Market Street
46th to 63rd Streets _______________ by Greg Katz
West Philadelphia – History
West Philadelphia as a whole has been characterized as a “streetcar suburb” since the early 20th century. There is no question that the Market Street elevated railroad influenced change to the residential, business and industrial landscape of Market Street. Commuting between downtown Philadelphia and West Philadelphia changed rapidly with the advancement of the new elevated rail system.
Rail expansion came at a cost to those living in the vicinity of the rail lines sometimes resulting in neighborhood displacement. The neighborhood displacement of the past is not always visible to those living in the present. It is important that these historical events are not forgotten. They caused much hardship upon families lacking the power to overcome this transformation. If today’s people learn of the suffering of the past, it could provide the necessary knowledge to prevent history from repeating itself.
Historically, West Philadelphia industry was occupied with producers of “carriage and wagon works, blacksmiths, and livery stables.” Market Street has undergone many transformations starting in the earlier 19th century with real estate speculators and cottages appearing by the 1840’s. The later 1800’s brought extensive construction row houses to a new middle-class neighborhood of those leaving older areas. The new Market Street elevated railroad of the early 20th century accelerated even more augmentation.
Before the new transit system, “…there were numerous vacant lots and even farm lands in the neighborhood of Fiftieth Street and westward, but within a few years, or while the elevated structure was in the course of erection, these lands were rapidly covered by rows of houses and stores, and a new city came into being, thus proving the correctness of the prophecy made as far back as 1840.” (Jackson, p. 201)
Figures 1 and 2. Philadelphia Hospital for the Insane along Market Street illustrated in an early drawing. Rare Stereoscopic photograph of the same facility. This image when viewed in an early stereo viewer will produce a fascinating three dimensional experience to the user. It was a popular form of photography in the 19th century that required an expensive dual lens camera.
Built upon a 101 acre former farm in West Philadelphia, the Pennsylvania Asylum for the Insane was completed in 1841, also known as Kirkbride’s Hospital. The site resided on the north side of Market Street in the Forty-Fourth Street vicinity. (Jackson, p. 200). The campus extends up to 49th Street. The facility, now closed is deteriorating rapidly. This is an example of the many changes endured along Market Street over the years. The extent of this transformation is well documented in this video (turn speakers “ON”):
Chilling Video: Kirkbride State Hospital
The scenery of Market Street was changing. In 1909, developer D. F. McConnell had his office at 5908 Market Street. He promoted housing by emphasizing their proximity to the new train as a productive marketing plan. He advertised “modern porch houses” as being not only near the elevated railroad but only 10 minutes to Center City. The new transit system stimulated Philadelphians to move outward particularly in the 1920’s. This left some of the only affordable housing of the North and West Philadelphia for African-Americans migrating from the South.
Market Street Elevated Railroad, “The El” 1904-07 to present
Market Street neighborhoods have seen significant alternations for over a century. Transportation in the early years on land was limited primarily to horses and rail. As with other areas of the country, there was a dedicated effort to expand train transportation providing people greater access beyond their local area.
In the beginning, strong public opposition for an elevated railroad ceased its plans in the 1890’s upon the erection of the first pillar. There were serious concerns even in this early period of this structure existing in the main business district. It was known as the Quaker City Elevated Railroad during the time.
Trolleys of the Union Traction Company already monopolized public transportation on Market Street with no competition until 1901. It was this year when John Mack attempted to agglomerate 286 miles of track successfully seeking approval from City Council for five companies to run elevated railroads including the Market Street Elevated Passenger Railway Company. To re-establish the transportation monopoly, the principal investors of the Union Traction Company created Philadelphia Rapid Transit. This company took over their own company and John Mack’s Market Street Elevated Passenger Railway. They leased John Mack’s former company in 1903 for 997 years.
Figure 3. John B. Parsons, President – Philadelphia Rapid Transit Company.
Figure 4. Cement used in construction of Philadelphia Rapid Transit Company.
Figure 5. William S. Twining, Chief Engineer Philadelphia Rapid Transit Company.
Stations were located at 46th, 52nd, 56th, 60th and 63rd Streets. All were elevated with a concrete sub-floor blocking operational fluids and rain from dispersing upon trolley roads below. Even in these early beginnings, noise control from trains was addressed by laying the ties on rock ballast resting upon the concrete platform. Trolley service continued during the construction period. The El’s service officially started in 1907.
Figure 6. Underside of superstructure beneath 63rd Street Station. Detail of platform versus track levels.
Pressed Steel Car Company of Pittsburgh produced the first “El” cars which were built in 1906. Cars were later manufactured locally by the J. G. Brill & Company in West Philadelphia. The company was in operation since 1868 and played a significant roll in providing employment to the residents. Brill was already employing 800 to 900 employees by 1900. The company became the largest car manufacturer in the country producing 3,000 cars for Philadelphia’s Rapid Transit Company until 1940. By 1960, 270 new cars were purchased from Philadelphia’s Budd Company which included the introduction of stainless steel models.
