Airport Line (SEPTA)
The Airport Line is a route of the SEPTA Regional Rail commuter rail system in Philadelphia, which runs between Philadelphia International Airport through Center City to Temple University station. In practice, only a few trains originate or terminate at Temple; the line between Center City and the airport runs seven days a week from 5:00 AM to midnight with trains every 30 minutes. The trip length from Suburban Station to the airport is 19 to 24 minutes. While geographically on the former Pennsylvania Railroad side of the Regional Rail System, the route consists of new construction, a reconstructed industrial branch of the former Pennsylvania Railroad, a shared Conrail freight branch; the Airport Line opened on April 28, 1985, as SEPTA R1, providing service from Center City to the Philadelphia International Airport. By its twentieth anniversary in 2005, the line had carried over 20 million passengers to and from the airport; the line splits from Amtrak's Northeast Corridor north of Darby and passes over it via a flying junction.
West of the airport, the line breaks from the old right-of-way and a new bridge carries it over I-95 and into the airport terminals between the baggage claim and the check-in counters. The line stops at four stations which are directly connected to each airport terminal by escalators and elevators which rise one level to the walkways between the arrival and departure areas. All airport stations feature high-level platforms to make it easier to board and alight from the train with luggage; some stations can be accessed directly from the arrivals concourse by crossing Commercial Vehicles Road. The line ends between Terminals F at their combined station; as of 2018, most weekday Airport Line trains are through routed with the Warminster Line and alternate between terminating in Glenside and Warminster. Most weekend trains either terminate at Temple University; the Airport Line makes the following station stops, after leaving the Center City Commuter Connection. All stations are in the County of Philadelphia.
The line south of the Northeast Corridor was part of the Philadelphia and Baltimore Railroad main line, opened on January 17, 1838. The connection between the NEC and the original PW&B is made however by the 60th Street Branch. A new alignment of the PW&B opened November 18, 1872, on July 1, 1873, the Philadelphia and Reading Railway the Reading Company, leased the old line for 999 years. Connection was made over the PRR's Junction Railroad and the Baltimore and Ohio Railroad's Baltimore and Philadelphia Railroad. However, as a condition of the sale, no passenger service was provided; the line passed into Conrail in 1976 and SEPTA in 1983, with passenger service to the Airport beginning on April 28, 1985. Infill stations were planned from the beginning of service, two of which were on the Airport Line proper: one at 70th Street, the other one at 84th Street; the latter station was opened in 1997 as Eastwick, while 70th Street was never built, has since disappeared from maps. Additionally, University City station opened in April 1995 to serve all R1, R2 and R3 trains passing it.
All these stations appeared on 1984 SEPTA informational maps, the first ones to show the Center City Commuter Connection and the Airport Line. SEPTA activated positive train control on the Airport Line on October 10, 2016. Ridership by fiscal year: Railroad History Database PRR Chronology "SEPTA – Airport Line schedule"
National Register of Historic Places
The National Register of Historic Places is the United States federal government's official list of districts, buildings and objects deemed worthy of preservation for their historical significance. A property listed in the National Register, or located within a National Register Historic District, may qualify for tax incentives derived from the total value of expenses incurred preserving the property; the passage of the National Historic Preservation Act in 1966 established the National Register and the process for adding properties to it. Of the more than one million properties on the National Register, 80,000 are listed individually; the remainder are contributing resources within historic districts. For most of its history the National Register has been administered by the National Park Service, an agency within the United States Department of the Interior, its goals are to help property owners and interest groups, such as the National Trust for Historic Preservation, coordinate and protect historic sites in the United States.
While National Register listings are symbolic, their recognition of significance provides some financial incentive to owners of listed properties. Protection of the property is not guaranteed. During the nomination process, the property is evaluated in terms of the four criteria for inclusion on the National Register of Historic Places; the application of those criteria has been the subject of criticism by academics of history and preservation, as well as the public and politicians. Historic sites outside the country proper, but associated with the United States are listed. Properties can be nominated in a variety of forms, including individual properties, historic districts, multiple property submissions; the Register categorizes general listings into one of five types of properties: district, structure, building, or object. National Register Historic Districts are defined geographical areas consisting of contributing and non-contributing properties; some properties are added automatically to the National Register when they become administered by the National Park Service.
