Friday, September 27, 2019

Buidling the Good and Plenty Wing of Quaker City Chocolate and Confectionery Co. - 2140 Germantown Ave - Inquirer 29 May 1894

Saturday, September 21, 2019

Pennsylvania Lumber Company Trenton Ave and Tioga Street - Philadelphia Real Estate Record May 3, 1886

Trenton Avenue and Tioga Street

Bromley Philadelphia Atlas 1895

N Broad and Mount Vernon Streets

Hall & Garrison Looking Glass and Picture Frames, Woodworking circa 1890 - 1124/1140 Washington Avenue

Hall & Garrison 1910 - Warren-Ehret Company Photographs, Hagley Archive

Hall & Garrison Looking Glass and Picture Frames Manufactory -

Hexamer General Surveys, Volume 8, Plate 690

Bromley Philadelphia Atlas 1895

Hand Book Master Builder's Exchange 1887

Scientific American May 1898

Scientific American

September 1897

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DEC-CO-RE-0.

A very useful invention of late years for decorative and building purposes is Dec-co-re-o, devised and patented by Hall& Garrison, of Philadelphia, Pa. The nature of the material is such that it can be utilized for numerous purposes of decoration in the building and furnishing of a house, and, once placed in position, will last as long as the building itself. As it has long passed the experimental stage, the above prediction is fully warranted.

It is applicable for grilles over doors and windows, stair balustrades, for partitions for desks and bank railings, for constructing cozy corners in rooms, for elaborate ceiling and wall decorations, and any imaginable decorative purpose in the construction and furnishing of a home,as it can be worked in to any form and shape suitable to any purpose. Any unsightly large opening in a building can be, by a Dec-co-re-o Grille, with pole and curtain attached, turned into a feature of great beauty, and the endless variety of ornamental lines removes at once the monotony and tiresome effect produced by spindles or other automatic machine work. Large rooms have been divided in two by a beautifully designed grille in Dec-co-re-o with a curtain underneath, and stores have been partitioned off with it to suit the requirements of the working force. A music-room can be partitioned off from the parlor with a Decco-re-o Grille and curtain, as may be required, and more successfully than with any other material or effect. It is also applicable to steamship work,and makes a most beautiful decoration when applied in this manner. All of the grilles for transoms, and other portions of the fine steamships St. Paul and St. Louis, were made of this Dec-co-re-o, and furnished by Hall & Garrison to the International Steamship Co. direct, and they received the highest praise from the company, the builders,and the architects for the magnificent work that they had furnished, and for the beautiful effect it gave to the boats.

Its durability is derived from the construction of its base, which is a thin board composed of a number of very thin layers of hardwood, glued firmly together crossgrained, which insures an indestructible material for that purpose.On this base, plastic ornaments are cemented either on one side or on both sides, as may be required; the wood remaining between the ornaments is then removed, thereby forming a plastic perforated carved grille of any design desired, either carved only on one side or both sides, as the case requires.

Messrs. Hall & Garrison also manufacture plastic ornaments for interior decoration on canvas, which can be pasted, cemented, or glued into position by any paper hanger or carpenter, besides mouldings for picture frames in endless variety, and in this line they have been the leaders for many years past. They also are large contractors for wood finish in houses, and the Chelsea and Central Park Flats, Holland House, and Belgravia, in New York; Geo. W. Childs' Mansion at Bryn Mawr; Jas. P. Scott's house,and Hotel Walton, at Philadelphia; Baltimore & Ohio R. R. Building at Baltimore; Shoreham at Washington, and United States Building at Harrisburg, besides numerous other buildings all over the country, are monuments of their skill in these lines.

New York Art Guide and Artist's Directory - 1893

March 1896

Scientific American Building Edition, March 1896

Advertising Credit

"Balusters, Stair Rails Etc. - Hall & Garrison....Cover iii"

Friday, September 20, 2019

Synagogue and Broad Street - 1875

Thursday, September 19, 2019

Marquetand's Candies - Two Page Advertisement - Inquirer 16 Dec 1956

Yes, we maintain the largest profusion of preferences in town . . . a selection of 400 individual pieces of candy, each one a taste-treat-triumph of mouth-watering goodness. Come in for a sample or just for a browse... this year make Marquetand's your holiday-highlight.

