Editing Newark Light Rail (section)

=== History ===
{{See also|List_of_Public_Service_Railway_lines|l1=List of Public Service Railway lines}}
[[File:NJPSCT 7 (PCC) at Orange Street station, September 3, 1965.jpg|thumb|left|Newark City Subway leaving Park Street station on September 3, 1965]]
The line opened in 1935 along the old [[Morris Canal]] right-of-way, from Broad Street (now known as [[Military Park (NLR station)|Military Park]]) to Heller Parkway (now replaced by the nearby [[Branch Brook Park station]]).<ref>{{cite web|url=http://www.njtod.org/light-rail-spurs-new-development/|title=Light Rail Spurs New Development|date=November 30, 2005 |publisher=NJDOT.org|access-date=September 23, 2023}}</ref> [[Works Progress Administration]] artists decorated the underground stations with [[Art Deco]] scenes from life on the defunct Morris Canal. The southernmost part, south of Warren Street, was capped with a new road, known as [[Raymond Boulevard]]. Only one [[grade crossing]] was present on the original subway; the line crosses Orange Street at grade so it can pass over the below-grade [[Delaware, Lackawanna and Western Railroad]] (now NJT [[Morristown Line]]) immediately to the north. The original Newark City Subway line had its own [[Right-of-way (transportation)|right-of-way]] and did not share city streets with local traffic, except at the Orange Street grade crossing.

Operation of the complete subway to the newly built [[Newark Penn Station|Penn Station]] was delayed until 1937. The terminal below Penn Station has five tracks, two incoming and three outgoing, connected by two loop tracks. This part of the subway included a grade-separated junction with a connection to the lower level of the [[Newark Public Service Terminal]] that was used for only a few months (June to September).

[[File:NJPSCT 27 (PCC) at the Franklin Ave. Station end of the line of the Newark City Subway, Newark, NJ on September 3, 1965 (22699470106).jpg|thumb|left|Newark City Subway at the Franklin Avenue station, 1965]]

An extension to a wooden station at North 6th Street or Franklin Avenue was opened in 1940, located north of the present Branch Brook Park station. In 1953 the line was cut back about one block to accommodate construction of a turning loop, and a new station, still called Franklin Avenue, was opened adjacent to Anthony Street. The station was enlarged in 2002 and renamed Branch Brook Park.

The subway was operated by Transport of New Jersey (formerly Public Service Coordinated Transport) as its No. 7 line. Other streetcar routes used parts of the subway, reaching street trackage at the locations shown below, ending as each route was closed and replaced by bus service:
* [[Newark Public Service Terminal|Public Service Terminal]] connection (and [[Cedar Street Subway]]), 1937 only: #13 Broad, #17 Paterson, #27 Mount Prospect, #43 Jersey City
* Warren Street ramp, 1935–1951: #21 Orange—West Orange via Market Street
* Central Avenue ramp, 1935–1947: #23 Central
* Orange Street crossing, 1935–1952: #21 Orange—West Orange via Orange Street
* Bloomfield Avenue ramp, 1935–1952: #29 Bloomfield

Until June 5, 1952, the [[Roseville, Newark, New Jersey|Roseville]] Car House, on the south side of Main Street (on the No. 21 line) near the eastern city line of [[East Orange, New Jersey|East Orange]], was used for the No. 7 line. From that time until 2002, Newark Penn Station was used for storage and maintenance. A new shops and yard complex opened at the end of the extension to Grove Street.

Starting in January 1954, 30 [[PCC streetcar]]s bought from [[Twin City Rapid Transit]] provided all service on the route. They were single-ended, requiring construction of a new turning loop at the Franklin Avenue terminal. The cars had been built 1946–1949 by the [[St. Louis Car Company]] and were sold by TCRT when that system went through a conversion to buses. Four cars were scrapped over the years, and two were sold to [[Shaker Heights Rapid Transit]] in 1978.

[[New Jersey Transit]] took over operations in 1980.

In 2001, new [[light rail]] cars built by [[Kinki Sharyo]] in Japan in 1999 replaced the PCCs. The last day of PCC service was August 24, 2001.<ref name="t&ut-oct01">"Farewell to Newark PCCs" (October 2001). ''[[Tramways & Urban Transit]]'', p. 386. [[Ian Allan Publishing]].</ref>

[[File:NJ Transit streetcar No7.jpg|right|thumb|The former PCC railcar No. 7 from the subway located on the property of the [[New York Museum of Transportation]]]]
Some of the PCCs are stored in the Newark City Subway shop. Eleven were sold in 2004 to the [[San Francisco Municipal Railway]] for use on its [[F Market & Wharves|F Market heritage streetcar line]].<ref>{{cite web | title = Historic Streetcars in San Francisco | publisher = Market Street Railway | url = http://www.streetcar.org/streetcars/1070/ | access-date = April 1, 2013}}</ref> One PCC, #15, was delivered to the [[Connecticut Trolley Museum]] in 2013 for restoration and display. One of the Shaker Heights cars has been restored by the [[Minnesota Transportation Museum]], which operates it on a short stretch of track in western [[Minneapolis]].

In 2005, eight PCCs were given to the City of [[Bayonne, New Jersey|Bayonne]] to be rehabilitated and operated along a proposed {{convert|2.5|mi|km|0|adj=on}} loop to serve the [[Peninsula at Bayonne Harbor]], formerly [[Military Ocean Terminal at Bayonne]] (MOTBY). The proposed line would be connected to the [[34th Street (HBLR station)|34th Street]] station of the [[Hudson-Bergen Light Rail]].<ref>{{usurped|1=[https://web.archive.org/web/20070620155900/http://www.bayonnelra.com/planning_board.pdf Peninsula at Bayonne Harbor development plan]}}, page 17, accessed July 25, 2006</ref>

On September 4, 2004, Broad Street Station was renamed Military Park Station, to avoid confusion with the terminal of the new route to the [[Broad Street Station (Newark)|Newark Broad Street Station]] at University Avenue, operated by New Jersey Transit.

[[File:banister-tungsol-morriscanal-subway.jpg|thumb|left|Orange Street platform view to U-Haul and formerly Tung-Sol Electric]]