Ramsey station (NJ Transit)

Ramsey station
Company type	Train station
Industry	Rail transport
Founded	1848-10-19
Headquarters	Ramsey, New Jersey, United States
Products	Passenger rail service

Ramsey is one of the two train stations managed by New Jersey Transit within the borough of Ramsey, situated in Bergen County, New Jersey, United States. Positioned on both the Main Line and the Bergen County Line, this station is informally referred to as Ramsey – Main Street since the inauguration of the Ramsey Route 17 station to its north in 2004. The facility includes a pair of low-level side platforms.

Railroad service commenced in Ramsey—then part of Hohokus Township—on October 19, 1848, making it one of the initial two stations in the vicinity. Another station named Westervelt's served the area near the Westervelt–Ackerson House. The service began with the Paterson and Ramapo Railroad, which linked Jersey City to Suffern and connected with the Erie Railroad main line. The original depot was constructed on property donated by local landowner Peter J. Ramsey. Later, the Erie Railroad, which assumed operations, erected a new station building in 1868.

History

The establishment of the Paterson and Ramapo Railroad in 1848 traversed lands owned by Peter J. Ramsey in Franklin Township. Ramsey contributed land for the first neighborhood railroad stop, initially called Ramsey's, with the inaugural train arriving on October 19, 1848. This railroad development also spurred the creation of a post office in the area. After Ramsey passed away in 1854, William Pullis took ownership of the land and subsequently sold 22 acres to businessman John Dater, who developed commercial buildings near Ramsey's station. Additionally, David Valentine constructed a hotel nearby.

During the 1840s, the Paterson and Ramapo Railroad played a crucial role in expanding Bergen County’s strawberry farming industry by facilitating shipments to New York City through Piermont. In 1847, special trains carrying nine freight cars and two passenger cars transported strawberries to markets in New York City. Urban demand from places such as Paterson and Newark surged quickly. By the following decade, Ramsey and adjacent Allendale had become leading centers for strawberry cultivation locally, surpassing production levels in Hackensack.

After the conclusion of the American Civil War, the Erie Railroad, which operated the Paterson and Ramapo line at that time, introduced white-painted wooden boxcars specifically for transporting strawberries at both Allendale and Ramsey stations. Nevertheless, Erie’s encouragement of other regions for strawberry farming alongside residential growth eventually pressured Bergen County’s market. By the 1870s, key strawberry production shifted to areas like Maplewood and Irvington.

In 1899, as part of an expansion project adding two more tracks eastward from Ridgewood Junction toward Suffern, New York, the Erie Railroad relocated both Ramsey and Ridgewood depots to accommodate this development.

1927–1930

In April 1927, a proposal was made by Ramsey to expand Main Street by 20 feet, extending from the Erie Railroad crossing to Finch Plaza. The Borough Council resolved that the expenses would be borne by municipal taxpayers rather than property owners. Two separate plans were introduced to remove the Main Street grade crossing: one involved creating dead-end streets, and the other suggested constructing a railroad overpass similar to the one in Ridgewood.

During an August meeting, the Ramsey Citizen's Association requested further details on the railroad’s intentions before lending support to any street widening plans. By November 1927, with minimal progress from the railroad company, the Association established a committee focused on enhancing the station plaza. They highlighted that the aging buildings surrounding Ramsey station negatively affected the borough’s appearance. Local figures Charles Finch and Edgar DeYoe expressed willingness to back demolition and redevelopment efforts that would include new parking facilities and retail outlets.

Toward the end of 1927, Main Street was successfully widened between Finch Plaza and the North Jersey Rapid Transit tracks. However, plans to extend this widening closer to the railroad crossing were deferred until spring 1928 due to an increased project scope. Early in 1928, the Citizen's Association initiated discussions with the railroad about removing the grade crossing and constructing a new depot. Their January meeting concentrated on advancing these objectives.

By March 1928, over fifty potential improvements for Main Street had been reviewed by the borough council, but they awaited clear direction from the railroad. With no progress reported by February 1929, the council proposed organizing a meeting with railroad representatives to clarify their intentions.

