BusTalk

[NEW YORK OMNIBUS 2629]

(SEE PREVIOUS POSTS)

Stringing overhead ASV wires..........

For the most part, this was a relatively simple operation, only requiring erecting an additional wire alongside the existing streetcar overhead.

Where it DID become complicated (to say the least) was at complex junctions, intersecting lines, etc.

Also, if the streetcars ran on a median track in the center of a street or road, the existing wires had to be moved closer to the curb line (this was commonplace on PSNJ's first ASV line, the "49 UNION", which was converted from streetcar operation in late 1935)

Interestingly enough, as I have mentioned elsewhere, ASV wiring did not extend inside the carhouses/garages; the ASV's entered and left via gas power, and connected/disconnected (and to/from) the overhead outside said facilities.........

"NYO"

["43 NEWARK"]

[NEW YORK OMNIBUS 2629]

Interesting ASV trivia........

After ASV operations were discontinued on the ESSEX and HUDSON Divisions (1947/1948) a small number of YELLOWS had their electrical gear removed and operated as gas buses for a few years before being replaced by new GMs..........

"NYO"

["PSCT"]

[NEW YORK OMNIBUS 2629]

Before the modern George Washington Bridge Bus Station opened in early 1963, PSNJ, as well as several other New Jersey suburban carriers, utilized their own "off street" terminals adjacent to the span.

These rare photos date to c. 1955.................

https://www.nycsubway.org/perl/show?157229

https://www.nycsubway.org/perl/show?157228

(courtesy: nycsubway.org)

["82 FORT LEE-LEONIA"]

[NEW YORK OMNIBUS 2629]

Another c. 1955 photo of the PS terminal adjacent to the GWB in upper Manhattan; note, also, the large and impressive PS neon sign.

This station was extremely busy during rush hours..........

https://www.nycsubway.org/perl/show?157235

(courtesy: nycsubway.org)

["PUBLIC SERVICE"]

[NEW YORK OMNIBUS 2629]

Replacement buses for PSNJ's ASVs...........

Between 1947 and 1948, PS purchased a large number of "TD-4008" diesels to replace the ASVs on the HUDSON and ESSEX Divisions.

Large numbers of "4509s" would be making inroads into the fleet by 1949.....

"NYO"

["21 WEST NEW YORk"]

[NEW YORK OMNIBUS 2629]

PSNJ's Birneys.........

By 1920, PSNJ rostered 200 Birney Safety Cars; these little "Toonervilles" were mostly (not surprisingly) assigned to secondary lines and feeders.

As was also the case in Brooklyn, Philadelphia, Chicago, and Boston, these cars were sometimes used on the heavier trunk lines, where they were not at all suited for the heavy loads.

All of PS's Birneys had been sold off or scrapped by 1931; oddly enough, none were retained for conversion into work cars.

Photos of PS Birneys are quite rare; I've only seen a few through the years.

On the East Coast, the Connecticut Company was also yet another property that rostered Safety Cars.

These stalwart little "Toonerville" operated in many US to wns and cities at one time; quite a few ran in Queens through the 1930s.

These little cars indeed saved the day (at least temporarily) for many a small-town operator, requiring only a one-man crew, and also requiring less power...........

"NYO"

["CAR HOUSE ONLY"]



"NYO"

["J. G. BRILL"]

[NEW YORK OMNIBUS 2629]

Interesting reading and photos..........

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

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

["DOWNTOWN ONLY"]

[NEW YORK OMNIBUS 2629]

Awhile ago in this thread, I had noted that PSNJ's fleet of trailers (4500 series, built by OSGOOD BRADLEY) which entered service in 1920, were later relegated for use as waiting shelters.

100 trailers were once in operation; by 1930, however only a handful remained in service (these cars only operated on the ESSEX Division)

The remaining trailers were all retired in 1935; these were the only trailers operated by PS.

One lone example survives at the Shore Line Trolley Museum.........

https://www.nycsubway.org/perl/show?118342

)courtesy: nycsubway.org)

["MT. PROSPECT"]

[NEW YORK OMNIBUS 2629]

The ASV's.........

Though quite novel and advanced for their day, the ASVs only lasted little more than a decade before being replaced with motor buses.

During the lean Depression years, the cash expenditure for the development and complex construction of the ASV network was indeed a quite substantial one.

Then again, PS saw only the savings that were to be had, by eliminating hundreds of antiquated streetcars, along with their overhead wires, trackage, and other (costly) special infrastructure............


"NYO"

["43 JERSEY CITY"]

[NEW YORK OMNIBUS 2629]

PSNJ's semis................

The 1400-1700 series cars were semis, and, at the time the last were retired in late 1937, were the oldest cars in revenue service, dating back to the 1908-1910 period.

See:

https://www.nycsubway.org/perl/show?116967

(courtesy: nycsubway.org)

This car is seen on inter-divisional route #1 (Jersey City-Newark), heading east to Jersey City (note the PS bus on the far right)

This line was converted to buses in early 1938; this scene has since drastically changed, with only the looming Pulaski Skyway (seen in the background) remaining today.

Last inter-divisional car line (HUDSON-ESSEX Divisions) between Jersey City and Newark was the#43, which was converted to ASV during 1938...........


"NYO"

["NEWARK"]

[NEW YORK OMNIBUS 2629]

This nostalgic photo from 1932 depicts several pf PS's elderly semis laying over at the sprawling Plank Road facility (Newark).

The semis were built by several builders, including BRILL, STEPHENSON, and WASON.

All were retired by late 1937.........

https://www.nycsubway.org/perl/show?116998

(courtesy:nycsubway.org)

['"J.G.BRILL"]

[Cyberider]

Too bad that PSNJ, like most agencies, was in to "bustifying," not that it would have mattered in the long run with the appearance of modern day rail cars.

[NEW YORK OMNIBUS 2629]

[NEW YORK OMNIBUS 2629]

Further..........

The Hoboken "El" (connecting Jersey City Heights to Hoboken) allowed PS streetcars to run direct to the bustling DL&W Terminal on the Hoboken waterfront, until August, 1949.

Equipped with block signals (and several stations) the "El" saved many minutes for riders heading for the DL&W trains, the ferries to Manhattan, and the H&M Tubes.

When the "El" came down, the four car lines that had used this massive structure (highest streetcar trestle in the world) were replaced by buses, they had to make circuitous routes to reach the Terminal.

As was the case in Newark, when the Subway-surface car lines were converted, riders of these HUDSON Division lines now endured a longer travel time than they had with the streetcars which had once used the "El"

Again, "progress"?

Not in my opinion............

"NYO"

[""UNION CITY"]