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admin 28.12.2013

Library Company of PhiladelphiaWest Philadelphia grew rapidly from the 1890s to the 1910s as new residential neighborhoods grew along expanding streetcar lines. Library Company of PhiladelphiaThis row of houses in the Queen Anne style stood on Spruce Street in West Philadelphia.
Library of CongressThis building in Camden, New Jersey, was the last vestige of the city’s once-thriving streetcar system.
Visit PhiladelphiaWest Philadelphia’s Baltimore Avenue was an important streetcar route in the late nineteenth and early twentieth centuries. Visit PhiladelphiaSome streetcar suburbs continue to be accessible through streetcar lines.
Beginning in the middle of the nineteenth century, Philadelphia’s growing streetcar network facilitated the movement of upper and middle class Philadelphians to residential districts outside of the urban core. Previously, most of Philadelphia’s elites had lived in the center of the city, with poorer residents inhabiting the periphery. One of the earliest streetcar suburbs in Philadelphia was Woodland Terrace, designed by Samuel Sloan in 1861.
That said, the suburban lifestyle would have been impossible without the advent of an efficient means to transport the middle class to and from the central city.
In the 1850s, speculators began to erect suburban-style housing for middle-class buyers in West Philadelphia—which, as of 1854, had been consolidated into Philadelphia proper.
Development accelerated as streetcar operators joined in the speculative real estate market. West Philadelphia grew denser as builders synthesized the country-house style with the density of urban row houses. As the areas around Philadelphia and Camden developed, streetcar-led construction extended farther from their city centers.
At the start of the twentieth century, non-elites began to move out to suburban districts within (and eventually outside) of city limits.
With the advent of the automobile after World War I, suburban construction no longer needed to follow transit routes.
Government policies that helped to underwrite automobile suburbs also accelerated the transformation of older streetcar suburbs into lower-class neighborhoods. In the final decades of the twentieth century, however, streetcar suburbs began to experience a limited resurgence. Many of today’s new senior residential communities are coming equipped with the latest in technology to make it easy to keep up with family through online connections such as Facebook and Instagram. At Woodland Terrace of Carmel, which is scheduled to open this summer, each resident will receive a 42-inch smart television for their apartment, with free cable and free WiFi, giving them the ability to stream entertainments apps such as internet music stations, web browsers and video rental services and more on one device by simply using their TV remote control. This will also allow residents to connect to LifeShare technology, which is described as like having a concierge right in your living room. LifeShare also provides digital signage in key common areas to keep residents, families and guests informed about event schedules, trips, classes, activities, church services, menus, in room dining, scheduled maintenance and housekeeping throughout the building. There will be 100 percent wireless internet connectivity throughout the building including the resident rooms and courtyard. Woodland Terrace is currently under construction at 689 Pro Med Lane, Carmel, which is near the U.S. Woodland Terrace is built, owned and managed by a The Justus Family of Companies - an Indianapolis-based company with a lifelong commitment to serving others.
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The fact is, Cinco de Mayo is about the Mexican army's victory over the French at the Battle of Puebla on May 5th, 1862. It was designed by William Sloan in 1861 and prohibited certain disruptive businesses from operating nearby, thus preserving its peaceful residential atmosphere.
Widener began investing in Philadelphia’s streetcar companies in the late nineteenth century. This row of homes, as seen around 1905, was located on Sixtieth Street near Carpenter Street.
Suburbs like these became popular as streetcars allowed wealthy Philadelphians to move farther outside the city and still commute in for work daily. This image from 1968, long after the Public Service Railway streetcars stopped running, shows the building was already derelict. As streetcar lines radiated farther from the city center, new residential neighborhoods blossomed alongside them. Media, the county seat of Delaware County, west of Philadelphia, is serviced by Southeastern Pennsylvania Transportation Authority (SEPTA) trolley line 101. New streetcar-centric suburban developments combined the allure of pastoral living with fast access to work and commerce in central Philadelphia.
The mid-nineteenth century influx of working-class immigrants, however, forced well-heeled Philadelphians to rethink that arrangement. As the industrializing city grew increasingly packed and polluted, there arose a newfound appreciation for picturesque natural landscapes. Early developers sought to emulate the style of the elite country houses that already dotted the area. Initially, only the wealthy could afford to commute to suburban neighborhoods via streetcars. While they retained their front porches and lawns, they began to build attached rows of Queen Anne and Colonial Revival-style houses in neighborhoods like Cedar Park. Streetcars linked growing communities in Delaware County—Lansdowne, Media, Collingdale, Glenolden, and Sharon Hill—to the urban streetcar network via a hub in Darby.

