating use of "NA" Interlocking when only RDCs are operating; also revise signals
 
First freight station built (1878-81) on Fair Street, with additional freight tracks across Mulberry Street; 2-track brick freight shed built south of passenger station (by 1889); removed by 1911
 
Freight station on Mulberry Street; built 1902; begun Feb. 1902; (built 1910 - ICC); 23 x 65; one story; brick; enlarged 1929; retired 1951; sold 1956; burned ca. 1971; overhead crane for team tracks south of passenger station built 1923
 
"NA" Tower built 1902 (1904 - ICC); 15 x 33; one-story (ICC - still in 1918 ?), frame; 52 levers (ICC - NJ has 34); mechanical; retired 1962 (AFE approved Oct. 25, 1962); razed 1964
 
Engine terminal: 5-stall brick roundhouse and turntable built 1869; new water standpipe built Dec. 8, 1868 (?); ash pit built ca. 1902 at west end of PRR/Railroad Ave. bridge; engine servicing ended Aug. 12, 1938; after which all locomotives returned to Jersey City for night; coal trestle retired 1944
 
Newark Warehouse Company organized summer of 1905; opened Aug. 30, 1907; concrete warehouse; 7 floors; 6 tracks on main floor; capacity of 1,000 car loads; approve lease to independent operator June 1, 1934; sold 1947 for $825,000;  
 
In 1869 crossed PRR on bridge; bridge rebuilt 1884; PRR elevated 1900-1903; CNJ bridge raised April 1901-1902; temporary bridge built Aug. 15-Oct. 5, 1901; new CNJ bridge built 1933 to clear PRR electrification.
 
 
 
 
 NEWARK & ELIZABETH BRANCH
 
TRACK:
 
Fininshed in winter of 1871 but waited for spring to ballast; opened June 1872 with 10 round trips; used locos. No. 43 "Starling" and No. 44 "Robin", Bernard Munn engineer; double tracked Brills Jct.-Eport 1889; called the "Mosquito Branch" or the "Skeeter Line" around the turn of the century
 
SIGNALS:
 
One mile lower-quadrant semaphores built "CY"-Port Newark in 1919
 
 
BRILLS JUNCTION: (5.5 mi.)
 
Brills Yard built (1889-1901); new track and changes 1914; additional tracks built 1918-1919; raised total capacity to 1,500 yards;  
 
Auto unloading platform built 1946
 
Car shops built Oct. 1881; 360 x 70; 4 tracks; for repairing coal cars; capacity abot 40 per day
 
SOUTH BRILLS: (5.2 mi. from E'port.)
 
on 1915 station list as non-agency freight station; no passenger station
 
HAMBURG PLACE: (4.7 mi.)
 
On 1915 station list as non-agency freight station; may have been passenger stops as flagstop but no station shown by ICC
 
OAK ISLAND JUNCTION: (4.1 mi.)
 
Crossing of PRR and LV; PRR crossing of CNJ opposed in 1890 (?); CNJ stationed several locos. on site and built bypass tracks on outside for running; PRR built west of CNJ only 1890 (?); extended across CNJ to Greenville in 1901 (?); LV built west of CNJ ____; connected to N&E branch so LV passenger trains could run to Jersey City, ______; new connection with LV built 1913; LV elevated in 1925-1927 when its Oak Island Yards rebuilt; CNJ crossing acts as hump for both east and westbound LV yards;  
 
"CY" Tower built 1903 (NJ); 44 lever, mechanical; new "CY" Tower opened Feb. 27, 1913; two-story, red brick; owned 39.4 percent CNJ, 16.7 percent PRR, 43.9 percent LV; LV deeds its interest to CNJ Sept. 6, 1934; 65 levers, electro-pneumatic; controls connection with LV, crossing of LV and PRR, connection of Brills Branch with N&E, connection to Port Newark; tracks and signals removed 1972; after Conrail, CNJ line was broken and sections north and south reached only from PRR
 
NEWARK AIRPORT:  
 
Est. after 1915 as PORT NEWARK; renamed___; abolished April 30, 1967; shelter built (after 1916)
 
Storage yard built 1918-1919
 
PORT NEWARK: (Branch)
 
Port Newark Terminal built for shipyard workers; in operation by 1917;
 
GREAT ISLAND JUNCTION: (1.5 mi.)
Junction with Elizabeth Extension Branch
 
ELIZABETH EXTENSION BRANCH:
 
Built to reach Elizabeth Race Track; CNJ men among stockholders of track; track completed Sept. 1889; 1890 race service from Jersey City called for 6 trains per day, 10-15 cars each; 25-minute run; racetrack betting outlawed in 1893 and track closed; site at Great Island occupied by industries; in 1950-51 the connection at Great Island Jct. was broken by construction of N.J. Turnpike and new connection built from west end of Elizabethport Yard on main line.
 
