Dunellen station
| Company type | NJ Transit rail station |
|---|---|
| Industry | Public transportation |
| Headquarters | Dunellen , United States |
Area served | Middlesex County, New Jersey |
| Products | Rail transport services |
Dunellen serves as a station on the Raritan Valley Line operated by NJ Transit and is uniquely positioned as the sole stop along this route within Middlesex County, New Jersey. The facility includes a staffed ticket office, a modest waiting room, and two tracks accompanied by dual side platforms elevated on a substantial embankment.
Train operations commence early in the morning and continue until midnight. Passengers benefit from automated ticket kiosks and a computerized voice system that provides updates on train arrivals.
Battle over grade crossings (1922–1950)
From the beginning of the railroad's existence, the Central Railroad of New Jersey (CNJ) tracks intersected Dunellen at street level, which raised concerns about both safety and traffic congestion. Starting in April 1922, local officials urged CNJ to improve the crossings at Washington Avenue (later known as CR 529) and Prospect Avenue to enhance safety measures and traffic flow. The community sought either tunnels or bridges, estimating the expense around $40,000—significantly less than a comparable $75,000 project undertaken in nearby Westfield—though funding was unavailable. While the railroad acknowledged possible future removal, the State Public Utilities Commission required formal petitions from residents before proceeding, causing delays.
Renewed interest emerged in 1929 when CNJ announced plans to begin construction by 1931 following similar projects completed in Cranford and Elizabeth. These plans featured two new depots and efforts to beautify North Avenue (NJ 28). By 1935, proposals expanded to address four crossings, including those at Grove and Pulaski Streets. In 1937, borough leaders appealed for state financial assistance, highlighting an increase in accidents while noting that the railroad was not legally liable.
In 1943, the Board of Public Utilities (BPU) recognized the project but postponed it due to World War II constraints and an estimated cost of $2.45 million. By 1946, projected expenses escalated to $3.6 million without available federal or state funding; BPU indicated no immediate plans for action. In 1947, members of the planning board suggested removing two of five crossings—specifically Washington and Prospect Avenues. The following year, a borough committee pointed out that failure to eliminate grade crossings impeded economic growth south of the rail line; however, BPU cited CNJ’s financial difficulties as an obstacle.
In early 1949, frustrated community members launched a petition campaign gathering 1,500 signatures demanding progress. The Dunellen Lions Club stressed that neighboring towns had successfully addressed similar issues and emphasized that removing grade crossings was critical for public safety and commercial expansion. While an alternative plan to widen Washington Avenue was discussed, it failed to resolve the fundamental problem.
By 1950, both local and county planning boards endorsed elevating the tracks rather than constructing tunnels to remove crossings. Although studies continued, CNJ proposed installing automatic gates instead of full grade separation—a solution opposed by Mayor Albert Roff who advocated for complete removal. On June 20, 1950, Dunellen’s borough council took a leading role in championing grade crossing elimination with backing from planning boards and prepared to engage with BPU commissioners. They noted that CNJ now possessed funds for this initiative. Despite community urgency and plans for shared costs between state and railroad, BPU once again deferred action.
Passing of William Pangborn and Subsequent Developments (April 1951)
On April 3, 1951, a Central Railroad of New Jersey (CNJ) drill train collided with three youths—17-year-old William Pangborn, 15-year-old Wilburn Forner, and Robert Reuter—at the Washington Avenue grade crossing. Pangborn was killed instantly. The boys had been waiting to cross after a westbound freight train had passed. The noise from the freight train prevented them from hearing the approaching drill train. Reportedly traveling at approximately 4 mph, the drill train derailed upon impact, obstructing the crossing for about an hour. This incident raised concerns regarding the train’s speed and existing safety protocols.
Dunellen Police Chief Joseph Tarpey indicated that the drill train’s locomotive was not equipped with a whistle and that the watchmen stationed at the crossing did not hear the accident occur. Railroad personnel were assigned only to the eastbound signal tower, which limited visibility on the westbound side. Additional staff at ground level were present solely during peak traffic periods. Chief Tarpey drew attention to similarities with a fatal collision in 1942 at a nearby crossing and underscored persistent issues related to grade crossing safety.
Forner sustained injuries requiring hospitalization; Reuter escaped without physical harm but was visibly shaken. The community gathered for Pangborn’s funeral on April 6.