These include National Historic Landmarks, National Historic Sites, National Historical Parks, National Military Parks, National Memorials, some National Monuments. On October 15, 1966, the Historic Preservation Act created the National Register of Historic Places and the corresponding State Historic Preservation Offices; the National Register consisted of the National Historic Landmarks designated before the Register's creation, as well as any other historic sites in the National Park system. Approval of the act, amended in 1980 and 1992, represented the first time the United States had a broad-based historic preservation policy; the 1966 act required those agencies to work in conjunction with the SHPO and an independent federal agency, the Advisory Council on Historic Preservation, to confront adverse effects of federal activities on historic preservation. To administer the newly created National Register of Historic Places, the National Park Service of the U. S. Department of the Interior, with director George B.
Hartzog Jr. established an administrative division named the Office of Archeology and Historic Preservation. Hartzog charged OAHP with creating the National Register program mandated by the 1966 law. Ernest Connally was the Office's first director. Within OAHP new divisions were created to deal with the National Register; the division administered several existing programs, including the Historic Sites Survey and the Historic American Buildings Survey, as well as the new National Register and Historic Preservation Fund. The first official Keeper of the Register was an architectural historian. During the Register's earliest years in the late 1960s and early 1970s, organization was lax and SHPOs were small and underfunded. However, funds were still being supplied for the Historic Preservation Fund to provide matching grants-in-aid to listed property owners, first for house museums and institutional buildings, but for commercial structures as well. A few years in 1979, the NPS history programs affiliated with both the U.
S. National Parks system and the National Register were categorized formally into two "Assistant Directorates." Established were the Assistant Directorate for Archeology and Historic Preservation and the Assistant Directorate for Park Historic Preservation. From 1978 until 1981, the main agency for the National Register was the Heritage Conservation and Recreation Service of the United States Department of the Interior. In February 1983, the two assistant directorates were merged to promote efficiency and recognize the interdependency of their programs. Jerry L. Rogers was selected to direct this newly merged associate directorate, he was described as a skilled administrator, sensitive to the need for the NPS to work with SHPOs, local governments. Although not described in detail in the 1966 act, SHPOs became integral to the process of listing properties on the National Register; the 1980 amendments of the 1966 law further defined the responsibilities of SHPOs concerning the National Register.
Several 1992 amendments of the NHPA added a category to the National Register, known as Traditional Cultural Properties: those properties associated with Native American or Hawaiian groups
Cheltenham Township, Montgomery County, Pennsylvania
Cheltenham Township is a home rule township bordering North Philadelphia in Montgomery County, United States. Cheltenham's population density ranges from over 10,000 per square mile in rowhouses and high-rise apartments along Cheltenham Avenue to historic neighborhoods in Wyncote and Elkins Park, it is the most densely populated township in Montgomery County. The population was 36,793 at the 2010 U. S. Census, making it the third most populous township in Montgomery County and the 27th most populous municipality in Pennsylvania, it was part of Philadelphia County, it became part of Montgomery County upon that county's creation in 1784. Cheltenham is located 5 miles from Center City Philadelphia and surrounded by the North and Northeast sections of Philadelphia, Abington and Springfield; the SEPTA Main Line passes through Cheltenham via 5 regional rail stations, some of which are the busiest in the SEPTA system. Cheltenham is served by the SEPTA City Division and is adjacent to Fern Rock Transportation Center and the Broad Street Line subway which terminates at the South Philadelphia Sports Complex and the Frankford Transportation Center and the El, which terminates at 69th Street in Upper Darby Township.
