36th Street station (SEPTA)
36th Street station known as Sansom Common station, is a SEPTA subway station in Philadelphia. It is located on the campus of the University of Pennsylvania in a tunnel underneath the corner of Sansom and 36th Street, serves Routes 11, 13, 34, 36 of the SEPTA Subway–Surface Trolley Lines. Trolleys serving this station go eastbound to Center City Philadelphia and westbound to the neighborhoods of Eastwick and Angora and the Delaware County suburbs of Yeadon and Darby, it is about a block and a half walk away from the 36th Street Portal where one may connect to the 10 trolley. Media related to Sansom Commons / 36th Street at Wikimedia Commons SEPTA 36th Street/Sansom Common Sansom Street and 36th Street entrance from Google Maps Street View
13th Street station (SEPTA)
13th Street station is a SEPTA Market-Frankford Line and Subway-Surface Lines station in Philadelphia, under Market Street between 13th and Juniper Streets in Center City. The station serves the Market–Frankford Line and as the terminus for all five routes of the Subway–Surface Trolley Lines; the Subway–Surface Trolley station was known as Juniper Street until 2011. The trolleys now sign 13th–Market as their inbound destination; the Market–Frankford Line platforms are located one story below ground level, connected to the Center City Commuter Connection concourse. The south concourse, accessible from the eastbound platform, features underground access to SEPTA's headquarters and transit museum, located at 1234 Market Street; the Subway–Surface trolley platform for Routes 10, 11, 13, 34, 36 is located two stories below ground level, is accessible only by escalator or stairway from the Market–Frankford platforms. The station is located at the end of the Subway–Surface Line on a balloon loop located under Juniper Street, features a single track with all trolleys operating in the same direction.
Inbound trolleys discharge passengers on the southernmost portion of the platform. The trolley proceeds to pick up passengers at either Berth 1 or Berth 2. Routes 10, 11 and 13 board at Berth 1, located on the northernmost portion of the platform. Routes 34 and 36 board at Berth 2, in the center of the platform. Upon departure of the station, the track heads west towards 15th Street station, it features a short spur track to the northeast, used to park stranded or dead trolleys. SEPTA City Buses Routes: 17, 33, 38, 44, 48, 62SEPTA Suburban Buses Routes: 124, 125 SEPTA 13th Street MFL and Juniper Street Trolley Station 13th Street entrance from Google Maps Street View Juniper Street entrance from Google Maps Street View
Drexel University is a private research university with its main campus located in the University City neighborhood of Philadelphia, United States. It was founded in 1891 by a noted financier and philanthropist. Founded as Drexel Institute of Art and Industry; as of 2015, more than 26,000 students are enrolled in over 70 undergraduate programs and more than 100 master's, professional programs at the university. Drexel's cooperative education program is a unique aspect of the school's degree programs, offering students the opportunity to gain up to 18 months of paid, full-time work experience in a field relevant to their undergraduate major or graduate degree program prior to graduation. Drexel University was founded in 1891 as the Drexel Institute of Art and Industry, by Philadelphia financier and philanthropist Anthony J. Drexel; the original mission of the institution was to provide educational opportunities in the "practical arts and sciences" for women and men of all backgrounds. The institution became known as the Drexel Institute of Technology in 1936, in 1970 the Drexel Institute of Technology gained university status, becoming Drexel University.
Although there were many changes during its first century, the university's identity has been held constant as a controlled, non-sectarian, coeducational center of higher learning, distinguished by a commitment to practical education and hands-on experience in an occupational setting. The central aspect of Drexel University's focus on career preparation, in the form of its cooperative education program, was introduced in 1919; the program became integral to the university's unique educational experience. Participating students alternate periods of classroom-based study with periods of full-time, practical work experience related to their academic major and career interests. Between 1995 and 2009, Drexel University underwent a period of significant change to its programs and facilities under the leadership of Dr. Constantine Papadakis, the university's president during that time. Papadakis oversaw Drexel's largest expansion in its history, with a 471 percent increase in its endowment and a 102 percent increase in student enrollment.
