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 Baltimore Pike was an auto trail in the United States, connecting Baltimore, with Philadelphia, Pennsylvania. Today, parts of the road are signed as U. S. Route 1, U. S. Route 13, a small portion of Pennsylvania Route 41. A section of the road within the city limits of Philadelphia and surrounding boroughs is known as Baltimore Avenue, although locals are known to call the Delaware County portion "Baltimore Pike". In further western suburbs, some sections retain the formal name "Baltimore Pike." Today, Baltimore Avenue's eastern terminus is at 38th Street in Philadelphia, where it intersects with Woodland Avenue and funnels into University Avenue. The road used to continue to Market Street; the routing of the Baltimore Pike in Maryland follows US 1 from Baltimore northeast to the Pennsylvania border near Rising Sun in Cecil County. The road crosses the Susquehanna River on the Conowingo Dam; the name Baltimore Pike is given to a section of US 1 Bus. in Harford County between Benson and Main Street in Bel Air.
South of Benson, US 1 is named Belair Road. From Main Street US 1 Bus. follows several streets of various other names before joining with US 1 as Conowingo Road. The Baltimore Pike enters Pennsylvania from Maryland in West Nottingham Township, Chester County, with the southernmost part of the road in the state a part of US 1, a four-lane divided highway at this point. North of the Ridge Road intersection, US 1 becomes a freeway called the Kennett Oxford Bypass and Baltimore Pike continues northeast as a two-lane undivided road that dead ends near the US 1 freeway; the road heads through wooded areas with some homes, with an older alignment of the road known as Old Baltimore Pike looping to the west of the road. Baltimore Pike comes to the Herr's Snacks plant in the community of Nottingham, at which point the alignments of both Baltimore Pike and Old Baltimore Pike are severed, with traffic having to head west and north along Herr Drive to access PA 272. A short distance to the east along PA 272, the alignment of Baltimore Pike resumes as State Route 3026, an unsigned quadrant route.
The Baltimore Pike is a two-lane undivided road and runs north-northeast past a few businesses, crossing into East Nottingham Township. The road curves northeast and passes through a mix of farmland and woodland with some residential and commercial development, running a short distance to the northwest of an East Penn Railroad line. Baltimore Pike turns to the north-northeast at the Barnsley Road intersection and passes through commercial areas with some residences before crossing into the borough of Oxford. At this point, the road heads north past more homes and businesses. In the commercial center of Oxford, the road comes to an intersection with PA 472 and the southern terminus of PA 10, where Baltimore Pike turns east to follow PA 472 on Market Street before heading northeast on Lincoln Street; the road heads through more residential and commercial areas, becoming the border between Lower Oxford Township to the northwest and Oxford to the southeast before entering Lower Oxford Township and the name returning to Baltimore Pike.
Baltimore Pike continues through a mix of farmland and woodland with some homes and businesses, passing to the north of the Lincoln University campus. The road continues into Upper Oxford Township and runs through more agricultural areas with some housing developments, coming to an intersection with PA 896. Baltimore Pike heads through more rural areas of with some residential development and curves to the east, crossing the East Branch Big Elk Creek into Penn Township. At this point, the road name becomes West Baltimore Pike and it passes between residential development to the north and farmland to the south before passing north of Jennersville Regional Hospital; the road heads past a few commercial establishments, reaching an intersection with PA 796 in the community of Jennersville. Following this intersection, West Baltimore Pike heads through farmland before heading into wooded areas with residential developments and crossing into London Grove Township; the road heads near more residences and enters the borough of West Grove, becoming West Evergreen Street.
Here, the road is lined with more homes and comes to an intersection with PA 841, at which point that route joins the road with the name changing to East Evergreen Street. This road curves to the northeast and PA 841 splits north onto Chatham Road; the road heads back into London Grove Township and becomes East Baltimore Pike, continuing through a mix of farms and development. East Baltimore Pike heads to the east and comes to an intersection with PA 41, at which point SR 3026 ends and Baltimore Pike merges onto PA 41, heading southeast as Gap Newport Pike; the road runs through areas of residential and commercial development before crossing into the borough of Avondale, where the name changes to Pennsylvania Avenue. Through this area, the road passes several homes. Baltimore Pike splits east from PA 41 as SR 3046, heading northeast into industrial areas to the south of a quarry as a three-lane road with two eastbound lanes and one westbound lane; the road heads into New Garden Township and narrows to two lanes, passing through commercial areas to the south of New Garden Airport.
