Greater PRT

What might have been. Rapid Transit in Philadelphia.

Free Transfers A Dream We All Dream of

Abolishing paid transfers has become a rallying cry of progressive transit advocates in Philadelphia, #freetransfers is the rallying cry. “The transfer is regressive” spout transportation pundits. They point out that the transfer hurts poorer people most because the cost hits the pocket harder and low income sections of the city require more transfers to reach job centers, taxing the poor even more.

What would you say if I told you there was a city employee who was devoted to eliminating transfer penalties and ensuring “the advantages of rapid transit will be extended as equally as practicable to every front door in Philadelphia. ” And what would you say if I told you that proposal dated back to November of 1914?

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Walking Under Market Street Has Been a Thing for More Than a Century

Billy Penn’s Michaela Winberg successfully navigated the path from the just opened Fashion District all the way to the glistening Comcast Technology Center. There were some missteps along the way but in the end she made it.

It’s a trek I’ve made numerous times in my youth and wanted to do myself since the Gallery reopened (lets face it, it’ll always be the Gallery). So I’m a bit jealous Winberg beat me to it. But if I cannot be first to document the journey, I’m happy to share some history of the path.

The underground passageways date back to the opening of the Market Street Subway in 1903. Back in those early days (and even much later), Market Street stores utilized the concourses with display windows and entrances to their shops. Into the 1960s, Gimbels promoted Tuesday sales in its “Gimbels Subway Store.”

As a hoarder of Philadelphia transit maps and photographs I have some items to share from a 1908 book on the Market Frankford Line. Unfortunately, I haven’t always been great about documenting where I found these images. So if anyone knows where the source material was, I’d appreciate the insight.

This 1908 photograph shows live plants, patriotic bunting and window displays in the subway concourse.

Further along the concourse, John Wanamaker’s approach to concourse was just as welcoming.

The view to the concourse from inside the basement of John Wanamaker’s

Winberg also mentions the three metal tunnels with the low headroom at 11th Street. I’ve always wondered about that configuration. Unfortunately, this photo from 1908 doesn’t really explain the peculiar configuration.

Triple staircase before it was wrapped in stainless steel

Though the term bargain basement began at the base of department stores, postcards of the time prove it wasn’t solely a place for bargain shoppers.

1910 postcard of window display for department store in Philadelphia

The concourses may feel like an undocumented space but maps do exist. The most recent versions designed by the Center City District but others date back to at least 1936.

As the above maps show, at one time you could make your way north, all the way to Race Street, but those passageways, once accessible via Suburban Station have been closed off.

I’ll be on the lookout for a comprehensive map that illustrates just how one could walk from 8th and Chestnut to the Four Seasons atop the Comcast Technology Center without crossing a single intersection. From underground to above the clouds. Sounds like a good walk.

SEPTA Updates Frequency Map

Back in February SEPTA updated its bus map, attempting to show regional rail, subway, elevated rail, trolleys and buses all on the same map. Additionally the map showed frequency of bus transit via color and thickness of lines. SEPTA then asked for comment on the new maps to flavor the next round of maps.

Today, the transit agency released maps that took into account that feedback and some significant changes have been made.

The rail lines now more closely resemble the existing map and the Center City insert now includes the subway stops but still not the actual lines.

Personally I’d prefer the lines be represented on the inset but I do understand the attempt to streamline the amount of information shown.

SEPTA gets bold with new transit map [WHYY]
SEPTA Frequency Map v2 [png]

SEPTA Unveils Frequency Map

Just a little more than three years after a private citizen produced a frequent service map for SEPTA, the agency has a frequency map of its own. Coming on the heels of updating its frequent bus routes from 10 to 19 (buses with a headway of less than 15 minutes) the map is the agency’s first attempt at a newly styled bus map in decades.

It’s actually two maps that have been released. The first is a new system map showing the 80+ bus routes that connect with the city of Philadelphia. The most frequent routes are shown in red, the routes that run every thirty minutes or less are in teal and those that run every 60 minutes or less are denoted in gray.

The maps are posted to SEPTA’s website and a survey is provided for feedback. This is the latest step in SEPTA’s reworking of its bus network.

15-15-5 Networks [SEPTA]
Frequency Map [png]

Better Line Maps for SEPTA

The overall SEPTA system map has long been maligned as a “blobby mess.” Transit Maps gave the 2011 edition of the map a stinging one-and-a-half star rating.

SEPTA should feel lucky that no one has rated their line maps for the Broad Street line or Market-Frankford line. These are abominations in their own right. No consistency with the overall system map, confusing letters, colors and variable thickness in lines all gather to lessen the usability of the system.

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Why Isn’t There a Stop Between 15th and 30th Street on the Market Frankford Line?

broad street station chinese wallOne of the more puzzling things about the Market Frankford Line is the lack of a station between 15th and 30th Street stations. Especially when you consider that today, all of the city’s tallest office buildings are clustered between 17th and 20th Streets, along Market. After all there are 5 stops east of 15th along Market. Then none west of 15th until the the subway crosses under the Schuylkill River to 30th Street.

To understand how this happened, you have to understand the topography of Philadelphia when the El was constructed. The might Pennsylvania Railroad’s Broad Street Station brought passengers from across the region to Philadelphia via a viaduct that ran adjacent to Market Street. The two-story tall viaduct was known as the “Chinese Wall” to locals and with its noisy, smoking trains and dark underpasses, left the area west of Broad as an undesirable address.

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The 1901 Rapid Transit Charters of Philadelphia

In 1901, the Pennsylvania state legislature passed laws legalizing the formation of companies in Philadelphia for the construction and operation of elevated and underground railroads. The charters provided six subway and elevated lines in the city of Philadelphia. In total, 112 miles of elevated and subway track were approved. At the time the franchises and construction was approved, it was imagined that rapid transit would be a purely private endeavor.
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