I haven't been to Philadelphia since 2005, and I can attest that the old elevated structure along Market Street looks like the ones here in New York City; before the elevated train was removed on both sides of Boston, the elevated structures also looked like the ones here in New York City; Chicago's elevated structures more or less look like the described cities. . . The Market Street end today looks more like a monorail and actually takes away the fun of looking at old elevated structures, BUT (and a big one too) the Frankford end kept its original shape despite "trimming the fat" along Front Street to make room for controversial I-95-at least the train stayed in the neighborhood, but on a different alignment and a new station nearby (Fairmont Avenue and Spring Garden Street runs parallel with each other), there's also the 9 Street bridge which can pass for an old elevated branch line because of the designs; imagine the Market-Frankford elevated train running to, and beyond, Penn's Landing? it did at one time, but there was no Penn's Landing in the early 1950s, hence the el was removed-I once told a city historian I got the impression the el came along Front Street, turned into Elfreth's Alley, then along Delaware Avenue for the tunnel under Market Street and beyond, and was fascinated by the el and trolleys sharing the right of way for the tunnel @ just past 30 Street over the river enroute to downtown.
Actually, Philadelphia used a different construction technique for their El not normally seen in NYC. For one the use of a concrete decking with ballast to dampen noise. Also, Philadelphia had the girders come up to the door sills while Chicago and NYC's girders end at the bottom of the rail ties. The stations however took a very obvious NYC Nod. Weirdly back in the 1900s, the 6th Ave El in Manhattan used this style for their El rather than the traditional rail on steel girders approach the 2nd, 3rd, and 9th Ave Els used. Of course, 6th Avenue one was of the first Manhattan Els to be torn down when it was replaced with the 6th Avenue Subway (today's B, D, F, & M Trains).
@@CaseysTrains It's 'very rare' to find subway routes replace elevated routes on the same exact street, otherwise anyone would have to walk a great deal a distance to catch a train (Boston should be so lucky), Chicago 'trimmed the fat' with its elevated routes and almost succeeded when there were plans to replace The Loop; at least Philadelphia and NYC stayed the course while Berlin Germany and Paris France remained elevated train role models.
When originally built in 1907, the Market St. El continued to 30th Street, then crossed the Schuylkill River before going underground. The subway was extended to 44th Street in 1955, with the ramp from the new portal joining the El just east of 46th Street.
I haven't been to Philadelphia since 2005, and I can attest that the old elevated structure along Market Street looks like the ones here in New York City; before the elevated train was removed on both sides of Boston, the elevated structures also looked like the ones here in New York City; Chicago's elevated structures more or less look like the described cities. . . The Market Street end today looks more like a monorail and actually takes away the fun of looking at old elevated structures, BUT (and a big one too) the Frankford end kept its original shape despite "trimming the fat" along Front Street to make room for controversial I-95-at least the train stayed in the neighborhood, but on a different alignment and a new station nearby (Fairmont Avenue and Spring Garden Street runs parallel with each other), there's also the 9 Street bridge which can pass for an old elevated branch line because of the designs; imagine the Market-Frankford elevated train running to, and beyond, Penn's Landing? it did at one time, but there was no Penn's Landing in the early 1950s, hence the el was removed-I once told a city historian I got the impression the el came along Front Street, turned into Elfreth's Alley, then along Delaware Avenue for the tunnel under Market Street and beyond, and was fascinated by the el and trolleys sharing the right of way for the tunnel @ just past 30 Street over the river enroute to downtown.
Actually, Philadelphia used a different construction technique for their El not normally seen in NYC. For one the use of a concrete decking with ballast to dampen noise. Also, Philadelphia had the girders come up to the door sills while Chicago and NYC's girders end at the bottom of the rail ties. The stations however took a very obvious NYC Nod.
Weirdly back in the 1900s, the 6th Ave El in Manhattan used this style for their El rather than the traditional rail on steel girders approach the 2nd, 3rd, and 9th Ave Els used. Of course, 6th Avenue one was of the first Manhattan Els to be torn down when it was replaced with the 6th Avenue Subway (today's B, D, F, & M Trains).
@@CaseysTrains It's 'very rare' to find subway routes replace elevated routes on the same exact street, otherwise anyone would have to walk a great deal a distance to catch a train (Boston should be so lucky), Chicago 'trimmed the fat' with its elevated routes and almost succeeded when there were plans to replace The Loop; at least Philadelphia and NYC stayed the course while Berlin Germany and Paris France remained elevated train role models.
@@CaseysTrains true prior to the line there was a train running along the big blue Bridge
@@kenmills4739 trur
Rare collab with both Joes😎
2:59 the station looks like it’s NYC Style.
I was 10 when they started and 14 when they was done
I was 7 when this happened
At 46th street, what is that section that looks like it kept going straight from?
When originally built in 1907, the Market St. El continued to 30th Street, then crossed the Schuylkill River before going underground. The subway was extended to 44th Street in 1955, with the ramp from the new portal joining the El just east of 46th Street.
That's the apartment complex where I live