Nuts & Fruit - $1.85 lb.
General Assortment Nuts & Fruit - $1.60 lb.
Butter Creams - $1.35 lb.
Children's Candies - $.70 lb.
General Assortment Light and Dark - $1.35 lb.

THERE IS A STORE NEARBY FAMOUS FOR BUTTER CREAMS

PHILADELPHIA

928 Chestnut St.
7151 Germantown Ave.
3633 Germantown Ave.
3630 North Broad St.
7340 Frankford Ave.
101 E. Rittenhouse St., Germantown

SUBURBAN

1 West Lancaster Ave. Ardmore
6219 Lancaster Ave., Overbrook
21 North High St., West Chester
703 King St., Wilmington, Del.

NEW JERSEY

667 Haddon Ave., Collingswood
7 Curtis Ave., Woodbury
537 Landis Ave.. Vineland

Let the River Run - Carly Simon - Working Girl - 1988

I miss the old Car Ferry Boats. No car boats with use of the car space since 911. And the Bottom Deck the Smoking Deck until about 1990. What a blow. All the dregs came up to the saloon deck wit snob me lol. They were steel of course, with lots of varnished wood church pew like seats and black marbleized battleship linoleum. Painted inside with government issue battleship gray paint and white. The new Boats suck. All shiny and steel seats and store bought exit signs.

My 3 seconds of fame or my doppelganger 0:19-0:22. Not me I think, I don't remember shaving on the boat or that my glasses were that thick. But I was that ruggedly handsome. lol

And let's not forget Kevin Spacey's breakout sexual predator scene on music video 1:05-1:08.

The script was a rip of fake junk-bond era, non-reality. But all the background NYC stuff a nostalgic historic slice of the old Apple. And a historic record so to speak.

The scenes in the #7 WTC with the polished elevator doors a tragic reminder of 911. Of things gone wrong with America. And tragedy etc. "Come the New Jerusalem"? RIP etc.

Whatever. :-)

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907 N Marshall Street - 1925

Moses King's Statues - City Hall Plaza - Newsies - 1902

Wednesday, September 18, 2019

Railroad Growth in the United States - Some Interesting Facts - Troy Daily Whig Aug. 25, 1871

Railroad Growth in the United States — Some Interesting Facts .

The following extracts are taken from a contribution to the Philadelphia North American:

Americans, generally, speaking, appear to have a very limited degree of information in regard to the history of the locomotive and of steam travelling.

Few of this day are aware that, as early as 1809, twenty years before the trial trip on the Liverpool and Manchester Railway, Oliver Evans endeavored to establish a railway between New York and Philadelphia, offering to embark every dollar he was worth in the enterprise. Yet such is the fact.

There being no railways in America, Mr. Evans, in 1787, sent draughts and specifications of his plans to England by Captain Masters, of Annapolis, Maryland. In 1794- 5, he again sent thither his plans by Joseph Stacy Sampson, of Boston, Massachusetts, and yet again in 1799 he sent thither his plan by Charles Taylor. In short, from the fact that Richard Trevithick, who in 1802 patented in England the high-pressure locomotive, introduced into Cornwall the cylindrical-flue boiler invented by Oliver Evans for his high-pressure engine, there is hardly a reasonable doubt but that he appropriated without acknowledgement the inventions of Mr. Evans.

Oliver Evans's plan for a railway was that it "be laid so nearly level as not to deviate in any place more than two degrees, from a horizontal line, made of wood or iron, on smooth parks of broken stone or gravel, with a rail to guide the carriage, so that they may pass each other in different directions, and travel by night as well as by day."

The sole reason why the locomotive was not used on rails in America years before it was in Great Britain, was because its inventor (Oliver Evans) had not of his own means sufficient to build a railway, and could not induce Americans in his day to subscribe one dollar.

Hence it was that he aimed to run hie device on turnpikes, and invited co-operation, pointing at the time to the eminent success of his elevator, hopper-boy and his other inventions, which had revolutionized the manufacture of flour, also, to bis inventions for making machine cards, as evidences of the general correctness of his views, but failed to obtain co-operation, and, unlike the more fortunate Watt (who had enlisted for his low-pressure engine men of capital), Mr. Evans was compelled to furnish himself both the mental and pecuniary means for those practical demonstrations which he from time to time conducted, and referring back to which, some thirty years afterward, Elijah Galloway, the British writer on Steam, declared proved Oliver Evans to be the only true inventor of the locomotive, but also of the first practical steamboat.

