Girard Avenue PCC streetcars will return in September, and thecSEPTA website SHOULD have more information.
This was a GREAT series.
John Stern deserves credit for many of my photos. As a teenager, I was really a sidekick to him, and he selected the photo spots, and I just stood alongside and duplicated what he did.
I suspect his photos didn't (don't?) require the anti-tilt editing that I find necessary, and now can do without making lines very jagged,
Dave,
I so enjoy ALL your Philadelphia and New York texts and photos!
Ray C
A more recent (1970s) visi8t to the Philkl,y area yielded this photo of the ex-PRR Chestnut Hill West Line:
Same line, further from the city on the PRoW.
Not sure that my photo editing restored the roll-siign entirerly accurately, and comments are requested.
Air-electric PCC, Rt. 6 from Willow Grove to Broad and Olney. 1947
a
With some help from Richard Allman, improved veraions uf two 30th Street photos:
Back to 1947. and my age 15. and the streetcar from the PRR 30th Street Station ovwe the bridge to the old tunnel portal:
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https://www.inquirer.com/news/septa-belgian-block-history-preservation-safety-20220712.html
Belgian blocks being removed in trolley track maintenance.
The triple-meet at Chester siding photo is posted a second tinme, becase with some help from Richard Allman, the contrast is improved slightly, and the somewhat sporoken-phole sky is corrected.
Drexelbrook when it was still single track on the Media line. With a regular Media car in hot pursuit, probably last westbound photo stop.
Lower track = Market - Frankfort, see earlier postings. I'll end up getting the info from Rich Allman. He will know.
Done
I wish I could. I'm not all that familiar with PST. I'm more familiar with the P&W but mostly by photographs. The P&W photo is from the 69th St. teminal, I think the lower track is the connection to PRR's Cardington branch. I'll double check later today when I can find the track diagram.
Market-Frankfort PTC below, P&W above
Downtown West Chester, just before crossing over the PRR.
Below, fan-trip 42 layover at Drexel Hill. Car 1 is inbound from Media. The siding is still in place: Enter from outbound track on Sharon Hill line and leave on inbound track on Media line. Fans all over the place!
Media-at the end of double track at Providence Road in Media, looking east
downtown Media, State Street, end-of-line, looking west.
Media town-outbound car on State Street at Orange Street, looking east, one block from end
The P&W inbound track was on the upper level and the outbound track was on the the lower level, and both were served by a platform south of the track (right-hand unloading for arrival and left for departure. Departure was one level above the Market-Frankfort Subway-Elevated tracks, wlhich had two separate platforms, and the Philadelphia Suburban tracks, south of the PTC M-F tracks, originsally a stub-end four(?)-track terminal, but a loop for both railcars and buses in my day.
Lehigh Valley Transit Liberty Bell cars had their own departure platform on the upper level, but used the P&W inbound track and platform.
Here are PTC trains going and coming, with P&W Stratford cars on the inbound track in the backround:
Here are the "pocket-tracks" just south of the Red Arrow (Phil. Sub.) loop:
The track going left is the regular inbound (arrival) loop track.
Overmod Wasn't this George Gould, not Jay?
Wasn't this George Gould, not Jay?
P&W was a part of a Jay Gould project that would link the P&W, Western Maryland, Pittsburg & West Virginia, Wabash, Missouri Pacific, D&RGW and Western Pacific into a super-transcon. Some of it did get built, notably the WP. The eastern section quickly faded in importance as the rest of the project hemorrhaged money. The yard at 69th St had a connection to the PRR (Which lasted into Penn Central days) which was used a couple of times for interchange freight and more often for company materials. The "temporary" station was laid out mainly to make passenger transfer to and from the PRT Market-Frankford line easier. The gauge mismatch (M-F is 5'2 1/2") made a direct connection impossible. There were a number of less-than-plausible plans to extend the P&W downtown that obviously were never attempted, so the odd multi-level track layout just stayed in place.
daveklepper From Ridchard Allman: The “Temporary” P&W terminal (1907-1961)was just north of the Market-Frankfort Subway-Elevated station. The inbound track extended several hundred feet east of the platform to a switch where the cars reversed and went into the lower outbound track. The outbound cars boarded on the left side. At the end of the outbound platform, there a fourth track where Liberty Bell Limited cars boarded. The upper outbound track was rarely used after WW2 other than for storage. There were several pocket tracks for storage on the East side of the station, as shown in your photos. There was another storage track, mainly for LVT cars next to the outbound track, and 2 siding tracks for LVT cars west of the station.
From Ridchard Allman:
Why were the inbound and outbound tracks on different levels?
Two-car train of "Strafford" cars . light movement from 69th Street Terminal to pocket tracks east of the station:
Will try to do better in the future.
Can you characters please spell 'Llanerch' correctly, even if it looks wrong?
1939 Brill 2 downtown Media:
2 and Center-Door 56 at the Junction of the Sharon Hill and Media lines:
CD 56 entering Ardmore Station:
Another picture on the Cliff Creek Bridge. Might magke a good photo for a book cover.:
Another at Smedley Park bridge:
The Cliff Creek bridge on the West Chester line, with a substation building:
A Philadelphia and Western Brill "Bullet" on the south pocket track east of 69th Street Stastion, with a PTC Market-Frankfort Subway-Elevated train westbound to 69th Street below:
A P&W Strafford car:
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