1931 hearings

In January 1931, preparations were underway by Ramsey Borough Council for a New Jersey State Public Utilities Commission (PUC) hearing scheduled on February 11 concerning statewide grade crossing eliminations. Borough Engineer James Conklin and county engineers deliberated two primary options for addressing the Main Street crossing: lowering the tracks or constructing an underpass beneath them. On January 30, Conklin facilitated discussions between county officials and Erie Railroad representatives.

Bergen County identified the Main Street crossing as its 28th busiest location, with 114 trains causing traffic delays totaling 211 minutes daily. Nevertheless, state priorities focused first on removing crossings along main lines, which relegated Ramsey’s project to 12th place within the county.

Officials in Ramsey preferred lowering the railroad tracks but acknowledged this solution would only provide limited relief in the short term. They suggested building an overpass either for Erie Railroad or for Main Street itself, linking Mechanic and Prospect Streets. Bergen County favored this approach over fully depressing the tracks. The PUC decided to postpone the hearing until March 16.

At that March session, the railroad opposed track depression due to its high expense. The borough presented alternative proposals such as a ramp near Carroll Street and a Main Street overpass; however, some community members expressed concerns that these changes might decrease property values.

Prior to a second hearing on April 9, Ramsey representatives—including Conklin, Mayor John Sullivan, and Borough Attorney Walter Weber—prepared two bridge proposals located north and south of Main Street but left ultimate decisions to be made by the railroad company.

On August 27, the PUC announced plans to eliminate sixteen crossings at a combined cost of $3,481,580, designating $300,000 specifically for removing Ramsey’s Main Street crossing.

Delays

Although the Public Utilities Commission (PUC) issued an order, on October 21, 1932, it was announced that construction at the crossing would be postponed for a minimum of one year. The PUC shifted its focus to prioritizing the Route 2 crossing instead. Since the Main Street crossing already featured round-the-clock gate supervision, the railroad was not mandated to remove it. Financial constraints were significant, as the railroad was unable to finance half of the grade crossing elimination expenses.

Advancement on the Route 2 crossing proceeded slowly throughout 1933. During a hearing held on September 27, the closure of the Island Road crossing in Ramsey was discussed due to the new Route 2 bridge rendering it obsolete. Residents of Ramsey opposed shutting down Island Road, emphasizing the absence of pedestrian pathways on Route 2 and insisting that Main Street crossing be eliminated while keeping Island Road operational. Despite these objections, Island Road was closed following completion of the Route 2 bridge.

Work recommenced on December 11, 1934, when Ramsey Borough Council and Mayor Sullivan responded to concerns from the fire department about Main Street crossing hindering emergency vehicle access. They investigated potential funding through Public Works Administration (PWA) grants for grade crossing removal and notified the railroad of these issues. The PWA indicated that no funding was guaranteed but suggested possible future assistance contingent upon Congressional appropriations. The railroad contended that engineers were unable to halt trains quickly enough to clear crossings for emergency vehicles.

In February 1935, Erie Railroad consented that engineers would clear the Main Street crossing when stopping at Ramsey station under fire department supervision. Nevertheless, by March, numerous violations occurred, with Chief William Winter reporting infractions to the Borough Council. The council pressured Erie Railroad as fire commissioner Alex Mitchell highlighted incidents where trains obstructed emergency vehicles responding to fires. Erie officials cautioned engineers they faced wage suspensions if crossings remained blocked.

Complaints continued through October 1935, leading to renewed appeals from the fire department urging Mayor Dwight Little to resolve train blockages at Main Street crossing.

In September 1935, Emmett Drew informed Ramsey that Main Street crossing was excluded from forthcoming federal funding projects because Erie Railroad had exhausted its 1936 allocation but would be considered for subsequent funding rounds.

Revival after World War II

Plans to remove the Main Street crossing were delayed throughout the early 1940s. In January 1945, the Public Utility Commissioners identified Main Street among twelve county crossings slated for elimination, with an estimated cost of $300,000. By early 1946, ongoing problems with Erie Railroad blocking the crossing and neglecting to sound whistles as required led to renewed complaints from borough officials.