His leadership guided the university toward improved performance in collegiate rankings, a more selective approach to admissions, a more rigorous academic program at all levels. It was during this period of expansion that Drexel acquired and assumed management of the former MCP Hahnemann University, creating the Drexel University College of Medicine in 2002. In 2006, the university established the Thomas R. Kline School of Law, in 2011 the School of Law achieved full accreditation by the American Bar Association. Dr. Constantine Papadakis died of pneumonia in April 2009 while still employed as the university's president, his successor, John Anderson Fry, was the president of Franklin & Marshall College and served as the Executive Vice President of the University of Pennsylvania. Under Fry's leadership, Drexel has continued its expansion, including the July 2011 acquisition of The Academy of Natural Sciences; the College of Arts and Sciences was formed in 1990 when Drexel merged the two existing College of Sciences and College of Humanities together.
The College of Media Arts and Design "fosters the study and management of the arts: media, the performing and visual". The college offers sixteen undergraduate programs, 6 graduate programs, in modern art and design fields that range from graphic design and dance to fashion design and television management, its wide range of programs has helped the college earn full accreditation from the National Association of Schools of Art and Design, the National Architectural Accrediting Board, the Council for Interior Design Accreditation. The Bennett S. LeBow College of Business history dates to the founding in 1891 of the Drexel Institute, that became Drexel University, of its Business Department in 1896. Today LeBow offers thirteen undergraduate majors, eight graduate programs, two doctoral programs; the LeBow College of Business has been ranked as the 38th best private business school in the nation. Its online MBA program is ranked 14th in the world by the Financial Times; the part-time MBA program ranks 1st in academic quality in the 2015 edition of Business Insider's rankings.
Undergraduate and graduate entrepreneurship programs are ranked 19th in the country by the Princeton Review. Economics programs at the LeBow College of Business are housed within the School of Economics. In addition to the undergraduate program in economics, the school is home to a launched M. S. in Economics program as well as a PhD program in economics. Faculty members in the School of Economics have been published in the American Economic Review, Rand Journal of Economics, Review of Economics and Statistics; the school has been ranked among the best in the world for its extensive research into matters of international trade. Drexel's College of Engineering is one of its oldest and largest academic colleges, served as the original focus of the career-oriented school upon its founding in 1891; the College of Engineering is home including two astronauts. Today, Drexel University's College of Engineering, home to 19 percent of the und
West Philadelphia, nicknamed West Philly, is a section of Philadelphia, Pennsylvania. Though there is no official definition of its boundaries, it is considered to reach from the western shore of the Schuylkill River, to City Avenue to the northwest, Cobbs Creek to the southwest, the SEPTA Media/Elwyn Line to the south. An alternate definition includes all city land west of the Schuylkill; the eastern side of West Philadelphia is known as University City. The topography of West Philadelphia is composed of rolling hills rising from the Schuylkill River toward Cobbs Creek in the west and toward Belmont Plateau in the northwest; this gradual elevation makes the skyline of Center City visible from many points in West Philadelphia. The Wynnefield neighborhood is a location used by photographers and organizers of civic events. According to the 2010 census, 216,433 people live among the ZIP codes of 19104, 19131, 19139, 19143 and 19151. Non-Hispanic Black or African-American: 164,921 Non-Hispanic White/European: 37,010 Hispanic or Latino: 4,328 American Indian: 4,112 Asian: 3,246 Mixed or Other: 2,813 Starting with the first wave of Irish immigrants in the early 19th century, West Philadelphia was home to large numbers of European immigrants and their descendants.
The area's African American population began growing in the 1880s through the migration of blacks from the southern states. Since the 1980s, gentrification and the Urban Indian relocation movement have brought more racial diversity. Arrivals from East Asia and Latin America Dominicans, Puerto Ricans, Mexicans, have given the area small Hispanic and Asian American populations; the community has a fair number of Afro-Caribbean/Caribbean American residents, from the Jamaica, Haiti and other areas of the West Indies, as well as a growing number of African immigrants. The Woodlands Cemetery, located near the west bank of the Schuylkill River, was the estate of Andrew Hamilton who bought the property in 1735 from descendants of Blockley Township's founder, William Warner, who hailed from Brockley, England. Warner was the first known European west of the Schuylkill. In 1840, the property was transformed into a cemetery with an arboretum of over 1,000 trees, it holds the graves of many famous Philadelphians.