In response, the Dunellen Lions Club, which had previously collected a petition in 1950 bearing over 2,200 signatures, convened promptly to address the matter. They considered various remedies such as building a pedestrian overpass or relocating the station further east. Borough officials learned that elevating the tracks and eliminating all grade crossings within Dunellen and adjacent Plainfield would entail an estimated cost of $15 million, with 85% of funding anticipated from the state and 15% from the railroad company. CNJ Vice President A.C. Tosh expressed support for measures aimed at removing grade crossings.
The railroad explored options to reroute freight traffic to minimize blockage at Washington Avenue and Prospect Avenue crossings, locations notorious for causing traffic delays exceeding state-mandated limits. The borough requested deployment of watchmen during school dismissal times to enhance pedestrian safety.
Dunellen authorities appealed directly to Governor Alfred E. Driscoll for assistance, citing lack of progress since 1948. A public meeting scheduled for April 9 sought to mobilize residents in support of a renewed petition to the Public Utilities Commission. Key concerns included protecting students during lunch breaks and calls for increased police presence at crossings. The Parent-Teacher Association committed to participating actively in forthcoming council discussions.
On April 6, the Dunellen Elks Club called for a grand jury investigation into both the recent accident and ongoing hazards at grade crossings, forwarding formal resolutions to state officials and railroad management. Mayor Roff reported backing from more than twenty local organizations and warned of potential direct action should their demands remain unaddressed.
By April 9, no response had been received from Governor Driscoll. The Plainfield Courier-News reviewed decades of proposals aimed at grade separation in Dunellen, including unexecuted plans for bridges over Washington and Prospect Avenues. Historical incidents included a fatality in 1942 and a serious injury in 1949 linked to unsafe crossing conditions. The reopening of Camp Kilmer was anticipated to increase military vehicle traffic through these crossings, compounding risks already heightened by heavy industrial commuter flows.
During an April 9 public hearing, Mayor Roff reiterated intentions to intensify advocacy efforts if regulatory authorities failed to act. The Parent-Teacher Association emphasized the need for solutions preventing Whittier School students from crossing tracks unsafely. Community members suggested imposing speed restrictions on trains passing through Dunellen; however, proposals such as constructing wooden pedestrian bridges were rejected due to safety considerations. Reports also highlighted unsafe conduct by watchmen who permitted pedestrians to bypass gates while trains were stopped on tracks.
Public hearings and authorization (May 1951–June 1952)
On May 7, Mayor Roff sanctioned a $1,000 emergency fund to conduct a study on Dunellen’s grade crossings, gathering 18 hours of daily traffic statistics to support an appeal before the Public Utilities Commissioners. Councilman James Markle, alongside Police Chief Norman Schuyler, organized police patrols at critical intersections to enhance safety, with community efforts successfully reducing jaywalking incidents.
By June 19, the borough had assembled 25 years of accident records, including 11 fatal incidents, in preparation for the Public Utilities Commission (PUC) hearing scheduled for June 27. The crossing elimination committee—consisting of Morecraft, Miller, Piddington, Markle, and borough attorney Handelman—led the public presentation. Prosecutor Matthew Melko reported no criminal charges against the railroad following a recent accident, attributing the cause to student trespassing.
During the June 27 hearing, borough representatives emphasized safety hazards and traffic congestion caused by trains blocking crossings, which impacted emergency vehicle response times and daily commuter flow. The PUC arranged a subsequent meeting on September 26 to examine comprehensive elimination proposals with CNJ officials. Mayor Roff expressed confidence about finalizing an agreement by that date.
The September session was deferred until November 14 due to objections from Plainfield concerning a required additional bridge for train storage expansion. On November 14, CNJ introduced a $6 million plan—down from an initial $15 million estimate—to raise tracks by 16 feet and lower roads by 3 feet along a three-mile segment, removing four Dunellen crossings plus one in Plainfield. Some roadways would be closed off rather than provided with underpasses; relocation of the Dunellen train yard was included. Mayor Roff supported this plan.
The November meeting was postponed to February 6, 1952, amid Plainfield’s reservations about constructing an extra Richmond Street bridge to accommodate freight yard enlargement. CNJ President Earl Moore clarified that diesel locomotives would be stored outdoors without building a new roundhouse and no additional property acquisition was necessary. Both railroad and municipality agreed on the possibility of future bridge replacement.