A Public Utilities Commission hearing on April 23, 1946, attended by Mayor Franklin Haring and Borough Attorney Romeo Napolitano, dismissed earlier data from 1931 and requested updated statistics. At a June 18 hearing, borough representatives reported daily figures of 2,000 pedestrians, 4,000 vehicles, and 70 trains; railroad officials provided slightly higher numbers. Average daily delays reached 75 minutes with blockages lasting up to eight minutes. Engineer Conklin proposed constructing an underpass rerouting traffic from Main Street near the fire station to Central Avenue. The projected cost for eliminating the crossing increased to $400,000, split equally between New Jersey and the railroad.

During a Borough Council meeting on November 26, Napolitano noted Erie Railroad’s opposition to all borough proposals. Three plans ranged in cost from $349,000 to $560,000; Erie argued it would gain only a five percent benefit despite bearing half of the expenses.

On August 5, 1947, approximately two hundred residents gathered at Ramsey High School to discuss reviving plans for widening Main Street and removing the crossing. However, local residents opposed Conklin’s designs and preferred establishing a new crossing at Prospect Street. A subsequent meeting on August 12 revealed opposition citing potential dangers to children from increased traffic near Prospect Street and concerns that eliminating Main Street’s grade crossing would harm property values and isolate the business district—similar effects previously experienced in Allendale and Waldwick. Mayor Haring and former Mayor Sullivan supported holding a referendum on the issue of the Main Street crossing.

West parking area discussions (1947–1950)

As the Erie Railroad’s commuter parking needs in Ramsey increased, the borough pursued expanding available spaces. In September 1947, Police Commissioner Chester Smeltzer secured an agreement with local publisher John Dater to utilize a 190-foot stretch south of the Erie station for a new lot designed to hold between 150 and 175 vehicles. The borough agreed to lease this land at a nominal fee of $1 annually and planned to upgrade Cleveland Street for improved access. Smeltzer also suggested designating one existing lot exclusively for shoppers instead of commuters.

By October 1947, proposals outlined a parking area accommodating 125 cars on Dater’s property, although Dater declined to grant an easement permitting future Maple Street access. The borough intended to level the lot in 1947 and repave it in 1948. Mayor Franklin Harding sought cost estimates for construction, while Smeltzer announced that Depot Plaza would be closed to parking due to safety concerns related to train operations.

Progress halted in December 1947 when Dater insisted on fulfillment of a prior agreement involving intersection improvements near his land and clearing debris from a drainage ditch. The Borough Council consented to waive the intersection work but continued negotiations about ditch maintenance. Dater withheld his signature until May 1948 amid ongoing disputes within the council over delays and obligations. Work began at Wyckoff and Woodland Avenues in late May 1948, with drainage clearing completed by month’s end, pending finalization of realignment efforts.

In July 1948, Erie Railroad agreed to assist with grading and surfacing Dater’s lot but declined proposals to lower and resurface Station Plaza for integration with the new parking space. A protective curb was planned to prevent vehicles from encroaching on the tracks. Smeltzer directed legal action aimed at securing Dater’s agreement.

Following over a year of negotiations, construction started in December 1948 under Road Commissioner William Halsted’s oversight. The lot was finished by 1949 except for lighting on its southern side, which required further arrangements with Dater. By August 1950, Rockland Power and Light had installed electrical wiring to illuminate the lot, completing this phase of expansion.

East parking area and station plaza (1950–1952)

Despite the addition of the new lot, Ramsey still faced parking shortages. In July 1950, a proposal surfaced to widen Spruce Street between East Main and Carol Streets to provide shopper parking; however, it was rejected because of high costs—approximately $80 per space for 35–40 spots—and concerns about its distance from the commercial district.

Attention then shifted toward creating additional parking lots. The existing lot between East Main and Church Streets was leased on a month-to-month basis and slated for replacement after being sold for supermarket development. To offset this loss, plans were made for a new parking area east of the Erie Railroad tracks. Negotiations began with local landowner John Dater for space accommodating 130–150 vehicles. After Dater’s death in December 1950, discussions continued with his son, John Dater Jr., who in early 1951 offered two parcels valued at $14,500, including land that would facilitate traffic flow onto Maple Street.