Large single-family homes like these were often converted into multiple units as the neighborhood declined. Electrification of the city’s streetcars in 1892 and completion of the Market Street Elevated line in 1907 lowered transit costs, making it possible for some workers and upwardly-mobile immigrants to afford a daily commute.
While other streetcar suburbs declined with increased automobile ownership, Media still thrives in the twenty-first century. Middle-class residents of inner suburbs took advantage of favorable government-backed mortgages to buy new houses outside the city. New immigrants flocked to areas like Cedar Park and Upper Darby for their affordable housing and access to jobs downtown.
Cox Transportation Collection, Historical Society of Pennsylvania, 1300 Locust Street, Philadelphia. Each resident will receive a small set top device that connects to their Smart TV and the Internet.
This WiFi connectivity will allow residents to use their phones, tablets and laptops throughout the building.
As real estate brokers, homebuilders, senior housing experts, and home health and hospice providers, this local company has been a part of the history of central Indiana for over a century. Just enter in your work address and we will show you how long it takes to get there on every property you look at. But for some, it's also about appropriating a minor hispanic holiday so we can drink Coronas on a weekday.
He eventually came to control all of Philadelphia’s streetcars along with his friend and partner William L. Streetcars remained restrictively expensive for poorer residents, ensuring relatively homogeneous suburban communities, until their electrification in the 1892. In the decades prior, Camden’s numerous industrial jobs turned the city into a hub for streetcar suburbs. These originally only attracted the wealthy residents who could afford the regular streetcar commute. Media was settled as early as 1690 and became a popular vacation destination for wealthy Philadelphians in the latter half of the nineteenth century.
In this way, streetcar suburbs represented a paradox: While their chief attraction was their seemingly natural setting, their existence depended on the Philadelphia’s industrialization, which expanded the ranks of the city’s middle class while also making central Philadelphia a less desirable place to live. The arrival of Irish and German immigrants led to overcrowding, crime, disease, and social unrest; the city was wracked by anti-Catholic riots during the 1840s. For those who worked in the commercial heart of the city, the rural fringe promised a refuge—a private residential sphere for the bourgeois family. At mid-century, Philadelphia remained a “walking city.” In 1850, the average worker lived within six-tenths of a mile of his or her job. Hamilton Terrace, a row of Gothic Revival and Italianate twin houses on South Forty-First Street between Baltimore and Chester Avenues, was one of the first developments. Developers advertised their communities’ urban-style amenities—sewers, gas lines, and, later, electricity—along with their pastoral setting.
Montgomery County’s expanding network of suburban streetcar lines converged in Norristown, northwest of Philadelphia along the Schuylkill River. In West Philadelphia, the demand for housing led to the construction of four- and five-story apartment buildings in areas formerly devoted to single-family homes; it also sparked development in the outlying neighborhoods of Wynnewood and Overbrook.
The Garden Court district, built during the 1920s, was among the first to incorporate rear garages on the homes’ basement level. Meanwhile, African Americans migrating to Philadelphia were subject to residential restrictions that pushed them into neighborhoods—Mantua, Parkside, Strawberry Mansion—that the white middle class was abandoning.
Receiving and sharing messages, pictures and videos from family and friends has never been easier. The Justus Family of Companies prides itself on outstanding service with a personal touch, hands-on leadership, attention to detail and over all resident satisfaction. To fans he was known as The Lizard King, a self-given title that came from his interest in Native American culture and referred to his alter ego. Many of the original houses designed by Sloan, who also built nearby Hamilton Terrace, still stand. In some streetcar suburbs, large single-family homes like these were carved into smaller apartment units in the twentieth century. This, along with the construction of the Market Street Elevated train, allowed some of the more well-to-do immigrants to begin migrating out into the suburbs from Philadelphia’s congested industrial neighborhoods. The streetcar lines radiated from Camden’s industrial center into new suburbs such as Haddonfield and Collingswood. After electrification of the streetcar system and the construction of the Market Street Elevated train in the early twentieth century, streetcar suburbs became more diverse and shops like the ones pictured here began to flourish. For the middle classes, moving to the city’s fringes provided a buffer from such disorder—a comfortable distance from what they believed were undesirable nonnative populations.
In the 1840s, influential landscape architect and author Andrew Jackson Downing (1815-52) popularized the connection between country houses and moral behavior among his middle-class readership. By the late 1850s, however, the advent of faster horse-powered streetcars running on rails greatly increased the distance commuters were able to travel. Architect Samuel Sloan (1815-84) gave Hamilton Terrace features that evoked upper-class country homes: front and rear lawns, porches, and ample tree cover.
Widener (1836-1915) and William Elkins (1832-1903) joined forces to consolidate control over the city’s street railway franchises.
As housing became denser and more affordable, the population of West Philadelphia swelled from under 24,000 in 1860 to nearly 248,000 in 1910.

