NJ Transit Considers Restoring Service on Former Rail Lines

Njt Train
New Jersey Transit train. Photo via Wikimedia Commons by Adam E. Moreira.

New Jersey Transit (NJT) is looking into the possibility of bringing back transit service on two unutilized rail lines in Essex and Hudson counties but is releasing barely any information regarding its plans.

The Newark-based statewide transportation agency revealed in its 2017 Annual Report that it has conducted initial work for the Boonton Line–Orange Branch Transit Utilization Study, which reportedly aims to find out what “transit opportunities” could come to these two former railroad routes.

Lisa Torbic, NJT’s Senior Public Information Officer, told Jersey Digs that “the goal of the Boonton Line-Orange Branch Transit Utilization Study is to examine the feasibility of utilizing the unused portions of the Boonton Line and Orange Branch rail corridors between Montclair, Belleville, and Secaucus to build capacity and resilience into the NJ TRANSIT network by exploring multiple modes of transportation.” However, Torbic stated that the study is in its early phases and that she could not provide a timeline or additional information regarding a possible restoration of service on these routes.

Today, trains on NJT’s Montclair-Boonton Line operate on the original Boonton Line from places such as Hackettstown and Montclair State University to the Walnut Street Station in Montclair, from which they travel on a small stretch of track known as the “Montclair Connection” to the former 162-year-old Montclair Branch at the Bay Street Station. Trains then continue on to Hoboken Terminal or New York Penn Station. However, until 2002, all commuter trains on this route traveled from Walnut Street to Hoboken using the rest of the original Boonton Line tracks, sending service through communities like Newark’s North Ward and Kearny on the way.

In 2004, the Associated Press reported that NJT would not bring service back to the lower Boonton Line because it would cost $72 million for repairs and capital improvements, in addition to a $3 million per year operating cost. Subsequently, the private New York & Greenwood Lake Railway proposed operating their own independent commuter rail service on the line, but those plans never came to fruition.

Meanwhile, trains on the former Orange Branch traveled from a junction with the lower Boonton Line near the corner of Greenwood Lake Street and Highland Avenue in Newark’s North Ward before operating southwest through Belleville, Bloomfield, East Orange, Orange, and West Orange. The line opened in 1876 as the Erie Railroad’s Watchung Branch, according to East Orange in Vintage Postcards, and connected suburban Essex County with Jersey City’s former Pavonia Terminal. Joe Fagan wrote in Stories of West Orange that “the Erie Railroad helped play a vital role in the development of West Orange over a century ago before being slowly replaced by progress and practicality,” explaining that passenger trains stopped operating in 1955 and freight service ended a little over a decade later.

Today, some tracks remain, but most of the former Orange Branch’s route currently sits vacant or has been redeveloped into parking or industrial use. The one exception is a stretch of the right-of-way between South Franklin Avenue in Newark and Grove Street in Bloomfield, which is occupied by NJT’s Newark Light Rail.

Although Torbic was not able to reveal exactly what parts of the former Orange Branch and Boonton Line could be used for transportation once again, the news of this study comes as plans by non-profit organizations like the New Jersey Bike & Walk Coalition are advancing to convert much of the abandoned lower Boonton Line corridor into the Ice & Iron Greenway. As we reported earlier this month, the greenway, which is also being referred to as the Essex-Hudson Greenway, would allow pedestrians and bikers to use the right-of-way to travel between Montclair, Glen Ridge, Bloomfield, Belleville, Newark, Kearny, and Jersey City. The impact that the Boonton Line-Orange Branch Transit Utilization Study will have on those plans is not yet clear.


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  1. My money’s on seeing their Bergen-Passaic Restoration Study result in pssgr svce. along the old Susquehanna RR tracks bet. Hackensack and Hawthorne bef. anything happens on the old Erie Orange Branch.

    The Orange Branch ROW is still owned by Norfolk Southern, whose own plans they haven’t divulged. NJTransit, should they get NSX’s OK, will then have to remove all the encroachments fr. Bloomfield Avenue in Bloomfield to either Orange’s White Street or the ORG/WO Erie Loop.

  2. They have no plans to do anything with this line. They are worried that it will be taken by eminent domain to make the bike trail. That plan is gaining some ground. NJT has been sending reps out to oppose the plans. This is just a way to give them leverage in a future eminent domain buy out.

  3. NJ Transit already owns the former New Jersey Central’s (later Penn Central) right of way. There are many smaller lines NJ Central (also New York Central) bought out. NJ Transit own the former Pennsylvania RR,NJ Central lines. I would find a old railroad map . You be shocked how much NjTansit owns

  4. They also own the Lackawanna Cutoff that goes west through Jersey and crosses the Delaware into PA – the line of the Lackawanna Railroad from Hoboken to Scranton and way beyond – through the Poconos. They do plan to rebuild it (Conrail ripped out many miles of tracks and sold it off) – one of these centuries. Actually, they probably average a couple miles a year as they extend towards the river, but properly rebuilding it could get many commuters off of buses on I80 and onto trains.

  5. I’m all for reactivating disused NJ Transit lines, and especially creating a solid intra-state system (not all passengers are traveling to NYC or Philly).

    For any of these to work, and to ensure the development we’re seeing succeeds, it’s crucial we fund and fast track (pun intended) the Gateway Tunnel, or the ARC Tunnel. Just do it. We lost years thanks to Christie (the ARC Tunnel would be open now if on schedule) and Trump’s not being supportive of the latest iteration.
    NJ is screwed if we don’t get the Tunnel underway. And not just us – all Northeast corridor/Amtrak traffic. Newark Airport’s rail access. Commuters. NYC loses an point of egress if an evacuation ever needed. Unlike tax cuts to the rich, there would be a trickle down effect for bus commuters and motorists throughout the region.

    The GOP is rarely a fan of mass transit – Republican Governors Scott (Florida), Walker (Wisconsin) and Kasich (Ohio) all declined high speed rail funds and the resulting jobs in their state. That’s what we’re up against, but at least now NJ has Gov. Murphy who seems to be an ally in this effort.

  6. I actually walk these tracks and wondered what it would be like to see a train go by , i think if they restored these tracks it would be alot easier to get to montclair ,


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