By April 1951, the borough committed $30,000 toward purchasing properties on both sides of the tracks and upgrading drainage systems. The plan included relocating the northbound station platform south of Main Street, moving a freight shed westward, and removing a freight spur—actions that would free up room for approximately 200 additional parking spaces. However, plans to widen Mechanic Street were deferred due to budget limitations.

In August 1951, borough officials reached an agreement with Erie Railroad representatives covering removal of the freight spur, shifting the eastbound platform south of Main Street, transferring railroad maintenance responsibilities for Station Plaza to the borough, lowering the plaza grade to street level, and opening exits onto Maple Street. These modifications aimed at significantly increasing parking capacity.

Meanwhile, Ramsey maintained a monthly lease on property designated eventually as the post office parking lot until new facilities were completed. By September 1951, bids were solicited for drainage work involving installation of pipes and catch basins; some bids were rejected without explanation.

By November 1951, land acquisition involved a three-way exchange among the railroad, Dater Jr., and the municipality. This included parcel swaps adjacent to the tracks and relocating the firehouse from North Central Avenue to Maple Street. The old firehouse was slated for transfer to the railroad despite being owned by the Fire Department Association.

At year-end, agreements were finalized regarding removal of the freight spur and shed as well as relocating platforms with railroad approval in order to lower parking lot grades and install curbs. Ramsey also negotiated payment of $11,500 to Dater Jr. for his late father’s land. Additionally, resident Rachel Goetschlus offered 17 acres intended for expanding Mechanic Street parking facilities.

Mayor Smeltzer resigned in February 1952 but confirmed ongoing talks with Erie Railroad engineers in Cleveland concerning platform relocation amid rumors that plans might be rejected. In April 1952, Borough Council addressed community concerns about delays; officials reassured residents that railroad commitments remained firm despite weather-related setbacks. Construction on the new parking lot commenced by late April.

Negotiations regarding station improvements continued: the borough requested full-canopy shelters on northbound platforms along with drainage enhancements. Although Erie Railroad did not include moving the freight shed in revised plans, its removal appeared likely. The council accepted Erie Railroad’s updated terms and allocated additional municipal funding.

The enhanced station plaza and expanded parking facilities opened in December 1952 featuring lighting installed by Rockland Electric Company and a newly established taxi stand. Parking restrictions limited use exclusively to commuters; access from Main Street was converted to one-way traffic to improve flow, while commuter parking was eliminated from the post office lot.

Restoration (1978–1982)

In August 1978, Louis Gambaccini, then New Jersey State Transportation Commissioner, put forward a proposal for Conrail to sell 11 train stations in Bergen County, allowing municipalities to lease them at a nominal rate of $1 annually. By February 1979, Ramsey’s Mayor Emil Porfido advocated transforming the 1868-built station depot into a multi-use community center catering to seniors, youth activities, health services, ticketing, and concessions. However, by April, it became evident that the depot required substantial refurbishment before it could serve these new functions.

In November 1979, Porfido announced that state funds had been secured to construct a new parking facility on North Central Avenue aimed at reducing traffic congestion along Route 17. This development was prompted by plans for a convenience store on Route 17 that would reduce available commuter parking. The proposed lot was designed to initially provide between 160 and 190 free parking spaces. The existing parking area on Route 17 was closed in December, and by March 1980, a new bus rider lot commenced operations at the Ramsey Industrial Mall. Federal funding was anticipated shortly to support the North Central Avenue project.

On September 10, 1980, Porfido confirmed a lease agreement with the state to occupy the depot for $1 per year, coupled with allocated state finances for necessary renovations. The planned improvements included repairing the slate roof, replacing gutters, repainting, installing new lighting fixtures, resurfacing and extending platforms, and creating a commuter parking area capable of accommodating 60 vehicles. This $60,000 initiative—based on 1980 dollars—was financed through a transportation bond issued in 1979 and carried out by Conrail subcontractors. The renovation also featured the addition of two restrooms and relocating the ticket office to better integrate community center activities. Bids for constructing a 175-space parking lot on the 2.6-acre North Central Avenue site were scheduled for late September 1980.