Baltimore Pike continues past more businesses in the community of Toughkenamon. The road heads through more rural areas with some residential and commercial development before splitting into a one-way pair that carries two-lane West Cypress Street eastbound and two-lane West Baltimore Pike westbound; the one-way pair continues through business areas with some farm fields and residential developments, entering Kennett Townshi
A train station, railway station, railroad station, or depot is a railway facility or area where trains stop to load or unload passengers or freight. It consists of at least one track-side platform and a station building providing such ancillary services as ticket sales and waiting rooms. If a station is on a single-track line, it has a passing loop to facilitate traffic movements; the smallest stations are most referred to as "stops" or, in some parts of the world, as "halts". Stations elevated. Connections may be available to intersecting rail lines or other transport modes such as buses, trams or other rapid transit systems. In British English, traditional usage favours railway station or station though train station, perceived as an Americanism, is now about as common as railway station in writing. In British usage, the word station is understood to mean a railway station unless otherwise qualified. In American English, the most common term in contemporary usage is train station. In North America, the term depot is sometimes used as an alternative name for station, along with the compound forms train depot, railway depot, railroad depot, but applicable for goods, the term depot is not used in reference to vehicle maintenance facilities in American English.
The world's first recorded railway station was The Mount on the Oystermouth Railway in Swansea, which began passenger service in 1807, although the trains were horsedrawn rather than by locomotives. The two-storey Mount Clare station in Baltimore, which survives as a museum, first saw passenger service as the terminus of the horse-drawn Baltimore and Ohio Railroad on 22 May 1830; the oldest terminal station in the world was Crown Street railway station in Liverpool, built in 1830, on the locomotive hauled Liverpool to Manchester line. As the first train on the Liverpool-Manchester line left Liverpool, the station is older than the Manchester terminal at Liverpool Road; the station was the first to incorporate a train shed. The station was demolished in 1836 as the Liverpool terminal station moved to Lime Street railway station. Crown Street station was converted to a goods station terminal; the first stations had little in the way of amenities. The first stations in the modern sense were on the Liverpool and Manchester Railway, opened in 1830.
Manchester's Liverpool Road Station, the second oldest terminal station in the world, is preserved as part of the Museum of Science and Industry in Manchester. It resembles a row of Georgian houses. Early stations were sometimes built with both passenger and goods facilities, though some railway lines were goods-only or passenger-only, if a line was dual-purpose there would be a goods depot apart from the passenger station. Dual-purpose stations can sometimes still be found today, though in many cases goods facilities are restricted to major stations. In rural and remote communities across Canada and the United States, passengers wanting to board the train had to flag the train down in order for it to stop; such stations were known as "flag stops" or "flag stations". Many stations date from the 19th century and reflect the grandiose architecture of the time, lending prestige to the city as well as to railway operations. Countries where railways arrived may still have such architecture, as stations imitated 19th-century styles.
Various forms of architecture have been used in the construction of stations, from those boasting grand, Baroque- or Gothic-style edifices, to plainer utilitarian or modernist styles. Stations in Europe tended to follow British designs and were in some countries, like Italy, financed by British railway companies. Stations built more often have a similar feel to airports, with a simple, abstract style. Examples of modern stations include those on newer high-speed rail networks, such as the Shinkansen in Japan, THSR in Taiwan, TGV lines in France and ICE lines in Germany. Stations have staffed ticket sales offices, automated ticket machines, or both, although on some lines tickets are sold on board the trains. Many stations include a convenience store. Larger stations have fast-food or restaurant facilities. In some countries, stations may have a bar or pub. Other station facilities may include: toilets, left-luggage, lost-and-found and arrivals boards, luggage carts, waiting rooms, taxi ranks, bus bays and car parks.
Larger or manned stations tend to have a greater range of facilities including a station security office. These are open for travellers when there is sufficient traffic over a long enough period of time to warrant the cost. In large cities this may mean facilities available around the clock. A basic station might only have platforms, though it may still be distinguished from a halt, a stopping or halting place that may not have platforms. Many stations, either larger or smaller, offer interchange with local transportation. In many African, South American countries, Asian countries, stations are used as a place for public markets and other informal businesses; this is true on tourist routes or stations near tourist destinations. As well as providing services for passengers and loading facilities for goods, stations can sometimes have locomotive and rolling stock depots (usually with facilities for storing and refuelling rolling stock an
49th Street station (SEPTA Regional Rail)
49th Street station is a SEPTA Regional Rail station in Philadelphia. It is located at 1104 South 49th Street in the Kingsessing section of Southwest Philadelphia, serves the Media/Elwyn Line. In 2013, this station saw 62 boardings and 52 alightings on an average weekday; the station is a sheltered shed. The station is handicapped-accessible. Chester Avenue carries the SEPTA Route 13 trolley, part of the Subway-Surface Trolley system; the trolleys use an alternate track embedded in 49th Street. 49th Street Station is served by SEPTA bus route 64 which serves 50th and Parkside Avenue going north and Pier 70 Shopping Plaza going south. The Media/Elwyn line was the main line of the West Chester and Philadelphia Railroad, laid in 1852-53. There has been a station at this location since at least 1886, when the line was owned by the Philadelphia and Baltimore Railroad. 49th Street has two low-level side platforms. Media related to 49th Street at Wikimedia Commons SEPTA: 49th Street Station Chester Avenue entrance from Google Maps Street View "Around 49th and Springfield Avenue".
