Start with 2939 Brill Red Arrow 10 at 69th St. Loop:
Some views of 42 on a 1947 fan-trip before this group of Jewett cars was replaced by the 1948 St. Louis cars. Lanarch Junction, a rarely-used short-turn siding on the Westchester line, and (I think) downtown Westchester with a 1939 Brill car.
And here is 42 in Sharon Hill:
And on a bridge on the line to Media and in Media, I believe:
From Richard Allman: Smedley Park trestle on the Media line, State Street in Media and Woodlawn Avenue on the Sharon Hill line
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:
Another picture on the Cliff Creek Bridge. Might magke a good photo for a book cover.:
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:
Some interesting views, David.
Few corrections.
42 approaching Ardmore is at end of double track on Sharon Hill line at North Street Aldan. There is view of Center Door car 56 same location
42 Llanerch is actually at Drexel Hill Jct. enering line to Sharon Hill. Looks like your fan trip had a lengthy layover at Drexel Hill to enable photography of regular cars. (dlk- earlier poating)
Can you characters please spell ‘Llanerch’ correctly, even if it looks wrong? [;)][:)]
Will try to do better in the future.
Two-car train of “Strafford” cars . light movement from 69th Street Terminal to pocket tracks east of the station:
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.
The view of the Media car is looking East
[quote user=“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.
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.
Wasn’t this George Gould, not Jay?
Of course - my bad. Neither one saw his dreams come true.
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.
Market-Frankfort PTC below, P&W above
The view of the 3 P&W cars was at the stub where they changed ends then went down the grade to the outbound terminal. You were standing in the PTC Park and Ride lot when you caught these photos. You have another view of a Bullet car there with a two-car train of Frankford cars approaching the Terminal that is a serious contender for a future East Penn Calendar!
I’ll correct errors in an earlier posting, based on this.
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.