In November of that year, NJ Transit’s Board gave approval for renovations at both Ramsey and nearby Park Ridge stations. By July 1981, construction of the parking lot and depot upgrades was completed. A formal dedication took place on July 9, where Gambaccini and NJ Transit Associate Executive Director Martin Robins presented a framed illustration of the restored station. At the same time, Conrail announced plans to remove tracks between Ridgewood and the New York state border.

In September 1982, Porfido received commendations from both the Bergen County Board of Freeholders and the Historical Sites Advisory Board in recognition of his efforts toward preserving the station depot.

Parking concerns (1994–2004)

In 1994, the Ramsey Borough Council voiced opposition to NJ Transit’s proposal to expand parking facilities at Ramsey station by adding 200 spaces. Council members argued that this expansion was excessive compared to Mahwah’s plan for only 100 additional spaces despite Mahwah having a larger population. Officials believed current parking provisions were adequate and expressed concerns that increasing capacity would exacerbate local traffic congestion.

As an alternative solution, Ramsey suggested constructing a new station near the Ramsey–Mahwah boundary adjacent to Route 17 with ample parking to relieve strain on both communities. NJ Transit dismissed this option due to its significantly higher projected cost—approximately $12 million compared with $4 million for expanding the existing lot. Despite Ramsey’s apprehensions about traffic impacts and opposition from local leaders, NJ Transit proceeded with plans for a 300-space parking lot on North Central Avenue.

Key Ramsey officials including Mayor John Scerbo and Councilman Joseph Pojanowski engaged state legislators to advocate for their preferred Route 17 station site featuring around 1,200 parking spaces while recommending closure of the downtown station. NJ Transit resisted these demands citing prohibitive land acquisition expenses and reluctance from the lumber yard owner to sell property; condemnation was considered but not pursued.

Throughout mid-1994, representatives from Ramsey and NJ Transit conducted joint site inspections amid ongoing discussions. By early 1995, Ramsey had gained support from neighboring towns such as Mahwah and Saddle River for the Route 17 station plan. Nevertheless, some local residents cautioned that relocating the station might negatively affect downtown businesses and worsen traffic congestion along Route 17.

Toward late 1995, more than 1,300 residents signed petitions opposing construction of the new parking lot. Ramsey officials met with state authorities and Bergen County Freeholders seeking alternative locations near Route 17 and Interstate 287 corridors. NJ Transit postponed decisions regarding land acquisition pending further evaluation.

By January 1996, NJ Transit agreed to develop the Route 17 station near Island Road at an estimated cost of $9.8 million but maintained that additional expansion of parking facilities within Ramsey—budgeted around $3.5 million—remained necessary. After resolving disputes over site jurisdiction between Ramsey and Mahwah officials, NJ Transit approved a comprehensive $25 million project in May 2002 encompassing a new train station and multi-level parking garage with construction commencing in October that year.

The facility known as Ramsey Route 17 station officially opened on August 22, 2004, providing enhanced commuter parking capacity and effectively addressing previous congestion challenges in the area.

Station layout and amenities

Ramsey station comprises two tracks served by low-level side platforms alongside two small high-level platforms, all accessible via the railroad crossing at Main Street. Parking facilities include three lots: the primary lot on Main Street accommodates 213 vehicles, including eight accessible spaces, with permit parking enforced during weekday mornings and afternoons, while evenings and weekends offer free parking; a secondary lot located at the intersection of Mechanic and Prospect Streets provides 152 spaces, five of which are accessible; and a third lot on North Central Avenue offers 175 spaces but does not have accessible parking. Additional station features consist of a ticket vending machine and bicycle racks situated near the station building.

This station, together with neighboring Allendale, Ho-Ho-Kus, and Waldwick, does not have any bus connections. Ramsey falls under NJ Transit fare zone 12, a zone it shares with the nearby Ramsey Route 17 station.

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