1938 aerial photo of the station and nearly Kingsessing Recreation Center
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
The Southeastern Pennsylvania Transportation Authority is a regional public transportation authority that operates bus, rapid transit, commuter rail, light rail, electric trolleybus services for nearly 4 million people in five counties in and around Philadelphia, Pennsylvania. It manages projects that maintain and expand its infrastructure and vehicles. SEPTA is the major transit provider for Philadelphia and the counties of Delaware, Montgomery and Chester, it is a state-created authority, with the majority of its board appointed by the five Pennsylvania counties it serves. While several SEPTA commuter rail lines terminate in the nearby states of Delaware and New Jersey, additional service to Philadelphia from those states is provided by other agencies: the PATCO Speedline from Camden County, New Jersey is run by the Delaware River Port Authority, a bi-state agency. SEPTA has the 6th-largest U. S. rapid transit system by ridership, the 5th largest overall transit system, with about 306.9 million annual unlinked trips.
It controls 290 active stations, over 450 miles of track, 2,295 revenue vehicles, 196 routes. It oversees shared-ride services in Philadelphia and ADA services across the region, which are operated by third-party contractors. SEPTA is one of only two U. S. transit authorities that operates all of the five major types of terrestrial transit vehicles: regional rail trains, "heavy" rapid transit trains, light rail vehicles and motorbuses. SEPTA's headquarters are at 1234 Market Street in Philadelphia. SEPTA was created by the Pennsylvania legislature on August 17, 1963, to coordinate government subsidies to various transit and railroad companies in southeastern Pennsylvania, it commenced on February 18, 1964. On November 1, 1965, SEPTA absorbed two predecessor agencies: The Passenger Service Improvement Corporation, created January 20, 1960 to work with the Reading Company and Pennsylvania Railroad to improve commuter rail service and help the railroads maintain otherwise unprofitable passenger rail service.
The Southeastern Pennsylvania Transportation Compact, created September 8, 1961 by the City of Philadelphia and the Counties of Montgomery and Chester to coordinate regional transport issues. By 1966, the Reading Company and Pennsylvania Railroad commuter railroad lines were operated under contract to SEPTA. On February 1, 1968, the Pennsylvania Railroad merged with the New York Central railroad to become Penn Central, only to file for bankruptcy on June 21, 1970. Penn Central continued to operate in bankruptcy until 1976, when Conrail took over its assets along with those of several other bankrupt railroads, including the Reading Company. Conrail operated commuter services under contract to SEPTA until January 1, 1983, when SEPTA took over operations and acquired track, rolling stock, other assets to form the Railroad Division. Like New York's Second Avenue Subway, the original proposal for the Roosevelt Boulevard Subway dates to 1913, but construction has remained elusive. Instead, after completing the Frankford Elevated, transit service in and around the city stagnated until the early 2000s.
On September 30, 1968, SEPTA acquired the Philadelphia Transportation Company, which operated a citywide system of bus and trackless trolley routes, the Market–Frankford Line, the Broad Street Line and the Delaware River Bridge Line which became SEPTA's City Transit Division. The PTC had been created in 1940 with the merger of the Philadelphia Rapid Transit Company and a group of smaller independent transit companies operating within the city and its environs. On January 30, 1970, SEPTA acquired the Philadelphia Suburban Transportation Company known as the Red Arrow Lines, which included the Philadelphia and Western Railroad route now called the Norristown High Speed Line, the Media and Sharon Hill Lines and several suburban bus routes in Delaware County. Today, this is the Victory Division. On March 1, 1976, SEPTA acquired the transit operations of Schuylkill Valley Lines, today the Frontier Division. Meanwhile, SEPTA began to take over the Pennsylvania Railroad and Reading Company commuter trains.
