BusTalk

[NEW YORK OMNIBUS 2629]

.......the PRR also had the distinction of installing electric lighting in all of its ferryboats by 1890.

The PRR was also the only railroad on the North (Hudson) River to operate ferries with twin stacks.

In 1892, the first propeller-driven ferry, the "CINCINNATI" entered service; quite "state-of-the-art" for the day, she boasted mechanical engine-room telegraphs, steam steering gears, as well as speed and directional indicators.

This ferry also had the honor of being the first non-sidewheel ferry to operate in New York Harbor.

Oddly enough, the PRR did not have a marine repair facility in Jersey City, as did the ERIE and the CNJ; the PRR's marine yard was located in Hoboken (a quick glimpse of this facility can be seen in the 1954 classic film, "ON THE WATERFRONT")

By that time, of course, the Cortlandt St. ferry had been gone for nearly five years.....

"NYO"

[NEW YORK OMNIBUS 2629]

Though PRR ferry service between Jersey City and Lower Manhattan ended in 1949, that did not mean that ferryboats no longer docked in the Exchange Place slips......

During the Korean War, interestingly enough, DL&W ferryboats, operating from Barclay St on special, non-revenue sailings, docked at the idle Exchange Place slips on several occasions, to connect with troop trains.

In 1967, the CNJ's "WILKES-BARRE" (then being held in reserve at the CNJ terminal) was towed from the CNJ slips a short distance north to Exchange Place, and then docked in one of the two remaining slips (this was the slip that still retained its loading aprons), after the CNJ abandoned service to Jersey City.

There she sat for some time, awaiting final plans to be converted into a restaurant.

Sadly, that never happened, and the grand old ferryboat was again under tow, this time to to Caven Point (Jersey City) and set ablaze, a sad fate that also had befallen several of her former running mates.

After PRR ferry service stopped in 1949, the upper and lower lowing aprons of the southermost slip were removed, and a new walkway was installed from pierside, to allow excursion boats to dock here during busy periods (PIER "C", just alongside, also served excursion vessels of the MESECK, WILSON, and KEANSBURG STEAMBOAT CO.)

These last two slips, by this time nothing more than hulking, gutted, rusting, decaying structures, were finally torn down in late 1974/early 1975, the last tangible vestiges of the former PRR terminal complex.......

"NYO"

[NEW YORK OMNIBUS 2629]

Another interesting aspect to Exchange Place (PRR) operations was that, for a time, there was a shuttle which was operated between Manhattan Transfer and Penn Station (New York)

This shuttle was for the convenience of PRR mainline passengers that were bound for Exchange Place; the PRR equipped six P-54 coaches and two combines with DC traction motors, and ran them over the new third rail line.

This obscure shuttle ended service sometime after 1922; the eight cars were then transferred to the LIRR, where they joined the railroad's ever-growing MP-54 fleet.......

"NYO"

[NEW YORK OMNIBUS 2629]

In December, 1932, the Exchange Place terminal became the first (and only) waterfront terminal in Jersey City to be served by electric MU trains; the first electric train to arrive was a local from New Brunswick, using the new a.c. catenary.

GG-1's, as you might guess, never visited Exchange Place; MP-54's, K-4's, and, in later years, Baldwin "Sharks" were all commonplace, everyday sights, however.

After 1940, the PRR could see that traffic was waning at the old waterfront facility, and began to consolidate.

With only the Cortlandt St. ferries now running, there was no longer a need for six slips; four slips were demolished, and the ornate street facade of the ferry building was removed.

The massive, Victorian-era PRR office building was torn down in the early 1950's.

Demolition of the terminal began in 1962, and, by 1964, only the gutted remains of the two ferry slips stood as lonely sentinals on the waterfront, harking back to earlier, grander days.

Until service to Exchange Place ended, PRR commuter trains passed through the H&M's Journal Square station using bypass tracks; here, the PRR trains almost literally "rubbed shoulders" with the smaller, narrower H&M equipment.......

"NYO"

[NEW YORK OMNIBUS 2629]

Like the ERIE to the north, the PRR had no "on line" stations in Jersey City, once outside of Exchange Place.

The CNJ, on the other hand, until 1967, had several station stops in Jersey City, including:

COMMUNIPAW

VAN NOSTRAND

GREENVILLE.

On the "Direct Line" to Newark, the CNJ also had several passenger stations, including JACKSON AVENUE (LV locals also used this station, which was located in a cut)

Stations on this line were closed in the late 1940's, when CNJ passenger service was abandoned.

After "MANHATTAN TRANSFER" was closed in 1937, PRR trains out of Exchange Place ran non-stop across the Meadows, making their first stop at Penn Station, Newark...........

"NYO"

[NEW YORK OMNIBUS 2629]

It was only the most die-hard ferry commuters that chose the PRR boats over the H&M in later years.