Satterlee Hospital, one of the largest Union Army hospitals of the Civil War, operated from 1862 to 1865. West Philadelphia's population expanded in the late 19th and early 20th centuries, thanks in large part to horsecars streetcars, Schuylkill River bridges that allowed middle-class breadwinners to commute into the Central Business District a few miles to the east. West Philadelphia was among the early streetcar suburbs, a portion of it is listed on the National Register of Historic Places as the West Philadelphia Streetcar Suburb Historic District; the western portion of the neighborhood was once home to some of the most expensive real estate in the country. The area has declined in prominence over the last 50 years, thanks in part to increasing crime and the migration of many middle and upper-class residents to suburbs and other sections of the city. West Philadelphia drew national attention in 1978 and 1985 for violent clashes between police and an Afro-centric, back-to-nature group called MOVE.
During the latter confrontation, police firebombed the group's headquarters, killing 11 people and destroying an entire block of Osage Avenue and Pine Street. In recent years, parts of West Philadelphia have undergone "Penntrification," a term that reflects the University of Pennsylvania's role in gentrification of the neighborhood. Many young professionals and families have moved into the area. In 2008, the area around the Please Touch Museum, Philadelphia Zoo, the Mann Music Center was designated the Centennial District: an area to be revitalized by the country's 250th birthday in 2026. Most of the houses in West Philadelphia are row houses, although there are areas of semi-detached and detached houses; the earliest developments began in 1850 and the final period of mass construction ended in 1930. Development was enabled by the creation of the horsecar, which pushed development to about 43rd Street, after the arrival of the electrified streetcar in 1892, accelerated to the west and southwest.
Commissioned by speculative developers and designed by some of the city's most prolific architects, they were purchased by industrial managers and other professionals who led the first movement of upper and middle class from the more crowded city center. Developers found they could increase profits by catering to this emerging group, shrinking lot sizes, building more compact, less ornate houses. Initial development was divided into block lots and sold in 1852 with the condition that "substantial stone or brick buildings" be erected; the houses in this grouping are three-story Italianate buildings, linked by material, decorative detail, form. Located around Chester Avenue, an additional but smaller and less ornate 16 Italianate, semi-detached houses, similar in form to the initial houses; the setback of these houses was 25 feet. Another development on Locust Street, a project by banker and West Philly
SEPTA subway–surface trolley lines
The SEPTA subway–surface trolley lines are a collection of five SEPTA trolley lines that operate on street-level tracks in West Philadelphia and Delaware County and underneath Market Street in Philadelphia's Center City. The lines, Routes 10, 11, 13, 34, 36, collectively operate on about 39.6 miles of route. SEPTA's Route 15, the Girard Avenue Line, is another streetcar line, designated green on route maps but is not part of the subway–surface system. Like Boston's Green Line and San Francisco's Muni Metro, the SEPTA trolley line is the descendant of a pre-World War II streetcar system. Where Boston and San Francisco's systems use longer, articulated LRT vehicles, Philadelphia uses rigid vehicles four inches longer than the PCC streetcar they somewhat replaced; the lines use Kawasaki K-Car LRVs delivered in 1981-82. The cars are similar to those on Routes 101 and 102, SEPTA's suburban trolley routes, which were delivered around the same time. However, the subway–surface cars are single-ended and use trolley poles, while the suburban lines operate in couplets.
Starting from their eastern terminus at 13th Street Station near City Hall, the trolleys loop around in a tunnel under City Hall before stopping at under Dilworth Park at 15th Street station and realign back under Market Street. All five routes stop at 19th Street, 22nd Street, 30th Street, 33rd Street, which are all underground stations. From 15th to 30th Streets, they run in the same tunnel as SEPTA's Market–Frankford Line, which runs express on the inner tracks while the trolleys utilize the outer ones. Passengers may transfer free of charge to the Market–Frankford Line at 13th, 15th, 30th Streets, as well as to the Broad Street Line at 15th Street. Connections to the Regional Rail are available via underground passageways connecting 13th and 15th Street stations to Suburban Station, one of the city's main commuter rail terminals. After traveling under the Schuylkill River, the trolley lines provide access to 30th Street Station, a passenger terminal located across the street from the trolley and rapid transit station.