Unable to move his countrymen, Mr. Evans rendered the following remarkable prophecy:

"The present generation will use canals, the next will prefer railroads, with horses, but their more enlightened successors will employ my steam carriages on railways, as the perfection of the art of conveyance. In the mean time the steam carriage may be tested, even on the present turnpikes."

As Oliver Evans died in 1819, and the above prediction was rendered several years prior to his death, none, with the events of to day in view, can fail to remark its perfect fulfillment.

In 1802, Oliver Evan s agreed with James McKeever, of Kentucky, (father of the late Commodore McKeever. U. S. Navy) and Louis Valcourt, to build a boat to run on the Mississippi, between New Orleans and Natchez. The engine (Mr. Evans's high pressure engine), was built in Philadelphia, and the boat in Kentucky; both were sent to New Orleans, but when the engine arrived out, it was found that the boat had been destroyed by a hurricane. The engine was then set to sawing timber in Ne w Orleans, and Mr. Stackhouse (one of the engineers), who remained with it twelve mouths and fifteen days, states that during that period the mill was constantly at work, his words being :

" Nothing relating to the engine broke or got out of order so as to stop the mill one hour."

This was the kind of engine sent by Oliver Evans to drive a steamboat against the current of the Mississippi, five years before Robert Fulton started the Clermont on the Hudson,

In 1803, Mr. Evans having built a dredging machine (believed to be the first worked by steam) to clean the docks of the port of Philadelphia, he embraced the opportunity to practically demonstrate that navigation by steam was feasible, by putting the engine on a scow in the river Schuylkill, and converting the scow into a stern-wheel steamboat, made it propel its way down that river to the Delaware and thence up to Philadelphia, passing all the vessels in the river. This, four years before Fulton started a steamboat.

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New Offices in Philly - The Packard June 1910 - April 1911 - August 1911

On Your Right— Ladies and Gentlemen— Is the New Home of the Packard Motor Car Company of Philadelphia, one of the Most Complete and Magnificent Edifices of its Kind

PHILADELPHIA is to have a Packard sales and service building that will rank with New York's, in character if not in size. Contracts have been let for the erection of the building herewith depicted. Construction will be pushed and we hope it will not be long before the Packard Motor Car Company of Philadelphia is adequately housed and ready to handle any end of its business in a manner that will honor the name Packard and be a shining example of Packard service. Just now the Philadelphia company suffers from want of room, of which there will be plenty in the new place and also ground for expansion. The new building will be on the east side of Broad Street and will extend from Wood to Pearl Streets. It will be 75 by 165 feet, eight stories and basement. The construction is fire proof, the structural steel frame work being fireproofed with concrete and having reinforced concrete floors. The street fronts will be white glazed terra cotta and iron. Steel window sash will be used throughout. Over the main entrance on Broad Street will extend an ornamental iron marquise. This entrance leads into a salesroom two stories in height and with an area of .3,200 square feet. The room will have a high wainscoting of oak and an ornamental plaster beamed ceiling. Immediately at the rear of the sales room on the first floor will be offices and back of them a general service room 4,200 square feet in extent. On the second floor will be additional offices, a chauffeur's room and a large stock room. The remaining floors will be devoted to repairing, repainting and upholstering, over hauling, rebuilding bodies, storage, etc. Carriage washes are provided on two floors, there are good-sized blacksmith and machine shops and there is a cleaning room in conjunction with the shops. Two large freight and one passenger elevator will be provided, besides a dumb waiter extending the full height of the building.

