BusTalk

[NEW YORK OMNIBUS 2629]

..........when PSNJ converted the ASV routes to buses in 1948, this also presented an issue for the Cedar St. Subway, which connected to the PS Terminal's lower level.

No ventilation worries, as one might expect, when all-electric vehicles (streetcars and ASV's) used the Subway and lower level terminal at the PS facility.

Now, with diesel buses operating underground, ventilation was indeed a must.

Large ventilation fans were installed at several locations, to exhaust diesel fumes.

Buses continued to use the PS Terminal's lower level until later in the 1960's, with the old streetcar rails and overhead wire brackets still intact.......

"NYO"

[NEW YORK OMNIBUS 2629]

Back in the PS days, there were a number of divisions, especially in northern New Jersey.

There were the "BERGEN", "HUDSON", "ESSEX", and "CENTRAL" Divisions in northern New Jersey.

In South Jersey, there was only the "SOUTHERN" Division; by far, the "ESSEX" and "HUDSON" Divisions were the busiest.

Today, NJT only has two divisions, the "NORTHERN" Division and the "SOUTHERN" Division.

Both the "HUDSON" and "ESSEX" Divisions also had the largest numbers of garages/car houses........

"NYO"

[NEW YORK OMNIBUS 2629]

Unlike many streetcar operators, PS never invested in any second-hand equipment.

PSNJ rolling stock fell into three categories"

1: Equipment from traction companies that were absorbed by PS when it was formed.

2: New

3: "Home built"

PS, though purchasing many new car from the many builders of the day, also built cars at their Plank Road shops in Newark.

A number (but not all) of the later deck roof and "Compromise" roof cars were also built by PS; ditto the unique one-man open cars, built just prior to WW1.

The "modern" arch-roof opens also had the distinction of being the only PS cars built for one-man operation; however, I have read, that, during busy periods, a two-man crew would often be employed.

As these cars were not equipped with running boards, conductors would have to negotiate crowded aisles in order to collect fares.

Most of the time, however, these cars would be operated by a one-man crew, with the farebox alongside the motorman.

The last of the cars (which were running on the ESSEX Division) were retired after the 1937 summer season.......

"NYO"

[NEW YORK OMNIBUS 2629]

Here is an excellent portrait of one of PSNJ's home-built, one-man open cars; note that, unlike conventional open cars, these cars were single-ended, had front platform doors*, and lacked running boards.

Also, note the screened-in sides.

*(Note the "PAY ENTER" side in the front window; I am VERY lucky to have one of these in my collection today)

The car in this circa-1935 photo (#4086, along with her proud motorman) was then operating on the "#31"* (this was an ESSEX Division line, which served the lower level of the PS Terminal in Newark; it was converted to ASV in 1937)........

https://www.newdavesrailpix.com/psct/htm/psct051.htm

(courtesy: davesrailpix)

It is also interesting to note, as seen here, that the route number "boxes" carried by ESSEX Division cars, were not really a box; these number "boxes" were two pieces of metal joined together, with cut-out numbers illuminated at night by a light bulb in the roof)......

[NEW YORK OMNIBUS 2629]

Here's PS one-man open car #4118 on the Maplewood loop, soon to begin an inbound route to Newark, circa-1935.

The retirement date for these cars given here is off by one year; the cars were retired after the summer season of 1937.

These cars were, incidently, the last open cars operated by PSNJ.

The last of the older "conventional" deck roof, double-ended, two-man open cars vanished sometime around 1925/1926.......

https://www.newdavesrailpix.com/psct/htm/psct140.htm

(courtesy: davesrailpix)

[NEW YORK OMNIBUS 2629]

On this day in 1953, the first PCC (ex-TCRT) begin operation on the Newark City Subway (this was car #21)

PSNJ motormen are broken in on the "new" equipment, prior to all cars entering service.

By early the following month, all City Subway service will be provided by PCC's; these stalwart cars provided safe and reliable service for decades, before being replaced with LRV's in 2001.

Sadly, the last of the connecting subway-surface lines ("#29") was converted to buses in March of 1952; the PCC's never got the chance to operate on any of these connecting lines......

"NYO"

[NEW YORK OMNIBUS 2629]

Here's a few nostalgic views of the City Subway's handsome PCC's, back in the day......

https://www.newdavesrailpix.com/psct/htm/psct052.htm

https://www.newdavesrailpix.com/psct/htm/psct055.htm

https://www.newdavesrailpix.com/psct/htm/psct056.htm

https://www.newdavesrailpix.com/psct/htm/psct057.htm

(courtesy: davesrailpix)

[NEW YORK OMNIBUS 2629]

Compare these two photos (taken about decade or so apart) at the Newark City Subway's Orange St. station, the only part of the Subway that used a grade crossing.

