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Introduction
One item of particularly immediate importance of the
Rahway Valley Railroad study is the Route 22 grade crossing. We have
inspected the crossing and pictures taken that day are included in
our file, and copies have been sent to Mr. Clark. The problem has
been discussed with Messrs. Clark and Davis of the Railroad in order
to obtain a history of the crossing and to determine the nature of
the problem in more detail. We have also met with local officials of
the State of New Jersey Department of Transportation (formerly the
Highway Department) to determine licensing and design
requirements.
Condition of
Crossing
Route 22 at the point of the crossing is a high
speed main artery for both car and truck traffic. The most recent
traffic county available from the State indicated approximately
70,000 vehicles per day using the highway in that vicinity. From the
rail side, normally only two movements a day are made over the
crossing. In each case, the train is "flagged" across at slow
speed.
Route 22 is a divided highway at this point with
approximately three lanes of pavement in each direction, and the
single track railroad crosses at approximately a right angle. The
three westbound (or northerly) lanes are in reasonbly good condition
at the point of the crossing. The track apparently was set in
concrete with blacktop being subsequently applied for resurfacing.
The blacktop has deteriorated badly and the surface of the concrete
shows some deterioration. There is one rail joint in the crossing
with is quite low.
The eastbound lanes (or southerly) are in much
poorer condition at the point of the crossing. It would appear that
this crossing is a combination of plank and bituminous filler. Based
on a review of railroad files and our discussions with Railroad
personnel, it would appear that repairing the blacktop is a
continuous maintenance function on almost a weekly basis.
Recommendation for Westbound
Crossing
Because of the apparently solid condition
of the westbound crossing, we suggest limiting work at that point to
removing the deteriorated concrete and bituminous surface and
repaving with a heavy-duty asphalt wearing course . The low joint is
not critical at train speeds but should be welded up and ground
smooth.
Recommendation for Eastbound
Crossing
Due to the poor condition of the
crossing, it is necessary to remove the paving material and the
track down to the ballast. The track should be rebuilt in
first-class condition using second-hand rail but all other materials
should be new. In order to insure permanence, it is suggested that
treated ties, 7" x 9" x 8'-6," and 100# or 112# rail be used.
Whereas the crossing is actually about 47 lineal feet of track,
sufficient work should be done on each side to insure that the
portion of track within the crossing holds in place. This would
require at least an additional 15 feet of new track construction on
each side of the crossing. Joints within the crossing should be
field welded by a thermite process.
The elevation of the railhead should be
such that it is approximately 1/4" higher than the grade of the
pavement through the crossing. At present it is approximately
2" below grade making a dip in the highway having set the railhead
at this elevation, it will probably be necessary to add some
blacktop to the highway on each side of the crossing to achieve a
uniform grade.
The selection of material for
repaving has been one of most difficult considerations at this
crossing. The American Railway Engineering Association
specifications for crossing materials under such traffic
conditions indicate a preference for either bituminous or fabricated
timber crossing. Neither the State engineers nor Railroad have
had any experience with fabricated timber crossings and are quite
uncertain as to their capabilities. Bituminous paving on the
other hand has shown a very poor life at this crossing and is also,
therefore, suspect. It is possible, of course, that if bituminous
were properly laid and to the proper elevation that the life of the
crossing would be extended over previous experience. In discussion
with the State engineers, however, they suggest that the only
material which has proven satisfactory for a crossing of this sort
and under these traffic conditions is Paving (or Belgian) Block.
They have provided a detail from a previous job using this paving
material. A comparison of paving costs with these three types of
material was made. Whereas the paving block has a much higher
initial cost, the long-term maintenance is very low. The bituminous
and timber crossings have a lesser initial cost but also have a
lesser anticipated life. Therefore, assuming the Railroad is to be
in existence for some years to come, we recommend use of Paving
Block for the surfacing
material.
Department of Transportation
Requirements
The local
engineers of the Department of Transportation were most
cooperative and helpful on this project. We are advised that
the State does not specify the crossing materials in any
manner. However, they do require that plans and specifications
be submitted in advance for their review. This had not been
required of the Rahway Valley Railroad in the past as previous
repairs to this crossing by the Railroad were made "due to
broken rail" and were, therefore, of an emergency nature. As
the present file indicates that this subject of repairing the
crossing was broached with the State in April, 1968, or
thereabouts, it would be difficult to claim an emergency at
this time. Upon application, the Department of Transportation
will provide a letter of license to make the necessary
repairs. This letter stipulates the various State
requirements.
Previously,
when repair work was done on the crossing, the State insisted
that it be done in off hours. Because of the nature of this
complete reconstruction and the feeling that it may be three
or four working days, the engineers indicate that the Railroad
could not be required to do that much work during off hours
but will be permitted to close half of the single-direction
lanes at a time. This means that much of the work could be
done on a straight time basis as opposed to te penalty time
paid previously. This is from informal discussion and we have
no commitment to this effect.
Progressing Project
At present the
Railroad has requested and received two proposals for
replacing the crossing of the eastbound lanes. There is a wide
difference in cost but the proposals are not on comparable
work. In any event, both would seem too high. Presumably this
reflects the contractor's provision for performing the work at
penalty time rates for labor. We would suggest that
negotiations be held with the low bidder to discuss more fully
the specifications and to establish a revised cost reflecting
agreement with the State on working hours and the new material
specifications.
Timing
Because of the
condition of the crossing at present, the poor maintenance
history and the accident potential of a detiorated crossing,
we recommend that action be taken to rebuild this crossing
before winter sets in this year. Because of the State's review
requirement and the need for advance publicity time to notify
the public of the work, time is running very short.
Summary
The westbound
lanes of Route 22 can be repaired with relatively little cost
consisting primarily of welding up and grinding of one low
joint and resurfacing the area of the crossing. The crossing
of the eastbound lanes of Route 22, however, require
reconstruction of the Railroad and the crossing pavement. For
the crossing pavement, serious consideration should be given
to Belgian Block with bituminous being the low-initial-cost
alternate. Work should be progressed immediately on plans and
specifications and a letter of request to the State in order
to permit them to start moving, and negotiations should be
undertaken with the contractor to establish a revised cost
estimate. | 