The February 6 session was delayed again as CNJ sought permission to reduce service at stations near Dunellen due to yard expansion; eleven trains would now originate from Plainfield station. Plainfield requested widening the Richmond Street bridge to prevent traffic congestion and later broadened objections to all city bridges. Despite Dunellen’s opposition, the PUC accepted Plainfield’s participation.
At the February 20 hearing, Plainfield opposed service cuts at Grant Avenue and Clinton Avenue stations—measures approved by Dunellen. CNJ proposed express trains would stop at these stations as compensation. Relocating the yard west of Dunellen was considered prohibitively expensive. Plainfield estimated the new bridge cost at $230,000—less than combined expenses for yard relocation and bridge construction. The PUC recessed pending decision.
On June 19, 1952, the PUC authorized elevating tracks through Dunellen at an estimated $6.7 million over three years, targeting project completion by June 1955. The plan involved abandoning the Dunellen yard and installing two elevated platforms at Dunellen station; Rock Road in Plainfield would feature a clearance of 14.6 feet. The railroad was instructed not to reduce service at impacted stations; proposals for wider bridges in Plainfield were rejected except for approval of the Richmond Street bridge expansion. Construction bids were due by February 28, 1953.
Mayor Roff expressed gratitude to all participants—including late former mayor Alvah Skinner—for advancing grade crossing elimination initiatives. He highlighted that this project would remove traffic backups affecting approximately 8,800 vehicles daily passing through Dunellen’s crossings.
Construction (June 1952–1955)
The Public Utilities Commissioners, together with the railroad, secured $6.7 million to fund the grade crossing elimination initiative, with the state covering 85% and the railroad contributing 15%. A comparable proposal in Passaic was rejected due to financial limitations. There were apprehensions about possible strikes in the steel sector or steel requisition for military purposes. At the same time, the CNJ removed additional crossing guards that had been installed following a previous incident. In October 1952, CNJ dismantled Dunellen’s roundhouse from the 1870s as part of transitioning to diesel locomotives.
In March 1953, CNJ attempted to sell the Dunellen depot property for commercial use, receiving a top bid of $83,150 from William Piness, representing investors planning single-story commercial buildings. The borough declined to purchase the site due to lack of funds and deferred to private developers.
Later that month, the state solicited bids for constructing a new three-story brick signal tower in Plainfield at an estimated cost of $30,000. Construction commenced in August 1953, replacing the existing Berckman Street tower.
By July 1953, J.F. Chapman and Son started grading and filling work for a temporary three-track main line between Middlesex Borough and Plainfield. In August, Construction Service Company was contracted to build a Richmond Street bridge utilizing Bethlehem Steel components. Grading for the new passenger yard was nearly finished. Plans were also progressing for a new eastbound station in Dunellen, with construction targeted for April 1954.
Early in 1954, Washington Avenue was temporarily closed to facilitate track installation. Mayor Joseph Morecraft addressed concerns about parking during construction and explored options to acquire land for additional parking spaces. Meanwhile, Plainfield approved plans for building a Rock Road bridge scheduled to begin in October 1954.
In February 1954, legal proceedings concluded with CNJ paying $22,800 in damages related to a train accident lawsuit.
By May 1954, the 1905 Dunellen signal tower was torn down as work on temporary tracks neared completion. CNJ awarded contracts exceeding $1.6 million for grading, filling, constructing abutments, culverts, retaining walls, and bridges along the new right-of-way stretching through Middlesex, Dunellen, and Plainfield.
In September 1954, both Rock Avenue and Washington Avenue crossings were closed to allow bridge construction. The first girder weighing 60,000 pounds was installed on the Washington Avenue bridge in mid-September. Two tracks were anticipated to be operational by mid-November with completion of a third track expected by June 1955.
On January 24, 1955, the inaugural train traversed the newly built Washington Avenue bridge; full track service commenced on March 3 with plans to remove old rails by September. Grade crossings were permanently closed on September 29 as Dunellen’s new station reached approximately 75% completion and included provisions for a potential fourth track.
The elevated Dunellen station officially opened on December 10, replacing the previous depot that posed fire hazards. The station featured a pedestrian tunnel linking eastbound and westbound platforms along with ticketing offices and restrooms. Paving work including that on Rock Avenue bridge was planned for early 1956. The Washington Avenue underpass opened on December 16; the Prospect Avenue underpass was projected to be completed by Christmas Eve 1955.
Station layout
This station consists of two low-level side platforms alongside a pair of tracks. The platform for inbound trains measures long, while the outbound platform extends long; each is designed to fit four train cars.