http://www.railwayage.com/brea...p-in-new-jersey.html


Clayton is a large concrete and block manufacture among other activities.

interesting news. A friend works still works for Conrail/CSX, worked as conductor on the 'sand train' that Conrail used to run on that line through the mid '80's

Clayton is the successor of the Best Block Company, having bought BB interests.

Great news for Tony Macrie and the Cape May Seashore lines. Perhaps this will be the revenue generator that also helps spark the return of Passenger service from Cape May to Winslow Junction. What Tony and the CMSL crew have done on such a limited budget is amazing. We wish him the best in this new venture.

Worked that line many times as conductor on CR(prior CNJ)extra List. Trackage at Woodmansie was actually a loop to turn and load trains without any switching required.

After CR ended through service to Bridgeton, the sand train to Woodmansie was basically only service below Lakehurst/Lakewood, NJ. Service finally ended in 1980's and line was operated for a time by a shortline operator...Ashland Rwy. I think.

Through the Pine Barrens at night by train is a unique experience...especially on a foggy night! The Pine Barrens were also the place where the Martians landed in Orson Welles' 'War of the Worlds' radio broadcast.

Walter M. Matuch

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Through the Pine Barrens at night by train is a unique experience...especially on a foggy night! The Pine Barrens were also the place where the Martians landed in Orson Welles' 'War of the Worlds' radio broadcast.

Don't forget it was also home of the Jersey Devil...

I drive by the plant at Woodmansie once in a while. Around a year ago they (Clayton I'm assuming)cleared the right of way of all brush and trees along this stretch. The roadbed doesn't look to be in that bad of shape. Weather or not is is train worthy I couldn't say. After a couple of months of not hearing anything I was wondering what was up. It will be great to see trains running through here again.

I had also posted a while back that NJT had funded a survey of the line for cost analysis for future reactivation as a North South connector due to capacity issues on the NEC as well as Amtrak complaints about NJT running a competitive service on their track. I believe the results of this study are due by the end of this year.

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Amtrak complaints about NJT running a competitive service on their track. .

I don't see it as competitve. Trenton is an important connector with Septa and the fares to Penn station are much lower than Amtrak. Amtrak could not even come close to providing the service along the corridor compared to NJTransit capability.

Since there are four tracks with the relatively low number of Amtrak trains now operating daily is capacity an issue?

What I am waiting to see is the restoration of the stretch of the old CRNJ "Blue Comet Route" to Winslow Junction. There was a feasibility study done by NJT a while back but it may be some time before any trackwork is done.
It is my understanding that the right of way and track on this route are still largely in place.

Charlie, I agree with you observations, I was just giving the reasons NJT cited for this study. I tried to find the posting in NJT's archives, but it was over a year ago and I could not find it.

Dennis, this section of track from Lakehusrt to Woodmansie is the same line that ultimately runs to Winslow. I also look forward to the day this trackage get used again, be it for freight or passenger. I think the restoration of this section is an important first step in the reactivation of the entire line. Also, being from down that area, I can tell you that you are correct the line is mostly intact. There are several bridges and grade crossings that need to be repalced, but because the line runs through the pine barrens, there has been little or no developement along the right of way. This should also mean the trains through here should have no problem doing whatever track speed the line gets rebuilt for.

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Originally posted by Walter Matuch:
The Pine Barrens were also the place where the Martians landed in Orson Welles' 'War of the Worlds' radio broadcast.

NOT! The location cited was Grovers Mill, near Princeton.

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Trenton is an important connector with Septa and the fares to Penn station are much lower than Amtrak. Amtrak could not even come close to providing the service along the corridor compared to NJTransit capability.

Since there are four tracks with the relatively low number of Amtrak trains now operating daily is capacity an issue?

Happy Rails to you
Charlie

The problem is the Section of the NEC between Trenton and NEwark, NJ is that it's effectively a double main line. NJT owns the TWO OUTER former local tracks while Amtrak owns the two Express Tracks. Hence at Rush hour, one see's NJT trains limping along their separated Mainlines while Amtrak speeds along their express lines. amtrak can easily cross over on their tracks while NJT has to deal with amtrak in crossing onto their tracks in order to pass their slower trains.

To combat this issue, NJT really needs to make long High speed passing sidings and/or another stretch of track on their ourter main lines to combat the territorial issues of the two railroads and thier different rules, restrictions and requirements. In effect, the NEC between Newark and Trenton should be as wide as 6 tracks! I am sure SAMTRAK Who drives it can tell you stories.