The northern terminus of Broad Street is at its intersection with Cheltenham Avenue. Cheltenham was established in 1682 as part of Philadelphia County by 15 Quakers from Cheltenham, including Richard Wall and Tobias Leech, who purchased 4,070 acres of land from William Penn. Upon creation of Montgomery County in 1784, Cheltenham became the smallest township in the new county; the following is the list of the 15 original founders of Cheltenham Township From early in its history, Cheltenham was fueled by the development of various mills along Tookany Creek. Communities and villages grew around these mills and formed what is now modern Cheltenham neighborhoods; the first gristmill was built by Richard Dungworth in 1690. After changing ownership several times, the Rowland family made the mill the second largest producer of shovels in the United States; the site was demolished in 1929. The USCT 3rd Regiment were the first to be trained at Camp William Penn, it is tradition that soldiers have a grand parade before leaving for war, but Philadelphia was a racist community at that time and the government believed that a parade might cause a riot, so it was cancelled.
The leader of the Camp was furious and made sure the next regiment to come through would have a parade. From the late 19th to early 20th century, Cheltenham established itself as one of the most prominent communities in the Philadelphia area. Railroad tycoon Jay Cooke was one of the first to build his mansion in Cheltenham, his 200-acre estate was converted to a school in 1883 and was demolished. John Wanamaker built his mansion Lindenhurst, destroyed by a fire in 1907, his second Lindenhurst was destroyed by another fire in 1944. Henry Breyer, Jr. bought the land from Wanamaker. Other famous mansions built include Abraham Barker's "Lyndon," Cyrus H. K. Curtis's "Curtis Hall," George Horace Lorimer's "Belgrame," and John B. Stetson's "Idro." The most famous mansions that still stand to this day are the prominent Widener family mansion Lynnewood Hall, the Elkins Estate, home to William Elkins, Grey Towers Castle, home to William Welsh Harrison. The latter is a National Historic Landmark and was designed by famed architect Horace Trumbauer, who designed many buildings and homes in Cheltenham.
As the Gilded Age ended and the depression hit the country, many of the estates and mansions were destroyed and made way for the building of houses in their place. Many of the communities that were formed in the early stages of Cheltenham remained, still exist to this day; as the 20th century progressed, many people moved out of the city and into the first community over the city line, Cheltenham. One of the major groups to come to Cheltenham was Koreans; the original Koreatown was located in the Olney section of Philadelphia, but was moved north to Logan. Large pockets of Koreans were established in Cheltenham, in Upper Darby Township and West Philadelphia. Many other races and ethnicities migrated to Cheltenham to make it one of the most diverse municipalities in the Delaware Valley. By the 2000 Census, Cheltenham was one of only two municipalities in Montgomery County, considered "diverse". With the population increase, the township's identity changed from being a community of prominent Philadelphians and their mansions to several distinct communities consisting of densely populated rowhouses and townhouses that overflowed from neighboring North Philadelphia, but maintaining some of the historic neighborhoods of the past in Wyncote, Elkins Park, Melrose Park.
Cheltenham, along with the other earliest communities in the Philadelphia area such as Upper Darby Township, Lower Merion, Jenkintown have retained their distinct identities while being surrounded by suburbia over the middle to late part of the twentieth century. Cheltenham and Lower Merion are of the few townships in Montgomery County who had a large population prior to the postwar population boom and thus whose majority of houses and streets have remained unchanged since the early 20th century. Cheltenham has 13 listings on the National Register of Historic Places, the most of any municipality in Montgomery County. Cheltenham became a township of the first class in 1900. In 1976, it passed a home rule charter that took effect in 1977. There are
30th Street Station
30th Street Station is an intermodal transit station in Philadelphia, Pennsylvania. It is Philadelphia's main railroad station, is a major stop on Amtrak's Northeast and Keystone corridors, it doubles as a major commuter rail station. It is served by several SEPTA city and suburban buses, as well as buses operated by NJ Transit and intercity operators, it is the tenth-busiest train station in the United States. The station is located at 2955 Market Street, it is located in Philadelphia's University City neighborhood, just across the Schuylkill River from Center City. The building, which first opened in 1933, is listed on the National Register of Historic Places. Amtrak's code for the station is PHL, its IATA Airport Code is ZFV on United because Amtrak's service to Newark Liberty International Airport is codeshared with United Airlines. 30th Street Station is Amtrak's third-busiest station, by far the busiest of the 24 stations served in Pennsylvania, serving 4,411,662 passengers in fiscal year 2017.