In the circa-1950 photo, a "Compromise"-roof car (outbound on the #29 subway-surface line) has just stopped at the outbound platform.

The "#29" went to buses in March, 1952.

Note the tracks in the street, branching off from the Subway; the tracks heading towards the left of the picture (west) were used by cars of the "#21 ORANGE", as well as cars deadheading to the ROSEVILLE carhouse.

After the "#21" went to buses in early 1952, only deadheading "#7" cars used these tracks.

The City of Newark, however, ordered PSNJ to remove the tracks from Orange Street; with all access to ROSEVILLE cut, a new repair facility was built at Penn Station, on the site of two former surface car tracks.

ROSEVILLE, the largest PS facility on the ESSEX Division, continued to serve PSNJ/TNJ/NJT buses until it was closed and demolished in the early 1990's.......

https://www.newdavesrailpix.com/psct/htm/psct088.htm

https://www.newdavesrailpix.com/psct/htm/psct063.htm

(courtesy: davesrailpix)

[NEW YORK OMNIBUS 2629]

Here's another circa-1950 photo taken at Orange Street, showing an outbound "#21 ORANGE" car taking the switch from the Subway, and beginning to head west on Orange St. (as can be seen here, PS kept their remaining streetcars in fine condition)

A branch of the "#21" ("#21 VIA W. MARKET") left the Subway by branching off from the main line underground at Warren St., and then climbing up to street level via ramps on either side of Raymond Boulevard.

This line was converted to buses in late 1951.

The PCC's were delivered to the Subway via these then-abandoned ramps, beginning in late 1953, after being unloaded from flatbeds; rails and overhead were still intact and useable at the time the PCC's began arriving......

https://www.newdavesrailpix.com/psct/htm/psct082.htm

(courtesy: davesrailpix)

[NEW YORK OMNIBUS 2629]

The Newark City Subway, prior to the delivery of the ex-TCRT PCC's in late 1953/early 1954, was operating both Compromise- and deck-roof cars; the deck roof cars had been in service for forty-odd years, when they were retired.

The deck roof cars were also the very last PS cars to utilize the old "Golden Glow" headlight for nighttime running.

Interestingly, though the destination/route signs on the Compromise roof cars were all roller curtains, the deck roof cars only used rollers in the front and side windows; the roof signs were large panels with cut-out letters, illuminated from behind by light bulbs......

"NYO"

[NEW YORK OMNIBUS 2629]

Not long before retirement of the last old PS cars, an elderly 3200-eries cars poses for a photo between stations on the City Subway; the "Golden Glow" would suggest late afternoon/early evening trip (this might have been a fantrip, or, simply an impromptu "photo stop" for an on-board traction enthusiast......

www.newdavesrailpix.com/psct/htm/psct011.htm

(courtesy: davesrailpix)

[NEW YORK OMNIBUS 2629]

After 1938, Bergenline Avenue (Union City/West New York/North Bergen) north of 48th St. (Union City) was devoid of streetcars.

The last two car lines, "WEST NEW YORK" and "NORTH BERGEN" were converted during 1938.

Both of these lines terminated at North Hudson Park (at Nungessers); the tracks stub-ended, and cars used a crossover to reverse direction.

Interestingly, these two lines were also the last HUDSON Division lines to operate double-ended cars.

The PSNJ cars of the two aforementioned lines were based out of the WEST NEW YORK car house........

"NYO"

[NEW YORK OMNIBUS 2629]

Until August, 1949, West Shore terminal-bound "UNION CITY" line cars ran north along New York Avenue (Union City) to 48th St., where there was a wye.

Cars bound for the West Shore terminal took the switch and turned right (east); the cars heading to Hoboken from the Weehawken Terminal ran along the length of 48th St., heading west from Boulevard East to Bergenline Avenue.

There, the cars turned south, and began traveling along the busy Bergenline Avenue shopping corridor, on their return trip to the elevated Hoboken Terminal.......

"NYO"

[NEW YORK OMNIBUS 2629]

Electric rail transit, this time in the form of light rail, has again returned to 48th St. and Bergenline Avenue in Union City; here the HBLR trains are underground, and the station is reached by elevators from street level.

Interestingly enough, the HBLR trains utilize the former NYCRR (the former West Shore/ConRail) tunnel between Weehawken and the current terminal at Tonnelle Avenue, North Bergen......

https://en.wikipedia.org/wiki/Hudson_Bergen_Light_Rail

[NEW YORK OMNIBUS 2629]

See also:

https://en.wikipedoa.org/wiki/Bergenline_Avenue_station