In North Philadelphia, developers built homes in Olney and Oak Lane to accommodate the growing ranks of successful Germans and Irish (and later Jews) who sought refuge from central Philadelphia’s industrial neighborhoods. In the following decades—particularly in the years after World War II—auto-centric suburban development exploded in areas outside of Philadelphia’s city limits.
Landlords took advantage of the situation by dividing historic single-family homes into multiple apartments.
Streetcar suburbs offered amenities that automobile suburbs lacked: density, walkability, defined commercial corridors, and, most importantly, easy access to public transit. Here we have a 4 bedroom 2 bath split plan in one of Seminole counties most unique communities.
As an artist and as a man, Morrison was at once rebellious, brilliant and self-destructive. This was a response to the wealthy families who could afford private transportation moving farther outside of the city and beyond the streetcar lines. Most of these lines were closed during the Great Depression or the post-World War II automobile booms. While elites had long built manors in Philadelphia’s rural hinterland, after the Civil War the middle class—factory managers and businessmen who worked in finance or retail—now aspired to spacious pastoral housing of their own. Too expensive for the working classes to afford, streetcar ridership was restricted to the growing ranks of middle-class commuters. Sloan also designed nearby Woodland Terrace, a development of semidetached houses built in 1861.
Their Philadelphia Traction Company ran new lines along the path of their property holdings, enabling them to capitalize by building new suburban-style developments. By the early 1900s, new lines eased travel between Camden and the nearby suburbs of Merchantville, Collingswood, and Haddonfield, complementing their existing railroad links to Philadelphia. Across the river in southern New Jersey, streetcar electrification lowered the costs of commuting into Camden, allowing shopkeepers and clerical works to move to nearby towns. Owners failed to invest in upkeep, and many early suburban-style houses began to deteriorate. By the beginning of the twenty-first century, middle-class residents filled many of Philadelphia’s earliest streetcar suburbs, and the most architecturally distinctive area of West Philadelphia received designation as a historic district.
Through front door you will find large tiled foyer, to the left a large family room, to the right formal dining room, straight ahead large family room with wood burning fireplace.
He amassed great fortune through his streetcar investments and founded Philadelphia Traction Company, which later expanded into other cities. Families who remained in these neighborhoods were often poor and could not afford the extravagant homes left behind. As increasing automobile use allowed people to live further from urban centers, hubs such as Camden declined. As they extended their tendrils outward, streetcar lines made possible the creation of class-segregated residential districts at the urban fringe. Woodland Terrace’s charter protected its character as a residential refuge, mandating that “no slaughterhouse, skin dressing house or engine house, blacksmith shop or carpenter shop, glue, soap, candle or starch manufactory or any other offensive occupation be erected” in the area. In the 1890s, they laid trolley lines on Springfield and Chester Avenues, sparking new construction in the Squirrel Hill and Kingsessing neighborhoods in Southwest Philadelphia. Well-heeled buyers moved out to suburban Chestnut Hill in Philadelphia’s northwest, commuting downtown via the Germantown Avenue streetcar (and multiple railroad lines).
Developers’ advertisements enticed former immigrants to move to neighborhoods like Strawberry Mansion, an enclave on the edge of Fairmount Park. Federal agencies like the Home Owners’ Loan Corporation hastened disinvestment when they deemed aging and racially-transitioning streetcar suburbs unworthy of mortgage financing.
Once again, streetcar suburbs came to embody the ideal intersection of urban convenience and bucolic refuge. Some of his streetcar lines continue to operate in the city as part of the Southeastern Pennsylvania Transportation Authority's public transportation network.
Shops soon dotted stretches of Lancaster Avenue, Fifty-Second, and Sixtieth Streets in West Philadelphia. To ensure that Chestnut Hill would remain uniformly white and middle class, area developers employed restrictive covenants that barred industrial or commercial uses, along with black and Jewish residents.
One broker’s 1913 Yiddish-language ad for the neighborhood promised residents “fresh air” and a “beautiful country landscape”—the same sort of pastoral features that had originally drawn the middle class to West Philadelphia’s first streetcar suburbs. Streetcar ridership flourished as more people moved farther from the city center: 99 million passengers rode the Philadelphia streetcars annually by 1880.
The son of an Admiral in the US Navy, Morrison’s upbringing was nomadic, but in the fifties he spent some time in this colonial house in Alexandria, Virginia. Taylor (1856-1915), who conducted his time-efficiency studies at North Philadelphia’s Midvale Steel plant. He continued to live in Philadelphia and the nearby streetcar suburb of Elkins Park until his death in 1915. Down the hall in the other direction you have 3 bedroom all with recently replaced carpet and full bathroom #2. Add to all this the most saught after elementary, middle, and High school in Seminole county and you have a winner!!!

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