Connection is available to Regional Rail, many Amtrak services, New Jersey Transit's Atlantic City Line. An underground passageway that connects these two stations is closed; the closure was due to passenger safety issues after a passenger attack in the 1990s. In 2016, the 30th Street Station District proposed overhauling both 30th Street Station's SEPTA and trolley stations including, by public demand, the reopening the tunnel that connects the two stations, thus ceasing the need for passengers to resurface, walk outside to cross the busy 30th Street, enter the other station; the timeline called for the tunnel overhaul to be part of Phase 1 and thus completed by 2020. All routes stop at 33rd Street, near Drexel University. After this stop, Route 10 diverts from the others and emerges from the tunnel at the 36th Street Portal just south of Market Street turns north onto 36th Street and northwest along Lancaster Avenue and other surface streets; the other four lines make underground stops at 36th and Sansom streets and 37th and Spruce streets on the campus of the University of Pennsylvania before surfacing at the 40th Street Portal near Baltimore Avenue, heading southwest on surface streets.
The Route 11 line, traveling along Main Street in Darby, crosses CSX Transportation at grade. This, along with the TECO streetcar is one of the few locations in the U. S. with an at-grade crossing between a trolley line and a major freight rail line. When tunnels are closed due to maintenance, an accident or some other obstruction, all five trolleys can be diverted onto auxiliary surface tracks west of the 40th Street Portal. Tracks for Route 10 proceed southbound along 40th Street. At Market Street, the line connects to the Market–Frankford Line at its 40th Street station; the surface tracks continue southbound to Spruce Street, where they splits either eastbound or westbound. Westbound tracks run to 42nd Street where they turn south to either Baltimore Avenue, Chester Avenue, or Woodland Avenue. Tracks for the other four routes run northbound along 42nd Street turning east onto Spruce Street and north onto 38th Street. From here, it travels to Filbert Street turning left and crossing the 40th Street tracks.
When Filbert Street terminates at 41st Street, the tracks turn right, head north until reaching Lancaster Avenue. Another set of diversionary trolley tracks begin near the 49th Street Regional Rail station, connecting Chester Avenue to Woodland Avenue by way of 49th Street; the subway–surface lines are remnants of the far more extensive streetcar system that developed in Philadelphia after the arrival of electric trolleys in 1892. Several dozen traction companies were consolidated in 1902 into the Philadelphia Rapid Transit Company; the PRT funneled the West Philadelphia lines into subway tunnels. After the PRT declared bankruptcy in 1939, it was reopened as the Philadelphia Transportation Company, absorbed into SEPTA in 1968. In October 2006, University of Pennsylvania's class of 1956 funded the construction of an innovative portal for one of the eastbound entrances of the 37th Street station: a replica of a Peter Witt trolley of the kind manufactured by J. G. Brill and Company from 1923–26.
Operated by the Philadelphia Transportation Company, these trolleys brought university students to the campus and to Center City until 1956. Routes 11, 34 and 37 ran through the Penn campus on Woodland Avenue and Locust Streets for nearly 65 years. In 1956, the trolley route was buried to enable the univer
The Market–Frankford Line is one of two rapid transit lines in Philadelphia, operated by SEPTA. It runs from the 69th Street Transportation Center in Upper Darby, just outside of West Philadelphia, to the Frankford Transportation Center in Near Northeast Philadelphia. With more than 187,000 boardings on an average weekday, it is the busiest route in the SEPTA system; the line has both underground portions along its full length. Downtown Philadelphia is served by four stations of the PATCO Speedline rapid transit line which runs between downtown Philadelphia through Camden, New Jersey to Lindenwold, New Jersey; the Market–Frankford Line begins at 69th Street Transportation Center in Upper Darby. The MFL passes north of the borough of Millbourne. From there, it enters Philadelphia and is elevated over Market Street until 46th Street, where it curves north and east and descends underground via a portal at 44th Street. At 42nd Street, the tunnel returns to the alignment of Market Street. At 32nd Street, the tunnel carrying the SEPTA subway-surface trolley lines joins the MFL tunnel.