PORTSIDE:
 
New yard created for Port Elizabeth
 
Port Authority condemns 435 acres of CNJ land for Port Elizabeth, March 14, 1958
 
 
 BRILLS BRANCH
 
TRACK:
 
Built 1913; 2 tracks; ___mi.; passenger cutoff running along east side of Brills Yard from "BS" Tower to just north of Oak Island Jct.; "CY" Tower controls junction of Brills Branch with N&E Branch and (1913-27?) wye connection to LV westbound; track __ removed 19__
[COMMENT1]October 4, 1994
C. Baer
C. Baer
 


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Eddie M.
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Re: Newark & New York Br.
  ny-nj-trainwreck71md_1.jpg - 19897 Bytes
« Reply #1 on: Jul 16th, 2005, 12:36pm »
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 The Baltimore Weekly Sun
 
Baltimore, Maryland
 
July 15, 1871
 
I thought I'd share this all with you since I asked my question, I have gotten more information regarding this area of Newark.  The acccident happening 134 years ago to the day, plus one!
 
    Eddie
 
 
 
 
 
 
 
 
 


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« Last Edit: Jul 16th, 2005, 1:01pm by Eddie M. » Logged

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Eddie M.
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Re: Newark & New York Br.
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« Reply #2 on: Jul 16th, 2005, 1:02pm »
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Page 2
on Jul 16th, 2005, 12:36pm, Eddie M. wrote:       (Click here for original message)
 The Baltimore Weekly Sun
 
Baltimore, Maryland
 
July 15, 1871
 
I thought I'd share this all with you since I asked my question, I have gotten more information regarding this area of Newark.  The acccident happening 134 years ago to the day, plus one!
 
    Eddie
 
 
 
 
 
 
 
 
 



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Eddie M.
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Re: Newark & New York Br.
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« Reply #3 on: Jul 16th, 2005, 1:03pm »
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 Page 3...

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Eddie M.
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Re: Newark & New York Br.
 
« Reply #4 on: Feb 19th, 2011, 12:12pm »
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This one needs to be reviewed by the new folks who may not have known these tid bids of facts.

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GP72ACe

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Re: Newark & New York Br.
 
« Reply #5 on: Mar 9th, 2011, 11:53pm »
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Wow, quite the blast from the past.  Thanks.
 
NJT really balkanized this branch when they rebuilt it with light rail.  At its former terminus in Newark, we have the Prudential Center; imagine if you had direct rail service into there today?
 
Pity that this line didn't go further westwards.  If it served Irvington, it would be busy, busy, busy...and if it went further west from Irvington to connect with the Rahway Valley Railroad, the CNJ would have had a more direct route to Newark from Cranford and other points west on the main line (i.e. more direct than going via Elizabethport and Brills Junction), as well as more direct rail service possible to Kenilworth, Springfield and even Summit.


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Eddie M.
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Re: Newark & New York Br.
 
« Reply #6 on: Oct 5th, 2013, 10:57pm »
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I wish to God that if some people took the time to look up a topic they would not have to start the same topic we covered 10 years ago....
Here is the Newark and New York branch.


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toptrain
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Re: Newark & New York Br.
 
« Reply #7 on: Oct 9th, 2013, 9:00am »
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sorry eddie. all I can say is opps!
I don't mind if a moderator combines the 2. I just hope I can find it again.  
 
I hope one is locked out so they can be put together into one post.
frank


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toptrain
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cbaer

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Re: Newark & New York Br.
 
« Reply #8 on: Mar 10th, 2014, 9:01am »
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I am not sure what happened to the recent post regarding Lehigh Valley trains on the Newark & New York Branch between 1913 and 1918.  I have a January 1918 employee timetable, and it shows that LV trains did indeed stop at Jackson Avenue.  I would assume that this was for Jersey City passengers.  The PRR Exchange Place station was a streetcar hub, while the CNJ station was isolated at the end of Johnston Avenue.  Jackson Avenue was on a main Public Service streetcar line leading to Summit Avenue/Journal Square, so it would be easier to get there than to the CNJ terminal.
 
Chris Baer


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Henry
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Re: Newark & New York Br.
 
« Reply #9 on: Mar 10th, 2014, 10:34am »
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Chris, TAB removed his post from this board as the question was answered in the LV board at http://forums.railfan.net/forums.cgi?board=LV;action=display;num=1394388288
 
I'll cross-post your reply there in an effort to reduce the confusion.
 
Henry


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