On an average day in fiscal 2013, about 12,000 people boarded or left trains in Philadelphia, nearly twice as many as in the rest of the Pennsylvania stations combined. The Pennsylvania Railroad, headquartered in Philadelphia, acquired tunnel rights from the Schuylkill River to 15th Street from the city of Philadelphia in return for land that the city needed to construct the Benjamin Franklin Parkway; this allowed the company to build both Suburban Station and the 30th Street Station, which replaced Broad Street station as the latter was too small. Broad Street Station was a stub-end terminal in Center City and through trains had to back in and out, the company wanted a location which would accommodate trains between New York City and Washington. D. C. Broad St. station handled a large commuter operation, which the new underground Suburban Station was built to handle. The Chicago architectural firm of Graham, Anderson and White, the successor to D. H. Burnham & Company, designed the structure known as Pennsylvania Station–30th Street in accord with the naming style of other Pennsylvania Stations.
Its design was influenced by the Northeast Corridor electrification that allowed trains to pass beneath the station without exposing passengers to soot as steam engines of earlier times had. The station had a number of innovative features, including a pneumatic tube system, an electronic intercom, a reinforced roof with space for small aircraft to land, contained a mortuary, a chapel and more than 3,000 square feet of hospital space. Construction began in 1927 and the station opened in 1933, starting with two platform tracks; the vast waiting room is faced with travertine and the coffered ceiling is painted gold and cream. The building's exterior has columned porte-cocheres on the west and east facade, shows a balance between classical and modern architectural styles.30th Street Station had a Solari board dating back to the 1970s that displayed train departure times, the last such board at an Amtrak station as all the others had been replaced with digital boards. On November 30, 2018, Amtrak announced that the Solari board at 30th Street Station will be replaced with a digital board in January 2019.
Upon retirement, the Solari board will be relocated to the Railroad Museum of Pennsylvania in Strasburg. However, on December 11, 2018, Amtrak announced it will reconsider its decision to replace the Solari board after Congressman Brendan Boyle contacted Amtrak CEO Richard H. Anderson and urged for the Solari board to remain at the station. Amtrak says; the sign will be temporarily housed at the Railroad Museum of Pennsylvania until the 30th Street Station renovations are complete. Amtrak removed the Solari board from 30th Street Station on January 26, 2019. On February 28, 2019, the new digital board at 30th Street Station began operation. In 2005, Philadelphia-based Pew Charitable Trust asked Amtrak to change the name of 30th Street Station to "Ben Franklin Station" as part of the celebration of Ben Franklin's 300th birthday in January 2006; the cost of replacing signs at the station was estimated at $3 million. In January, Philadelphia Mayor John Street threw his support behind the name change, but others had mixed reactions to the proposal.
Pennsylvania Governor Ed Rendell, a former mayor of Philadelphia, was lukewarm, while Amtrak officials worried that a "Ben" station could be confused with its other three "Penn" stations. On January 25, 2006, Pew abandoned the campaign. In August 2014, a federal law was passed that will change the name of the station to William H. Gray III 30th Street Station in honor of the late congressman. At the time, the change was scheduled to occur "in the next few months"; the building is owned by Amtrak and houses many Amtrak corporate offices, although Amtrak is headquartered at Union Station in Washington, D. C; the 562,000 ft² facility features a cavernous main passenger concourse with ornate Art Deco decor. Prominently displayed is the Pennsylvania Railroad World War II Memorial, which honors Pennsylvania Railroad employees killed in World War II, it consists of a bronze statue of the archangel Michael lifting the body of a dead soldier out of the flames of war, was sculpted by Walker Hancock in 1950.