The MFL tracks are in the center and the trolley tracks are on the outside. 30th Street consists of an island platform between the two innermost tracks for Market–Frankford Line trains, outboard "wall" platforms for Subway–Surface route 10, 11, 13, 34, 36 trolleys. After passing beneath the Schuylkill River, the next stop to the east for Market–Frankford Line trains is at 15th Street. 15th Street is the central interchange station for the MFL, Subway-Surface trolleys, Broad Street Line. The Subway-Surface tracks end in a loop beneath Juniper Street at Market just after crossing above the Broad Street Line. Though it now tunnels in a straight line directly beneath Philadelphia City Hall, prior to 1936, the original MFL trackage between 15th and 13th Street stations separated and looped around the foundation of City Hall. Parts of that original alignment are now used by subway-surface cars as they pass south of City Hall en route to 13th Street station; the Market Street tunnel continues east to Front Street and turns north, where it rises in the median of I-95.
The rail line and freeway share an elevated embankment for about ½ mile, including Spring Garden station. The line heads under the southbound lanes and over Front Street for about a mile on an elevated structure; the elevated structure turns northeast onto Kensington Avenue, which after about two miles, merges with Frankford Avenue. Just north of Pratt Street, a curve to the north brings the line to its current terminus at the Frankford Transportation Center, which replaced the original Bridge & Pratt Streets terminal; the original subway tunnel from City Hall to the portal at 23rd Street, as well as the bridge to carry the line across the Schuylkill River, just north of Market Street, were built from April 1903 to August 1905. Construction on the Market Street Elevated west from this point began In April 1904, the line opened on March 4, 1907, from 69th Street Terminal to a loop around City Hall at 15th Street; the line was elevated west of the river and underground east of the river. The tunnel was used by streetcar lines, now SEPTA's Subway-Surface lines, that entered the line just east of the river and turned around at the City Hall loop.
Philadelphia was unusual in that construction of its initial downtown subway was undertaken using PRT private capital only, with no contribution from public funds. Extensions took the subway east to 2nd Street on August 3, 1908, via a portal at 2nd street and several elevated curves it reached the Delaware River between Market Street and Chestnut Street on September 7, 1908; the Delaware Avenue Elevated opened on October 4, 1908, as a further extension south along the river to South Street. The only two stations on this extension were Market -- South Street; the "First Operating Section" of the Frankford Elevated was planned to extend from Arch Street to Bridge Street, 6.4 miles. 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 ten percent of construction "yet to be arranged for". The superstructure had been completed between Dyre Street to a point just north of Arch Street. However, only two stations had been completed, six had not been started. Signals 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
A side platform is a platform positioned to the side of a pair of tracks at a railway station, tram stop, or transitway. Dual side platform stations, one for each direction of travel, is the basic station design used for double-track railway lines. Side platforms may result in a wider overall footprint for the station compared with an island platform where a single width of platform can be shared by riders using either track. In some stations, the two side platforms are connected by a footbridge running above and over the tracks. While a pair of side platforms is provided on a dual-track line, a single side platform is sufficient for a single-track line. Where the station is close to a level crossing the platforms may either be on the same side of the crossing road or alternatively may be staggered in one of two ways. With the'near-side platforms' configuration, each platform appears before the intersection and with'far-side platforms' they are positioned after the intersection. In some situations a single side platform can be served by multiple vehicles with a scissors crossing provided to allow access mid-way along its length.
Most stations with two side platforms have an'Up' platform, used by trains heading towards the primary destination of the line, with the other platform being the'Down' platform which takes trains heading the opposite way. The main facilities of the station are located on the'Up' platform with the other platform accessed from a footbridge, subway or a track crossing. However, in many cases the station's main buildings are located on whichever side faces the town or village the station serves. Larger stations may have two side platforms with several island platforms in between; some are in a Spanish solution format, with two side platforms and an island platform in between, serving two tracks. Island platform Split platform