April 1911

August 1911

Packard Trucks - John Wanamaker NYC/PHL - The Packard, 16 June 1910

TRUCKS THAT RUN ALL THE TIME

JOHN WANAMAKER runs Packard trucks 24 hours a day , in the delivery service of his New York store. They average about 115 miles a day, although some of the runs are longer. This exceptional sen-ice is accomplished by the use of false or loading bodies which allow the trucks to be constantly on the road without great loss of time in loading and unloading. The seven trucks now in the service of the New York store are operated with a double shift of drivers working twelve hours each. The trucks are on the road about eighteen hours a day. Loading and unloading and meals take about five hours a day and the trucks are in the garage for oiling, inspection and refilling of tanks for an hour or so at the time the drivers are changed. The false or crate bodies are loaded inside the Wanamaker building, on any desired floor, and are carried by the elevator to the ground level, where they are run out of the building and into the empty trucks. This system not only makes loading very convenient, but, prevents the trucks standing idle during the loading process. Furthermore, it avoids the necessity of running trucks into the Wanamaker buildings, which is against the insurance provisions. The crates fit snugly within the truck bodies, but are on rollers so that they are easily handled. It takes but a minute to run one of the crates into the truck. During the daytime, the Wanamaker trucks are principally used for city hauling, carrying heavy loads between the freight yards and the store and for some of the longer hauls of the regular delivery work. The night hauls are generally longer and include many long runs into suburban districts. The seven trucks now in operation take the place of twenty-five horse wagons and sixty horses, but, in addition, they provide speed and long distance hauling which were previously impossible. John Wanamaker also uses Packard trucks in the service of his Philadelphia store.

Strenuous Store Work

The two Packard trucks owned by John Wanamaker, of Philadelphia, are now being run on an average of sixty miles every eleven hours. One truck covers the suburban route over the main line. Starting from the warehouse, Twentieth and Hamilton Streets, at 8.00 a. m., it passes through Overbrook, Bola, Clymoid, Ardmore, Radner, Bryn Mawr, Wayne, Rosemont, Stratford, St. Davids, Devon, Newtown and Piola to Perwyn. This is twenty-five miles. Upon return to the starting point, it fills in the time until 7.00 p. m. on trips from the store to points in West Philadelphia and Germantown. On this trip, the truck replaces sixteen horses, which made up relay teams to these points, before the adoption of Packard trucks. At 8.00 p. m., this same truck is taken out by a relay driver and run until 6.00 a. m. the following morning on trips between the store at Thirteenth and Market Streets, and suburban delivery points located from five to twenty miles from town. The company's other Packard truck covers the run between the warehouse and Newtown Square, a distance of eighteen miles. On days when this trip is not made this truck is used for hauls to the farther outlying suburban points, particularly to Swarthmore and Atlantic City. The latter run is made every week. The truck leaves the warehouse at 3 a. m., covering a total distance of 130 miles. Two stops are made in Atlantic City and the truck gets back to the warehouse at 9.00 p. m. the same day. This is a pretty strenuous eigh teen-hour trip but the company reports it is generally made without a stop of any kind.

The Packard July 22, 1910

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Death of Fourteen Hundred Horses NYC July 1911 - The Packard, August 1911

MORE than fourteen hundred horses were killed by the heat in Manhattan alone during the first two weeks of July. Detailed figures of the havoc were published in the New York Mail. A single concern, the George Ehret Brewing Company lost forty-five horses within the period mentioned, and others reported losses almost as large.

It is not our purpose to arouse sympathy for the patient brutes which toiled through the torrid streets of the metropolis until they lay down to die on the smoking asphalt. These horses are well out of their misery and death was doubtless a welcome relief. If, haply, we can emphasize the lesson of this havoc among beasts of burden, that is as much as need concern us here.

The horse is not adequate to meet the traffic demands of a great city. This is the essential fact brought home by this drastic experience of team owners in New York City.

In one day the Packard Motor Car Company of New York took orders for ten Packard trucks. In the days that followed they were compelled to reject many orders for immediate delivery because the factory was unable to supply the trucks. We have been too busy meeting current demands to accumulate a stock. We are now engaged in trebling the capacity of our truck shops and doubtless we shall be better prepared to respond should another such emergency arise.

Why wait until the pinch comes? It has been shown by the experience of hundreds that the Packard truck is more efficient, more reliable and more economical than horses in innumerable kinds of hauling.

Packard trucks are now in successful use in over 130 lines of trade. It seems almost unnecessary to point out that the use of the motor vehicle is the only humane method for handling heavy loads and long hauls. Packard trucks can work every day and twenty-four hours a day if necessary, as shown by the experience of John Wanamaker in New York. They don't suffer from hot weather and they don't fall down on slippery pavements.

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