Figure 7. Detail of Pratt and Warren Truss System beneath 56th Street Station.
Today, SEPTA had undertaken an estimated $710 million project of reconstruction. The project includes rebuilding of 46th, 52nd, 56th, 60th, and 63rd Street stations and demolishes the original 1907 two-column elevated structure. The replacement consists of a “streamlined single-column” design projected to improve Market Street’s traffic flow.
March 4, 2007 observed 100 years of service for the El between downtown Philadelphia and West Philadelphia. Today, the Market-Frankford route is the most traveled transit line of the city.
Figure 8. Current map illustrating station stops of 46th to 63rd Streets along the Market Street Route.
The Market Street Elevated Railroad serving West Philadelphia is part of today’s Market-Frankford El line. (see map of Figure 8). Market Street between 46th to 63rd Streets is the western portion of the Market-Frankford Line El train as illustrated on the map below. The subject stations of this West Philadelphia neighborhood are 46th Street, 52nd Street, 56th Street, 60th Street and 63rd Street.
Figure 9. 46th Street Station Platform.
Figure 10. 56th Street Station as it appears today.
Figure 11. 60th Street Station as it appears today.
Figure 12. 63rd Street Station as it appears today.
The 46th Street Platform (Figure 9) exemplifies the commuter’s experience of traveling upon an elevated rail system. Of course, the view from residents below may be less than desirable. Commonly seen are numerous murals denoting the community scenery today.
Figure 13. This mural is an example of the many murals that are displayed on Market Street. Notice it specifically illustrates neighborhood activity as viewed from a passenger’s elevated perspective.
Provident Insurance Closes Door on Market Street – Impacts Neighborhood
A very critical component to any neighborhood is employment provided by businesses and industry. The 46th to 63rd Street district of Market Street has experienced much change in not only in a residential sense but businesses changed too. When businesses began to fail, it imposed a direct hardship upon families relying on their operation. The closing of Provident Insurance reflects this reality. The building still resides along the nearby tracks as a reminder of a better economic past. When this company closed at this location, it left a financial scar upon the local community. (see Fig. 14).
Figure 14. The old Provident Insurance building still exists in the background. This building has great significance to this part of Market Street, since it is no longer in business. Closing of its doors brought change that affected lots of people.
Neighborhood Displacement – Considered Factor in a 1963 Engineer Proposal
Day & Zimmermann, Inc., Engineers addressed “neighborhood displacement” as a concern within their written proposal for the City of Philadelphia in 1963. This seemed quite surprising for a time period where “neighborhood displacement” was often treated with total disregard. The proposal reveals various construction plans with their costs to the city for “the improvement of public transportation and vehicular traffic” for Market Street.
Figure 15. The actual project proposal letter from Day & Zimmermann, Inc., Engineers that was presented to the City of Philadelphia in 1963. The enlargements below contain the language used suggesting minimal disturbance for residents.
These options for the project specifically addressed “neighborhood displacement” as a factor of consideration. It mentioned on one plan that although the cost was slightly higher than another, its “neighborhood displacement” would be less. This surprising mention sounded encouraging but may be signaling a response to repercussions already experienced of previous community disruptions. Either way, its mention is at least suspect.
(Click on images to enlarge)
One must keep in mind the objective of a contractor’s proposal is to obtain the contract. This may have been simply a marketing ploy to make the proposal sound community friendly. In reality, the true impact upon neighborhood displacement may have been still substantial regardless of the selective plan.
The enlargement of page three specifically addresses elements of Program B and Program D. Notice the disclosing comment states, “…Program B would ‘displace numerous residents’ along the right-of-way for the open cut construction and would close many streets between stations.” It follows up with Program D offering the “minimum public inconvenience” among all four plans. On page four it suggests the City select the slightly more expensive Program D which favors a lesser disturbance to the community.
Again, it must be stressed that the origin of this proposal is a company, having a conflict of interests financially motivated by securing contracts. The expressed consideration offered to ‘resident displacement’ may be a mere public relations tactic presenting an allusion of concern. It would be naive to assume that a business enterprise would place a higher priority toward public concerns ahead of earnings. Sincere or not, the report’s mention of “neighborhood displacement” certainly injects awareness to this vital disruption to neighborhood residents.
Book References
Philadelphia’s Rapid Transit Being an Account of the Construction and Equipment of the Market Street Subway-Elevated (1908). Arnold & Dyer, Philadelphia.
Day and Zimmerman, Inc. (1963). West Market Street Transit Line Study: Report to the Dept. of Public Property, City of Philadelphia.
Jackson, Joseph. (1918). Market Street Philadelphia. Public Ledger Company, Philadelphia.