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Originally posted by Scott Bartling:

Dennis, this section of track from Lakehusrt to Woodmansie is the same line that ultimately runs to Winslow. I also look forward to the day this trackage get used again, be it for freight or passenger. I think the restoration of this section is an important first step in the reactivation of the entire line. Also, being from down that area, I can tell you that you are correct the line is mostly intact. There are several bridges and grade crossings that need to be replaced, but because the line runs through the pine barrens, there has been little or no developement along the right of way. This should also mean the trains through here should have no problem doing whatever track speed the line gets rebuilt for.

I thought so but wasn't quite sure that this was part of the historic CRNJ Blue Comet route. Here is a shot of the line at the Bullock crossing that I found online. It looks like that crossing will need to be rebuilt.

What could be more perfect than a RR line that runs far from residences and gives a beautiful view of a natural largely undeveloped and forested area where wildlife abounds. For now freight service will have to do but I agree it is a great first step. I am wondering when the first sand trains will run again?

Dennis, I will be sure to get up that way once and a while and will update/ post any developements I see for everyone.

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Originally posted by Scott Bartling:
Dennis, I will be sure to get up that way once and a while and will update/ post any developements I see for everyone.

Great. I would say many people are viewing the return of service on this line with great enthusiasm. No doubt that many ties and a few rails will need replacing, and a few grade crossings rebuilt, but the pictures of the rails in the pictures that I have seen look like there has been some rail traffic at some point this year.

UPDATE: I just heard that crews were busy at work clearing the track of all debris with a bush hog and excavating equip,ment. In one section I understand that a drift covered the tracks with 2 ft of sand for several hundred yards. It has reporetedly been cleared. Progress is being made.

This message has been edited. Last edited by: Dennis LaGrua,

Dennis, I was in Woodmansie yesterday so I drove out to the right of way and the first grade crossing north of the sand plant. This crossing has not been replaced yet, but they certainly did clear the right of way as you said. The line went from having 4"-6" pine trees growing through the tracks to probably a 40 to 50 foot wide clear right of way. These boys are not messing around. Unfortunately, I was not expecting to be up that way when I left my house yesterday morning, and did not have my camera. I will try to get back up there soon with the camera.

It appears that RofW work is moving along:



Bird's eye image courtesy of Microsoft Bing Maps

Old Goat, I believe the Bing picture is from fall of last year. In that picture you can see the chipper piles along the right of way, and they still look pretty fresh. Also, when I drove up there yesterday all of the smaller trees lining the tracks are gone. I mean they really brush hogged the heck out of this line. There are 10 to 14 inch diameter pines that were sheared in 6-8' lengths all the way to the stump. No more limbs hanging over the track for at least 20' over the rails. And they did this from the center of the track to at least 20' on each side of the tracks. The cleaned right of way they created is easily wide enough to accomodate 2 tracks. I'm not saying I think they're going to double track it, I'm just trying to convey the corridor's width. I really wish I had brought my camera. The job they did is impressive to say the least.

In retrospect, I think the initial clearing, which was done with people, a chainsaw, and a chipper, was done to facilitate the use of equipment that could ride the rails and perform this level of maintenance. I really need to go back and get some pictures.

Thanks Scott. Being a fan of short line railroads I look forward to the current photos.

I checked the website and the Tuckahoe station would make an excellent model.

Is the GP9 their sole motive power?

Thanks,
Matt

They do have other motive power. The GP9, a couple of F units in Lehigh Valley paint, and an RDC car are all used in excursion service between Richland and Tuckahoe. For the freight hauling side of things I think they have 4 MLW ex CN units in wide cab, and another short hood road engine that I believe is another MLW product that is painted in Lehigh Valley colors.

It has been neat to watch the life cycle of the Atlantic City Line and branches that these trains operate on. I remember when I was around 4, my dad would take myself and my older brother to AC where our neighbor worked for the PRSL as an electrician. The yard there was full of RDC's in various states of (dis)repair. The branches off this line were all in sad shape too, handling only an infrequent delivery to a lumber yard, etc. By the mid 80's The line wasn't to far from abandonment with just the two lumber co's and no passenger service. Then the gov't came in the late 80's with a track laying machine and re-constructed the line to AC for Amtrak. Shortly after that NJT started running on it, and then Amtrak pulled out. I don't remember exactly when the SRRNJ came on the scene, but I have also enjoyed watching their business grow. It has gone frome trundling a couple of center beam flats and box cars maybe twice a month to several lumber deliveries for two large and one medium sized lumber co, plus an almost biweekly, fast moving +/- 50 car stone train for an asphalt/ concrete plant.

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NJT really needs to make long High speed passing sidings and/or another stretch of track on their ourter main lines to combat the territorial issues of the two railroads and thier different rules, restrictions and requirements

I would prefer a return to the single-operator seamless operation we had back in the Pennsy days, when you could buy a ticket from Chicago to Asbury Park.