SEPTA sought to consolidate the formerly-competing services, leading to severe cutbacks in the mid-1980s. Subsequent proposals have been made to restore service to Allentown, West Chester and Newtown, with support from commuters, local officials and pro-train advocates. SEPTA's planning department focused on the Schuylkill Valley Metro, a "cross-county metro" that would re-establish service to Phoenixville and Reading without requiring the rider to go into Philadelphia. However, ridership projections were dubious, the FRA refused to fund the project. Many derelict lines under SEPTA ownership have been converted to rail trails, postponing any restoration proposals for the foreseeable future. Proposals have been made for increased service on existing lines, including evenings and Sundays to Wilmington and Newark in Delaware. Maryland's MARC commuter rail system is considering extending its service as far as Newark, which would allow passengers to connect directly between SEPTA and MARC. Other recent proposals have focused on extending and enhancing SEPTA's other tra
The Media/Elwyn Line is a SEPTA Regional Rail line that runs from Center City Philadelphia west to Elwyn in Delaware County. The line known as the Media/West Chester Branch, offered service to West Chester. On September 19, 1986, service was truncated to the current terminus at Elwyn. SEPTA still calls the infrastructure along the line, but not the train service itself, the West Chester Branch; as of November 2016, most inbound Media-Elwyn line trains continue onto the West Trenton and Manayunk/Norristown lines. At the end of 2021, service is to expand westward to a new station in Wawa. Planning officials, rail proponents and SEPTA have discussed a resumption to the original terminus in West Chester without success. Since 1997, the heritage railway West Chester Railroad has operated on the tracks between Glen Mills and West Chester, where SEPTA no longer runs trains. Amtrak maintenance trains collect track ballast from a quarry near Glen Mills station. Media/Elwyn Line trains use the West Chester Line the Pennsylvania Railroad's West Chester Branch, which diverges from the SEPTA Main Line at 30th Street Station.
At Arsenal Interlocking, just south of University City, there is a junction with Amtrak's Northeast Corridor where Airport and Wilmington/Newark trains diverge. The West Chester branch turns west, curves around the Woodlands Cemetery, heads west towards Elwyn. From University City to Fernwood–Yeadon, the line is grade-separated; the line has four high steel trestle river valley crossings, built between 1891 and 1896 to replace earlier structures. From west to east, the first of these is over Ridley Creek between Elwyn and Media, is 641 feet long and 103 feet high; the second, over Crum Creek between Wallingford and Swarthmore, is the longest of the four, measured 915 feet long and 97 feet tall. The third, 274 feet long, crosses Darby Creek west of Gladstone; the last, 377 feet long, crosses Cobbs Creek between Fernwood-Yeadon and Angora at a height of 56 feet. The Crum Creek Viaduct, which required extensive rebuilding and complete repainting by SEPTA in 1983 after decades of deferred maintenance, will be replaced by September 2016.
The other three trestles, which received attention similar to Crum Creek in the 1980s, are undergoing a comprehensive structural and substructural renewal scheduled for completion in summer 2016. The line is double-tracked from Arsenal Interlocking to Elwyn and single-tracked beyond, with passing sidings at or near Glen Riddle, Glen Mills, Cheyney and West Chester; as of November 2016, all SEPTA trains terminate at Elwyn, although the single-track section near Lenni is used by SEPTA division to train new regional rail operators. The sidings once allowed multiple commuter trains to operate on the single-track section. Passing sidings were marked by the PRR's trademark bowtie catenary poles, while single-track areas used single-pole catenary supports. After regular service ended beyond Elwyn in 1986, vandals stole the copper catenary wire, prompting SEPTA to remove the rest in summer 2005. SEPTA has been aggressively replacing its legacy catenary systemwide; the line was built by the West Chester and Philadelphia Railroad, which opened the Philadelphia-to-Burmont section on November 15, 1853.
The WC&P extended service to Media on October 19, 1854, to West Chester on November 11, 1858. In the early 1880s, the Pennsylvania Railroad gained control of the line, which it renamed its West Chester Branch. One early station, located along a passing siding between the stations of Darlington and Wawa, was removed from service by 1911. Electrified service began December 2, 1928; the line passed to Penn Central in 1968, absorbed by Conrail in 1976. On October 16, 1979, at 8:19 a.m. an inbound train collided with two others plus cars from a fourth train between Angora and 49th Street stations. The accident injured 525 others. Earlier, Train #712, a nine-car train of former PRR MP54E6 cars, had left behind the rear two cars continued on to Suburban Station. Train #716, consisting of nine ex-Reading "Blueliner" heavyweight cars, was detailed to push the empty defective cars out of the way, slowed to a stop in order to couple with them. Train #0714, two Silverliner IVs stopped short of #716, in accordance with signal rules.
The next train, #1718, a four-car consist of three Silverliner IIs and one Silverliner III, neither stopped at the nearest signal nor slowed adequately at the previous signal, nor did the engineer apply the air brake once the rear of #0714 was seen around a curve. Traveling at an estimated 28 mph, #1718 rear-ended #0714, shoving it forward to collide in succession with all the other stopped equipment. Both cars of #0714 derailed, as did some of the other cars. A total of 525 passengers were injured, including a conductor who died a few days from his injuries. Many cars were damaged, including the lead car of #1718, written off and scrapped. In addition to speed and signal rules violations, other causative factors in the accident cited by the National Transportation Safety Board included: inoperative onboard radios in the Silverliners, no radios at all in the heavyweight MUs.