Montclair Heights station

Montclair Heights station

Company type	New Jersey Transit rail station
Industry	Public transportation
Founded	1874
Headquarters	Montclair, New Jersey , United States
Area served	Montclair Township, New Jersey
Products	Rail transport services (Montclair–Boonton Line)

Montclair Heights—also labeled as Montclair Heights–Home Of Montclair State University—is a New Jersey Transit stop situated in the Montclair Heights neighborhood within Montclair Township, New Jersey. Positioned along the Montclair–Boonton Line at the level crossing of Normal Avenue (CR 618), this station accommodates trains traveling to six destinations: two heading eastbound (New York Penn Station and Hoboken Terminal) and four traveling westbound (Montclair State University, Dover, Lake Hopatcong, and Hackettstown station). Depending on the direction of travel, Montclair Heights serves as either the first or last of six stations within the township. The subsequent westbound stop is Montclair State University in nearby Little Falls, while eastbound trains proceed to Upper Mountain Avenue.

The facility includes two low-level platforms equipped with mini-high sections at their southern extremities, two ticket vending machines, and a parking area with 67 spaces adjacent to the westbound platform. Primarily catering to students attending Montclair State University, located northeast of the station, ownership has remained with the township since 1983.

Established around 1874 alongside the Montclair Railway, which preceded the New York and Greenwood Lake Railway, the station underwent reconstruction by the Erie Railroad in 1905 and was relocated from Mount Hebron Road to Normal Avenue. The original depot succumbed to a suspicious fire on March 21, 1970. Subsequently, a shelter was erected in April 1971, refurbished in 1982, and ultimately replaced by the current structure in 1998.

Prior to the inauguration of the Montclair State University station, Montclair Heights served as a transfer hub for westbound services continuing to Dover and Hackettstown along the Montclair–Boonton Line. This arrangement existed because diesel-powered trains operated on routes beyond Montclair Heights to northern destinations, whereas electric trains ran eastbound to New York Penn Station. Diesel locomotives are prohibited from using the North River Tunnels beneath the Hudson River, necessitating this transfer.

Station layout and service

Located on Normal Avenue within Montclair, Montclair Heights station comprises two platforms. The inbound platform features a shelter, two ticket vending machines, and mini high-level sections designed for accessibility. On the outbound side, there is a township-managed parking lot offering 67 spaces, including four designated ADA-compliant spots. Parking fees are set at $5 per day or $300 for monthly permits, valid Monday through Saturday.

Service

Serving the Montclair–Boonton Line, this station provides routes eastward to New York City's Penn Station and Hoboken Terminal, as well as westward connections to Montclair State University, Dover, Hackettstown, and Lake Hopatcong station.

On weekdays, service commences with the earliest inbound train departing Montclair State University at 5:14 am en route to Penn Station; the first train bound for Hoboken arrives at 6:36 am. The final inbound train reaches Hoboken Terminal at 11:17 pm. Outbound trips begin at 6:27 am toward Montclair State University, with later departures heading to Dover (2:43 pm) and Hackettstown (5:15 pm). The last outbound train leaves at 1:20 am. Weekend service is typically unavailable except during holiday periods.

Bus connections

While Montclair Heights does not have bus stops directly at the station, nearby locations such as Montclair State University and Valley Road offer access to several New Jersey Transit routes. These include route 28, which travels to Newark Penn Station and Willowbrook Mall; route 191, serving the Port Authority Bus Terminal and Willowbrook; and route 705, connecting Passaic and Willowbrook. Additionally, DeCamp's 66 bus provides service to New York City. Montclair State University's Route A shuttle also operates daily, stopping at the station.

Opening

Rail service at Montclair Heights commenced on January 1, 1873, with the inauguration of the Montclair Railway, a segment of the New York and Oswego Railway running from Jersey City through multiple counties in New Jersey. At Pompton Plains station, this line linked with the main New York and Oswego route. In the late 1870s, the railroad was acquired by the New York, Lake Erie and Western Railroad, which rebranded it as the New York and Greenwood Lake Railway.