True, the ferry crossing was invigorating, brisk, and provided one with an unmatched panorama of the still-busy harbor; the H&M, of course was far speedier.

Both the H&M's HUDSON TERMINAL and the PRR ferry terminal were on Cortlandt St.; the ferry slips were just west of the H&M station.

Too, the PRR commuter taking the H&M could reach Newark far faster than if he had boarded a train out of Exchange Place (back in the days of the PRR/H&M "joint service", express service between Hudson Terminal and Penn Station, Newark still operated, and would until 1967)

At HUDSON TERMINAL, the PRR, along with several other railroads, had ticket offices on the vast main concourse, allowing harried commuters to purchase tickets before boarding the H&M.

At the PRR ticket office, one could buy tickets for PRR suburban trains, as well as the tickets then required for the "joint service" Tube trains to Newark........

"NYO"

[N4 Jamaica]

Harsimus Cove from a New York State website. Looking towards Manhattan. The HBLR was cropped off the bottom and right.
Most of this was PRR freight yards and docks.

https://now.ny.gov/page/-/individual%20emails%20assets/2020/coronavirus%20email%20updates/rainbow.png

[NEW YORK OMNIBUS 2629]

[NEW YORK OMNIBUS 2629]

Though the PRR's commuter trains to and from Exchange Place did not stop at Journal Square, the PRR/H&M "joint service" trains did.

Seeing rapid transit cars proudly bearing the familiar Pennsy keystone reminded even the most staid "Tube" patron of just how much of a dominant force the PRR was in the area, at the time.

Then, there was the West Side Avenue crossing, west of Journal Square, where PRR trains and H&M/PATH trains swayed and rumbled along, side by side.

The crossing was manned by a double set of gates and two gatemen (a friend of mine whom I worked with for many years told me that his great-uncle was one of the gatemen here, before he retired around 1962!)

This crossing closed in 1967 (this was when the Aldene Plan was going into effect), when the PRR pulled out of the partnership with PATH, making the Newark line a pure PATH operation.

No longer were tickets required to board PATH trains to/from Newark, and the 1958 "MP-52"/"K" cars were assigned to other routes, replaced with new "PA" cars.

PRR position light signals along the line were replaced with new rapid transit color light signals.

Today, outside of a rusting catenary pole here and there, especially west of Journal Square, virtually all remains of the days when the PRR and the H&M ran side-by-side have disappeared.....

"NYO"

[NEW YORK OMNIBUS 2629]

SEE:

http://www.newdavesrailpix.com/odds/nj/htm/hm06.htm

Though the photo caption gives an incorrect street name, this photo shows one of the old 1912-era "Red McAdoo" MP-38 trains at the aforementioned crossing, west of Journal Square.

These elderly, veteran cars were replaced by the nation's first production-model rapid transit cars to enter service, the MP-52/K cars in 1958.

It is quite obvious that this timeless photo dates to 1958; note the new '58 FORD station wagon at left (my aunt had one just like it, when I was a kid!)

The position light signals and the catenary indeed make it clear that this was PENNSY territory!

Ahhh, the good old days.......

"NYO"

[NEW YORK OMNIBUS 2629]

An eastbound train of "Red McAdoos" approaching Journal Square, 1950's.

Again, it is easy to see that this was PRR territory; note the "Black" cars on the left.

With the exception of the "Red Cars", this photo could have easily have been snapped prior to 1966, when the old "Black" cars were still in service.......

http://www.newdavesrailpix.com/odds/nj/htm/hm07.htm

(courtesy: newdavesrailpix)

[NEW YORK OMNIBUS 2629]

Joe/traildriver:

Dug this incredible site out of my files:

https://www.nycsubway.org/wiki/West_of_Hudson_Passenger_Terminals

The classic ferryboats, trains, and waterfront passenger terminals of the CNJ/PRR/ERIE/DL&W/NYCRR are all represented here*

There are many rare photos here....enjoy!

"NYO"

*Many of these vintage photos bring back many, many happy childhood memories for Your's Truly!

[NEW YORK OMNIBUS 2629]

Here are two mid-1950's "teaser" views at Exchange Place, back in the days of proud, stately K-4's and workaday, owl-eyed MP-54's........

http://www.nycsubway.org/perl/show?142328

http://www.nycsubway.org/perl/show?142308

(courtesy:nycsubway.org)

[NEW YORK OMNIBUS 2629]

For many years in the area around Exchange Place and the now-gone COLGATE plant, the PRR used these small (but certainly powerful!), battery-powered rubber-tired "steeplecab switchers"* to negotiate the tight street trackage in the area.

They indeed made for some INTERESTING viewing, you may be sure.....

http://www.nycsubway.org/perl/show?142374

(courtesy: nycsubway.org)

*Note that the "steeplecab" on the right has been equipped with more modern wheels (crews working these unusual little "locos" surely had QUITE a bympy ride, while rolling along all those cobblestones in the area!)

[traildriver]