Pennsylvania streetcars do not run on standard-gauge track. This is not just a local quirk: it was a law of the Commonwealth. Streetcar companies must not lay standard-gauge track. Why did we have such a law? Well…
This is Liberty Avenue in 1889, where a railroad ran down the middle to serve the wholesalers. Now imagine one backroom deal with the streetcar company, one little switch, a few extra feet of track, and suddenly the Pennsylvania Railroad has access to every major street in the city.
But that can’t happen, because the streetcar tracks are a different gauge.
That is why, to this day, streetcars in Pittsburgh and Philadelphia use Pennsylvania Broad Gauge or Pennsylvania Trolley Gauge, 5 feet 2½ inches, instead of the standard American rail gauge of 4 feet 8½ inches. (Actually, Philadelphia is off by a quarter-inch at 5 feet 2¼ inches.) Most other American transit systems use standard gauge, although New Orleans streetcars use Pennsylvania Broad Gauge, too.
The picture above required a lot of manipulation: it was built from three separate photographs at different exposures in order to capture the detail in both the light and misty distance and the dark railroad ties in the foreground. The result may look a little artificial, but it makes a good illustration of the bridge. The pictures below, with no relevant details in the foreground, are less manipulated.
In the 1800s, the produce industry was concentrated on Liberty Avenue downtown, and a railroad ran right down the middle of the street to serve the wholesalers.
Gradually the business moved to the Strip, and in 1906 the tracks in Liberty Avenue were torn up. For a while the produce auctions were conducted in the open air straight from the freight cars, and a 1923 map shows the “produce yard” in the middle of the sea of tracks that built up in the Strip:
In 1926, the railroad built a colossal terminal for the produce business. The Fruit Auction & Sales Building at the northeast end (above) had two tall floors; from there the Produce Terminal stretched five blocks, a quarter-mile long, making a dramatic open plaza of Smallman Street.
After sitting mostly vacant for a while, the building was renovated at a cost of more than $50 million and reopened as a shopping, eating, and entertainment center called “The Terminal.”
Seen from West Carson Street. This railroad bridge crosses the Ohio at Brunot Island, and therefore has two main spans; we also have pictures of the front-channel span and a view of the whole bridge from the north shore.
The Pittsburgh and Lake Erie Railroad had its shops just down the hill from this building, so here is a railroad men’s YMCA, now turned into an office building.
RAILROAD YOUNG MENS CHRISTIAN ASSOCIATION
The inscription was probably spelled out in bronze letters; when they were removed, they left legible ghosts behind.
The cornerstone tells us that the building was put up in 1905.
Addendum: The building was under the supervision of Chief Engineer J. A. Atwood, who may have designed it. Source: Philadelphia Real Estate Record and Builders’ Guide, January 4, 1905: “At McKees Rocks, Allegheny county, the Pittsburg & Lake Erie Railroad Company will erect a building for the Y. M. C. A.. Bids will be received until January 15th by Chief Engineer J. A. Atwood.”
This bridge crosses the Ohio at Brunot Island, and therefore has two main spans, one for each channel. Here we see them both from California Avenue to the north. We also have pictures of the Ohio Connecting Railroad Bridge from the side.
The Ohio Connecting Railroad Bridge was built in 1915, and it still carries freight. It crosses the Ohio at Brunot Island, so that there are two main spans, one for the front channel and one for the only slightly narrower back channel. This is the front-channel span.
Now called “The Highline,” the Pittsburgh Terminal Warehouse and Transfer Company was one of the largest commercial buildings in the world when it was finished in 1906. The architect was the prolific Charles Bickel, who gave us a very respectable version of Romanesque-classical commercial architecture on a huge scale.
The building was planned in 1898, but it took several years of wrangling and special legislation to clear three city blocks and rearrange the streets to accommodate the enormous structure. Its most distinctive feature is a street, Terminal Way, that runs right down the middle of the building at the third-floor level: as you can see above, it has now been remade into a pleasant outdoor pedestrian space. You can’t tell from the picture above, but there is more building underneath the street.
The bridge coming out across the railroad tracks is the continuation of Terminal Way, which comes right to the edge of the Monongahela, where the power plant for the complex was built.
The reason for the complex is more obvious from this angle. Railroad cars came right into the building on the lowest level to unload.
It also had access to the river, and road access to Carson Street at the other end. Every form of transportation came together here for exchange and distribution.
McKean Street separates the main part of the complex from the Carson Street side; Terminal Way passes over it on a bridge.
The Fourth Street side shows us the full height of the building. Fourth Street itself is still Belgian block.
A view over the McKean Street bridge and down Terminal Way from the Carson Street end.
This absurdly narrow building is on the Carson Street side of the complex; it has usually housed a small restaurant of some sort. One suspects that this was the result of some kind of political wrangling that ended in a ridiculously small space on this side of Terminal Way between Carson and McKean Streets.
The power plant for the complex, seen above from the Terminal Way bridge across the railroad. It could use some taking care of right now.
This view of the complex from the hill above Carson Street was published in 1911 as an advertisement for cork from the Armstrong Cork Company.
The West Side Belt Railroad came through Castle Shannon aerially on this long viaduct. Here we see it crossing the Blue and Silver Line trolley tracks. The line is still active as part of the Pittsburgh & West Virginia Railroad.