The initial Montclair Heights station was constructed by 1874 near what is now Mount Hebron Road on land owned by the North Jersey Land Company. It was the fifth stop heading northbound in Montclair, situated at the intersection of Mount Hebron and Carlisle Roads. The track through Montclair Heights was expanded to double tracks in 1897. In 1905, a new Erie Type V irregular depot replaced the original station, positioned further north at Fifth Avenue (currently Normal Avenue). This wooden-frame building featured a slate roof and measured approximately , connected to a former passenger car repurposed as a freight house. The original depot from 1873–74 was torn down to allow space for additional sidings and a watchmen's tower.

In July 1905, an outbreak of glanders struck horses around Montclair Heights station, leading veterinarians to euthanize seven animals immediately and place many others under quarantine. The infection also spread to nearby locations including Great Notch station and the Cedar Grove Reservoir vicinity.

Normal School opening

In June 1907, tensions arose between Erie Railroad and New Jersey officials over constructing a new normal school at Montclair Heights. Contractor Fred Kilgus encountered difficulties when Erie Railroad withdrew from an agreement to build a railroad siding at Montclair Heights station intended to aid construction logistics. Although an understanding had been reached, no formal contract was signed for the proposed 1400 ft siding with a 3 percent grade. Erie Railroad initially requested payment but ultimately refused to construct the siding, compelling Kilgus to transport materials manually at an estimated cost of $3,000 (1907 USD).

The Montclair State Normal School officially opened on September 15, 1908, situated above Montclair Heights station. Principal Charles S. Chapin arranged with Erie Railroad for three daily train stops at Montclair Heights: eastbound trains at 8:50 am and 10:30 am, plus a westbound train at 8:13 pm—offering students convenient transit options. Education authorities in New Jersey expected significant student ridership from nearby Paterson, leading to special service between Little Falls and Montclair Heights. This included a trolley ride lasting about 25 minutes connecting those points, while direct train travel between Little Falls and Montclair Heights took approximately ten minutes.

1925–1926 consolidation proposal

In early 1926, Montclair explored the idea of establishing a new commercial district in the northwest area, specifically near Montclair Heights and the Mountain Avenue station, close to Carlisle Road. The initiative focused on a two-block segment of Carlisle Road and included plans for a new road west of the railroad tracks, situated between Mount Hebron and Normal.

Central to this proposal was the construction of a single station on Mount Hebron Road that would merge the existing Mountain Avenue and Montclair Heights stations. Unlike Montclair Heights, which lacked an inbound platform, this new station would provide two platforms and accommodate approximately 250 daily riders. The committee contended that maintaining both stations restricted growth: Mountain Avenue station caused traffic congestion on Upper Mountain Avenue, while Montclair Heights’ absence of a western platform limited residential expansion. The consolidated station was intended to stimulate development by easing these constraints.

However, opposition emerged swiftly. A letter published in The Montclair Times argued that the proposed business zone was a strategy to exclude businesses from Laurel Place and Valley Road. The author asserted that closing Mountain Avenue station would not transfer its 250 commuters to the new facility; instead, they would likely use Upper Montclair station. While about 100 Montclair Heights riders might switch to the new location, overall ridership would fall short of the committee's estimate of 350.

Property value concerns were also raised by detractors who warned that shutting both stations could diminish nearby real estate prices due to reduced accessibility. The letter emphasized that properties near train stations typically command higher prices and pointed out that relocating a stop half a mile away would impose longer walks for residents—approximately 15 minutes each way, amounting to nearly 300 additional minutes annually. Thomas Topping of 22 Glenwood Road, who had led opposition against similar proposals in 1925, vowed to continue resisting these plans.

