Street, . Construction, financed by the City of Philadelphia and managed by the Department of City Transit, was started in September 1915. At that time, construction was anticipated to require about three years. However, construction was slowed because of World War I. By February 1920, 65 percent of the construction work had been completed and 15 percent was under contract. Of the remainder, plans had been completed for ten percent, leaving approximately ten percent of construction "yet to be arranged for". The superstructure had been completed between Dyre Street (south of Pratt Street) to a point just north of Arch Street. However, only two stations had been completed, and six had not been started. Signals, substations and cars had "yet to be arranged for". In 1919, the Public Service Commission of Pennsylvania approved a connection between the Frankford and Market Street lines in 1919, with signals and signal tower to be built by PRT. But the Philadelphia City Solicitor determined that the connection could not be built until a contract for operation had been signed and approved by the PSC. This did not take place until 1922. The line was dedicated on November 4, 1922, and opened for service on November 5. Trains from 69th Street alternated between the Frankford and Ferry Line terminals. Total expenditures by the city for the Frankford El "with its track, substations, equipment and certain rolling stock" was $15,604,000 to December 31, 1929. The planned – and authorized – second section of the Frankford El, Bridge Street to Rhawn Street with intermediate stations at Comly Street, Levick Street, Tyson Avenue, and Cottman Avenue, 3.0 mi (4.8 km) was not built. Following the opening of the Delaware River Bridge in 1926, traffic on the Delaware Ave branch declined sharply. Evening, Sunday and holiday service was discontinued on January 24, 1937. Sunday and holiday service was restored from May 30 to September 13, 1937, and again from July 3 to September 12, 1938. The last day of service was May 6, 1939, with the last train departing South Street at 7:00 p.m. Thereafter, the line was closed and dismantled. A replacement bus service was started in 1943 to serve wartime traffic, and continued in operation until 1953. The old interlocking tower and stub remains of the junction with the Ferry Line survived until the realignment into the median of I-95 in 1977. As part of a program