On the four sides of the base of that sculpture are the 1,307 names of those employees in alphabetical order. The building was restored in 1991 by Dan Peter Kopple & Associates; when the station was renovated, updated retail amen
Melrose Park station (SEPTA)
Melrose Park station is a SEPTA Regional Rail station in Melrose Park, Pennsylvania. Located at the intersection of Valley Road and Mill Road, it serves the Lansdale/Doylestown and West Trenton lines. In June 2005, SEPTA completed a $5,336,000 project to upgrade Melrose Park station, including the installation of high-level handicap accessible, platforms. In FY 2013, Melrose Park station had a weekday average of 481 alightings; the station is served by most weekday and weekend trains on the Warminster Line, limited weekday trains and no weekend trains on the West Trenton Line, limited weekday trains and all weekend trains on the Lansdale/Doylestown Line. Melrose Park has two high-level side platforms. Media related to Melrose Park at Wikimedia Commons SEPTA – Melrose Park Station Valley Road entrance from Google Maps Street View
The Reading Company was a company, involved in the railroad industry in southeast Pennsylvania and neighboring states from 1924 until 1976. Called the Reading Railroad and logotyped as Reading Lines, the Reading Company was a railroad holding company for the majority of its existence and was a railroad during its years, it was a successor to the Philadelphia and Reading Railway Company founded in 1833. Until the decline in anthracite loadings in the Coal Region after World War II, it was one of the most prosperous corporations in the United States. Competition with the modern trucking industry that used the Interstate highway system for short distance transportation of goods known as short hauls, compounded the company's problems, forcing it into bankruptcy in the 1970s, its railroad operations were merged into Conrail in 1976, but the corporation lasted into 2000, disposing of valuable real estate holdings. The Philadelphia and Reading Railroad was one of the first railroads in the United States.
Along with the Little Schuylkill, a horse-drawn railroad in the Schuylkill River Valley, it formed the earliest components of what became the Reading Company. The P&R was constructed to haul anthracite coal from the mines in northeastern Pennsylvania's Coal Region to Philadelphia; the original P&R mainline extended south from the mining town of Pottsville to Reading and onward to Philadelphia, following the graded banks of the Schuylkill River for nearly all of the 93-mile journey. The line contained double track upon its completion in 1843; the P&R became profitable immediately. Energy-dense coal had been replacing scarce wood as fuel in businesses and homes since the 1810s, P&R-delivered coal was one of the first alternatives to the near-monopoly held by Lehigh Coal & Navigation Company since the 1820s. Soon the P&R bought or leased many of the railroads in the Schuylkill River Valley and extended westward and north along the Susquehanna into the southern end of the Coal Region. In Philadelphia, the Reading built Port Richmond, the self-proclaimed "Largest owned railroad tidewater terminal in the world", which burnished the P&R's bottom lines by allowing coal to be loaded onto ships and barges for export.
In 1871, the Reading established a subsidiary called the Philadelphia and Reading Coal and Iron Company, which set about buying anthracite coal mines in the Coal Region. This vertical expansion gave the P&R full control of coal from mining through to market, allowing it to compete with like-organized competitors such as Lehigh Coal & Navigation and the Delaware & Hudson Canal Company; the heavy investment in coal paid off quickly. By 1871, the Reading was the largest company in the world, with $170,000,000 in gross value, may have been the first conglomerate in the world. In 1879, the Reading gained control of the North Pennsylvania Railroad and gained access to the burgeoning steel industry in the Lehigh Valley; the Reading further expanded its coal empire by reaching New York City by gaining control of the Delaware and Bound Brook Railroad in 1879, building the Port Reading Railroad in 1892 with a line from Port Reading Junction to the Port Reading on the Arthur Kill. This allowed direct delivery of coal to industries in the Port of New York and New Jersey in northeastern New Jersey and New York City by rail and barge instead of the longer trip by ships from Port Richmond around Cape May.
Instead of broadening its rail network, the Reading invested its vast wealth in anthracite and its transport in the mid-19th century. This led to financial trouble in the 1870s. In 1890, Reading president Archibald A. McLeod saw that more riches could be earned by expanding its rail network and becoming a trunk railroad. McLeod went about trying to control neighboring railroads in 1891, he was able to gain control of the Lehigh Valley Railroad, Central Railroad of New Jersey, the Boston and Maine Railroad. The Reading achieved its goal of becoming a trunk road, but the deal was scuttled by J. P. Morgan and other rail barons, who did not want more competition in the northeastern railroad business; the Reading was relegated to a regional railroad for the rest of its history. The Philadelphia and Reading Rail Road was chartered April 4, 1833, to build a line between Philadelphia and Reading, along the Schuylkill River; the portion from Reading to Norristown opened July 16, 1838, the full line December 9, 1839.