Freedom Train stop

In 1948, the American Heritage Foundation organized the "Freedom Train", a traveling museum designed to celebrate American principles during what was called the "Year of Rededication." After Montclair was initially omitted from the train’s itinerary, local leaders responded by launching "Montclair's Freedom Truck," a bus carrying foundational documents that attracted nationwide attention. Subsequently, the Foundation invited communities to submit appeals for reconsideration.

On September 29, 1948, it was confirmed that the Freedom Train would arrive in Montclair on October 21 at Montclair Heights station, with visiting hours from 9 am until 10 pm. A local committee was formed to oversee related activities. By that point, the train had already stopped in 280 towns and attracted approximately 2.7 million visitors. Mayor Howard N. Deyo designated October 21–28 as "Montclair Rededication Week," aligning with the national campaign and encouraging community engagement. The Wellmont Theatre prominently displayed this announcement.

The train pulled into Montclair Heights station at 1:45 am on October 21 with seven cars in tow. Although organizers anticipated around 20,000 visitors, attendance reached only about 8,650 people, including students from nearby schools who were dismissed early to tour the exhibits. Mayor Deyo officially opened the ceremonies at 8:45 am; prior access was granted to local officials, scouts, and ticket holders. The displays featured significant American documents such as the United States Declaration of Independence, Bill of Rights, and original drafts of the Emancipation Proclamation.

At arrival in Montclair, the Freedom Train had covered approximately 34,688 miles across 48 states and made stops in 308 cities. Following its visit here, it traveled onward to Washington D.C. for maintenance before concluding its journey with final stops in Gettysburg, Pennsylvania and New York City.

Termination of Station Agency

In May 1959, the Erie Railroad put forward a proposal to shut down Mountain Avenue station, aiming to consolidate operations at Montclair Heights and Upper Montclair stations and achieve an annual saving of $6,000. A public hearing was arranged in Newark for May 18 to review this proposal.

By August, Erie submitted a request to eliminate the station agent position at Montclair Heights while intending to continue train stops at the location. Community opposition prompted Erie to maintain service at Mountain Avenue. The situation was complicated by the fact that the Montclair Heights depot also served as a postal substation, making agent removal more challenging. Erie suggested restricting depot operating hours to a narrow window from 7 to 9 am, primarily for commuter convenience.

At a September meeting of the Public Utility Commissioners, resistance emerged, with Montclair State College President E. DeAlton Partridge highlighting concerns about the impact on students, even though only a quarter of them used rail transit. The college requested special fare arrangements for students and additional train services but did not succeed. The United States Postal Service stated it had no official stance on the depot's future but noted that any closure or relocation of its substation would be necessary; relocating it to the campus was under consideration.

Following deliberations on September 12, the Commissioners deferred their ruling. Testimonies from Dean Leo Fuchs of Montclair State and local attorney Samuel Allcorn, Jr. conveyed community apprehensions.

In November, the Commissioners authorized the removal of the station agent role effective November 21. Subsequently, Postmaster Richard F. McMahon announced on November 20 that the postal substation would close without replacement, pursuant to an agreement between Erie officials and Allcorn. On that same day, Erie personnel dismantled the semaphore signal opposite the depot, officially ending agency operations there.

Fire in 1970 and Subsequent Replacement

In September 1968, Montclair officials requested that Erie Lackawanna Railroad remove any station buildings deemed unsafe or in disrepair. By March 1969, Erie Lackawanna identified Montclair Heights as the sole station fitting this criterion. The depot had drawn longstanding criticism over its poor condition, including boarded-up windows and locked entrances. The municipality proposed substituting the building with simple commuter waiting shelters—a plan backed by local Health and Building Departments.

In October 1969, Montclair’s Health Department lodged a formal complaint against Erie Lackawanna for failing to maintain Montclair Heights station adequately, citing hazards such as an exposed cellar staircase and a rodent infestation. Railroad attorney Vincent McGowan pledged to address these issues within one week; however, the town extended compliance deadlines until January 15, 1970. Meanwhile, negotiations were ongoing between Erie Lackawanna and Montclair State College regarding leasing the station building—a move McGowan indicated would resolve health concerns.

