PRR (Classic) Electrified lines out of Philadelphia?

[runtime]

I know of the GG1s that the PRR ran in the 40's through the 50's into the early 60's.

About once a month I drive I76 from points west of Kink of Prussia through Phialdelphia on my way to NJ. On these trips I am always observing what appear to be the remants of a now abandoned electrified line (or lines) out of central Phili heading NW. There are two magnificent viaducts over the Schulkyl River. The first crosses the river (south to north) close to center city, the second crosses (also south to north) near Manyunk. The roadbeds seem to still have the remants of the superstructure which carried the wires.

Each time I pass through I wonder if I am gazing at the PRR roadways where high speed GG1 passenger trains sped by overhead on their way to NYC, or Chicago, or other points N and W. If so, what a sight it must have been. Are there any archive photos?

Am I at all on the 'right track' (pun intended) here with my conjecture?

runtime  (usually dialoging on theCTT forum)

[timz]

Presumably the concrete bridge near Manayunk is the PRR branch that used to run to Norristown and beyond, up the river. But I doubt anyone can tell just which other bridge you're referring to-- if you go to http://maps.google.com or http://maps.live.com and give us a link to a pic showing it someone can tell you all about it.

[runtime]

There are more tracks crossing the river than I thought, but I think this is the big viaduct I was referring to: http://maps.google.com/?ie=UTF8&ll=39.976003,-75.194351&spn=0.000466,0.000848&t=h&z=20

[JonathanS]

That is the corridor to Trenton and NYC.

[timz]

Yes, the formerly-five-track bridge just north of Girard Ave is the PRR main line, used by all their passenger trains from NY to the West (those trains turned westward at the junction just SW of the river) and from NY to Philadelphia/Washington and beyond. Still used by all Amtrak trains to Phila/Washington, but these days no train heads directly west from the river-- everything goes into the station at West Philadelphia.

[al-in-chgo]

A couple of small notes: as was stated above, most of the GG-1's soldiered on thru PRR and PC until early Amtrak.

Also the Amtrak online site (amtrak.com) shows no passenger station at "West Philadelphia" or "Philadelphia - West."  Just 30th Street.

[trainguy2]

 Ahhhh he's somewhat what right in an odd Philadelphia way lol. Being a phila. native for most of my life we always considered that side of the river west philly. But yes, 30th street station has always been know as just that, 30th street station. Way back in the late 1800s there actually was a main west philly station, which was the main station until Broad street station and then 30th street opened. As for the threw trains headed west, for years you would board most of them at the once beautiful North phila. Station. This was to save time and to avoid the backing down into 30th street or once broad street. Unfortunitly North Phila station now is nothing but a few concrete platforms and is no longer a station stop.

[al-in-chgo]

trainguy2

 Ahhhh he's somewhat what right in an odd Philadelphia way lol. Being a phila. native for most of my life we always considered that side of the river west philly. But yes, 30th street station has always been know as just that, 30th street station. Way back in the late 1800s there actually was a main west philly station, which was the main station until Broad street station and then 30th street opened. As for the threw trains headed west, for years you would board most of them at the once beautiful North phila. Station. This was to save time and to avoid the backing down into 30th street or once broad street. Unfortunitly North Phila station now is nothing but a few concrete platforms and is no longer a station stop.

Actually, North Philadelphia (PNH) still has Amtrak service -- but not much.  I checked with amtrak dot com:  Two trains in the morning weekdays head up to NYP (Amtrak-ese for NY/Penn), and three trains return in the afternoon. Four of the five are timed just right for l-d commuting from Philly into Penn Station and back on weekdays; two up, two down.  All "Keystone," no Acelas of course. 

N. Phila. sure looks deserted, I'll say that.  But apparently there is some sort of shed or piece of platform that still sees train service, if not in the way we'd normally associate with the NEC.  I'd be afraid to put a ticket machine there, but then I don't know the area as well as neighboring Philadelphians do. -  a.s.

 

[Deggesty]

trainguy2

But yes, 30th street station has always been know as just that, 30th street station.