Its Philadelphia terminus was at the state-owned Philadelphia and Columbia Railroad on the west side of the Schuylkill River, from which it ran east on the P&C over the Columbia Bridge and onto the city-owned City Railroad to a depot at the southeast corner of Broad and Cherry Streets. An extension northwest from Reading to Mount Carbon on the Schuylkill River, opened on January 13, 1842, allowing the railroad to compete with the Schuylkill Canal. At Mount Carbon, it connected with the earlier Mount Carbon Railroad, continuing through Pottsville to several mines, would be extended to Williamsport. On May 17, 1842, a freight branch from West Falls to Port Richmond on the Delaware River north of downtown Philadelphia opened. Port Richmond became a large coal terminal. On January 1, 1851, the Belmont Plane on the Philadelphia and Columbia Railroad, just west of the Reading's connection, was abandoned in favor of a new bypass, the portion of the line east of it was sold to the Reading, the only company that continued using the old route.
The Lebanon Valley Railroad was chartered in 1836 to build from Reading west to Harrisburg. Reading financed the construction of the Rutherford Yard to compete with the PRR's nearby Enola Yard; the Reading took it over and began construction in 1854, opening the line in 1856. This
Elkins Park, Pennsylvania
Elkins Park is an unincorporated community in Montgomery County, United States. It is split between Cheltenham and Abington Townships in the suburbs of Philadelphia, which it borders along Cheltenham Avenue 6 miles from downtown. An affluent community, it is the home of a 110-room, derelict Gilded Age mansion. Beth Sholom Synagogue, the only synagogue designed by Frank Lloyd Wright Elkins Estate, former family summer home of Pennsylvania Railroad Company magnate William L. Elkins. High School Park, an 11-acre park with four distinct ecosystems, was the original grounds of Cheltenham High School and became a township park in 1996 after the building burned down Lynnewood Hall, a 110-room, derelict Gilded Age mansion St. Paul's Episcopal Church, added to the National Register of Historic Places in 1982 Richard Wall House, a house listed on State and National Registers of Historic Places, had the distinction of being the oldest Pennsylvania house in continuous residence until rehabilitation work began Elkins Park is split between Cheltenham and Abington Townships in the suburbs of Philadelphia.
It is represented by Madeleine Dean in Pennsylvania's 4th congressional district. The portion in Cheltenham Township is zoned to Cheltenham Township School District. Myers Elementary School Elkins Park Middle SchoolThe portion in Abington Township is zoned to Abington School District. McKinley Elementary SchoolLynnwood Elementary School; the Jenkintown and Melrose Park stations are found near the neighborhood of Elkins Park, are served by the same regional rail lines. SEPTA bus routes 28, 55, 70 and 77 provide service to Elkins Park. Toward the western end of Elkins Park is Pennsylvania Route 611. In Elkins Park, Pennsylvania Route 73 runs along Township Line Road marking the border between Cheltenham and Abington townships. Jay Ansill and folk musician Michael S. Brown, Nobel prize winner in medicine or physiology Bill Cosby, actor and convicted felon lives in Elkins Park Douglas Feith, former Under Secretary of Defense for Policy, grew up in Elkins Park Marvin Harrison, NFL wide-receiver for the Indianapolis Colts Lil Dicky and comedian William Lukens Elkins and transport magnate William McIntire Elkins, rare book collector Mark Levin, radio talk show host Edgar Lee Masters, poet.
Widener, head of a wealthy and prominent family Harry Elkins Widener, grandson of Peter A. B. Widener and namesake of Widener Library at Harvard University. During the show's second season, Betty's father has a series of strokes, is taken to "Elkins Park Hospital" in the script; this would have been the former Rolling Hill Hospital, which opened in 1953, is now known as Mossrehab and Einstein at Elkins Park, part of the Einstein Healthcare Network. George, John. "Einstein Rehabs Hospital". Philadelphia Business Journal. Retrieved December 31, 2015. Abington Township Website Cheltenham Township Website School District of Abington Township Website School District of Cheltenham Township Website Southeastern Pennsylvania Transportation Authority Official Website