By February 1970, after implementation of pest control measures and sealing of openings by the railroad, authorities dismissed the complaint. Montclair State secured a lease for the depot at $1 per year with intentions to renovate it. The township also planned upkeep of surrounding areas and requested local bus operators to avoid parking with engines running nearby.

Tragically, on March 21, 1970, fire engulfed and destroyed the Montclair Heights depot after more than three hours of firefighting efforts; approximately $3,000 worth of stored equipment was lost in the blaze. Following insurance settlements, Erie Lackawanna intended to demolish what remained.

In November 1970, Erie Lackawanna petitioned to remove all remaining facilities at Montclair Heights instead of rebuilding them. Public Utility Commissioners held hearings in December 1970 and January 1971 concerning this request. During January’s session, representatives from both the railroad and township emphasized that commuters—numbering around 150 daily—were left without any amenities and noted potential funding from the New Jersey Department of Transportation could support construction of a new shelter. The Commissioners postponed their verdict at that time.

By March 1971—nearly one year after the fire—the Commissioners mandated that Erie Lackawanna erect a new commuter shelter at Montclair Heights by April 8. This solution was projected to save the railroad roughly $300 annually compared to maintaining a full station building.

Challenges with Leasing

In 1981, Montclair township received notice that, effective July 1, all remaining staffed station agencies—except for Watchung Avenue station—would be discontinued. This included those located at Upper Montclair and Erie Plaza/Montclair station. New Jersey Transit, responsible for operating the Boonton Line, planned to solely manage the opening, closing, maintenance, and insurance of these stations. They proposed that Montclair assume responsibility for maintaining all six stations, including Montclair Heights. Negotiations commenced by June, during which New Jersey Transit undertook renovations of the stations. By this time, Montclair Heights had been downgraded to a basic commuter shelter.

On July 20, 1982, Mayor Mary Mochary announced that the lease agreement was postponed pending resolution of drainage concerns at Montclair Heights. Local authorities acknowledged ongoing drainage improvements but expressed doubts regarding their adequacy. The resurfacing project was slated for completion by July 29.

By February 1, 1983, an agreement was reached between New Jersey Transit and Montclair officials on a decade-long lease covering all six stations. Under this arrangement, Montclair took over operations and maintenance of station facilities as well as parking management. Montclair Heights received a new shelter as part of an $800,000 investment allocated across the six stations.

Station Upgrades and Montclair Connection

In February 1997, New Jersey Transit authorized construction of a new Montclair Heights station featuring a 220-foot platform on the Hackettstown-bound track with a 20-foot canopy. Additionally, a Newark-bound platform was planned with a 200-square-foot waiting shelter and a 60-foot canopy. These platforms were predominantly low-level but incorporated mini-high sections to enhance accessibility. The project also included lighting upgrades with total expenditures amounting to $882,741 (1997 USD). Construction was finalized in 1998.

On August 13, 1999, work began on the Montclair Connection, designed to link the Boonton Line and Montclair Branch at Bay Street while electrifying the route up to Great Notch station. This development enabled direct train service from Montclair Heights to New York Penn Station. By September 2002, service consisted of five morning inbound trains to New York and three outbound evening trains; some peak services operated exclusively between Hoboken and Montclair Heights.

The updated service commenced on September 30, 2002. Montclair Heights served as the transfer hub between non-electrified and electrified sections of the line, resulting in at least ten additional minutes added to Hoboken commutes due to transfers. In September 2002, construction started on a new Montclair State University station in Little Falls intended to replace Montclair Heights as the diesel-to-electric transfer point. On April 28, 2003, this transfer moved to the still incomplete Montclair State University platform, leading to modifications in service patterns at Montclair Heights.

External links

• Normal Avenue Station - Google Maps Street View