Have you looked in a Guide from 1930 or 1916? There is no 30th Street Station shown, but West Philadelphia is shown. Perhaps to the Philadelphians it has always been "30th Street," but the PRR called it "West Philadelphia."

Johnny

[al-in-chgo]

It's even more complicated than that; during the first third of the 20th Century the Pennsy's l-d trains were taken out of downtown Phila (Broad Street) and moved west to the new station at 30th Street, which the PRR built for itself (whether or not any "Alphabet Soup" agencies contributed to the budget is something I don't know, but with all the eagle-related iconry it wouldn't surprise me).  Then there is the matter with the Reading, no. 2 line, which apparently tried as much as possible to make itself incompatible with PRR (even though their downtown commuter stations are practically next to each other and (I think) redevelopment in the sixties created a link).  Someone correct me on this if I'm wrong. 

Maybe a Philly Phan will give us a useful website or two.  The commuter stations and even the power towers vary from one road to another, even though all the suburban stuff is SEPTA now.  This is fascinating to me, since Chicago has only the old IC Electric lines and its part of the CSS&SB under catenary.  -  a.s.

 

[daveklepper]

The Reading and PRR did not make their systems incompatible, if fact, just the reverse.   The Reading adopted the 11,000V 25Hz electrification only because the PRR had already adopted it for its Philly suburban electrification.   The Reading had the only high voltage ac SUBURBAN electrification the USA.   All others were planned as part of long distance electrifications:  PRR, NYNHandH, Great Northern.   The Reading figured there would be joint operation some day, and there now is, both part of SEPTA.   The Reading did have a somewhat more modern design mu car than the PRR, but of course it was designed later..  

[wanswheel]

http://memory.loc.gov/pnp/habshaer/pa/pa1000/pa1046/photos/138283pv.jpg

http://memory.loc.gov/pnp/habshaer/pa/pa1000/pa1046/photos/138284pv.jpg

http://memory.loc.gov/pnp/habshaer/pa/pa1000/pa1046/photos/138286pv.jpg

http://memory.loc.gov/pnp/habshaer/pa/pa1000/pa1046/photos/138287pv.jpg

http://www.phillyhistory.org/PhotoArchive/MediaStream.ashx?SC=2&ImageId=4547

http://www.phillyhistory.org/PhotoArchive/MediaStream.ashx?SC=2&ImageId=4617

http://www.phillyhistory.org/PhotoArchive/MediaStream.ashx?SC=2&ImageId=5076

http://www.phillyhistory.org/PhotoArchive/MediaStream.ashx?SC=2&ImageId=10798

http://www.brynmawr.edu/cities/archx/05-600/proj/p2/fwda/Front_Page/web-content/Chinese_Wall.html

http://www.wsbcos.com/prrbssc03.htm

[jamesedwbradley]

When I saw 'remnants" I thought you were referring to the several lines where wires have been pulled down.  I'm not sure but I think these are included:

1)  Trenton cut off from Trenton to Thorndale, a freight only route around Philadelphia

2)  The Germantown (?) - White Marsh branch, connecting with (1), which once had MU commuter passenger trains

3)  Elwyn to West Chester and beyond to the main line west of Paoli.  I always thought that would make a great suburban passenger MU loop - Phila. to West Chester to Exton(?) then back on the Main Line to Phila.  A loop track could be put in or the MU trains simply change ends. 

4) Possibly on the Delair Bridge from Frankford Jct. to New Jersey (?)

5) The many freight electric lines which were changed to all diesel when Stanley Crane dropped all Conrail electric freight, such as:  Lancaster-Columbia, the low grade freight line Safe Harbor to Atglen (?) and the Columbia-Port Deposit Branch along the Susquehanna. 

Don't forget the in-service viaduct from 30th St. Station which enables MU trains to reach Broad St. Suburban Station and go on to the new underground Reading Terminal ("Market East") and on out on the former Reading Co. lines.  Also the CSX viaducts cross Schuylkill twice, once up from the Art Museum and again the double viaducts at "Falls Junction" which reach ex-Reading main lines, but these last were never electrified.

 

James E. Bradley  L.V. Chapter N.R.H.S., Inc.