Suburban Station is an art deco office building and underground commuter rail station in Penn Center, Philadelphia. Its official SEPTA address is JFK Boulevard; the station is owned and operated by SEPTA and is one of the three core Center City stations on SEPTA Regional Rail. The station was built by the Pennsylvania Railroad to replace the original Broad Street Station and opened on September 28, 1930; the station opened as a stub-end terminal for Pennsylvania Railroad commuter trains serving Center City Philadelphia, intended to replace the above-ground Broad Street Station in this function. The station's full name was Broad Street Suburban Station, it includes a 21-story office tower, One Penn Center, which served as the headquarters of the PRR from 1930 to 1957. When Amtrak took over the Silverliner Service from Penn Central in 1972, it was operated as a quasi-commuter service that terminated at Suburban Station; the trains were named Keystone Service in 1981. By the late 1980s, the Metroliners used for the service were in poor shape, but Amtrak had a shortage of AEM-7 locomotives due to wrecks.
On February 1, 1988, Amtrak converted all Keystone Service trains to diesel power and terminated them on the lower level of 30th Street Station, as diesel-powered trains were not allowed in the tunnels to Suburban Station. The change was listed as "temporary" on timetables starting on May 15, 1988 and lasting into 1990. Suburban Station was a stub-end terminal station with eight tracks and four platforms. Plans for a tunnel to link the Pennsylvania and Reading commuter lines were floated as early as the 1950s, but funding to study the project did not start until SEPTA's formation in the late 1960s; the project languished in the 1970s for want of funding until federal money was appropriated during Philadelphia mayor Frank Rizzo's time in office. SEPTA took over operation of all commuter rail service in the Philadelphia area in 1983; the long-awaited link between the old PRR and Reading lines, the Center City Commuter Connection, opened in 1984. It extended four tracks eastward to the new Market East Station, widened two of the existing platforms, added a fifth platform and realigned the tracks.
The renovated building above is the core of the Penn Center office complex, is known as One Penn Center at Suburban Station. The office building attained an Energy Star Rating in 2009. BLT Architects transformed Suburban Station in 2006; the station was redesigned to adapt to current pedestrian traffic. Upgrades included increased retail space, a reactivated and improved HVAC system, a restored/refurbished waiting area; the station is now in full compliance with the Americans with Disabilities Act of 1990. The Comcast Center, situated on the north half of its block near Arch Street, adds a "winter garden" on the south side, which serves as a new back entrance to the station, with the commuter rail tracks about 50 feet below street level. All SEPTA Regional Rail trains stop at this station. All run through except those on the Cynwyd Line as well as some limited/express trains which terminate on one of the stub-end tracks at this station. Through trains change crews at this station; the station has an extensive concourse level above track level.
This concourse has SEPTA ticket offices, retail shops and restaurants, access to other SEPTA stations and to several Center City buildings. The connections include the Broad Street Line at the City Hall station and the Market-Frankford Line and Subway-Surface Lines at the 15th Street station. Media related to Suburban Station at Wikimedia Commons SEPTA - Suburban Station Pennsylvania Railroad - Suburban Station JFK Boulevard and 17th Street entrance from Google Maps Street View JFK Boulevard and 18th Street entrance from Google Maps Street View JFK Boulevard and 16th Street entrance from Google Maps Street View 16th Street entrance from Google Maps Street View Main entrance from Google Maps Street View JFK Boulevard and 15th Street entrance from Google Maps Street View
Wilmington station (Delaware)
Joseph R. Biden Jr. Railroad Station known as Wilmington, is a passenger rail station in Wilmington, Delaware. One of Amtrak's busiest stops, it is part of the Northeast Corridor, it serves SEPTA Regional Rail commuter trains on the Wilmington/Newark Line as well as DART First State local buses and Greyhound Lines intercity buses. Built in 1907 as Pennsylvania Station, the station was renamed in 2011 for then-Vice President and former U. S. Senator Joseph R. Biden, Jr. an advocate for passenger rail who took the train from Wilmington to Washington, D. C. On June 9, 1987 Senator Biden formally announced his unsuccessful bid for the 1988 Democratic Presidential Nomination at the station. Located on Front Street between French and Walnut Streets in downtown Wilmington, the station has one inside level with stores, a cafe, ticket offices for Amtrak and SEPTA/DART First State, a car rental office, a post office. Passengers board their trains on the second-story train platforms; the station replaced an earlier station erected by the Philadelphia and Baltimore Railroad.
It was built in 1907 for $300,000 by the Pennsylvania Railroad. It was designed by renowned architect Frank Furness, who designed the adjacent Pennsylvania Railroad Building and the nearby Baltimore & Ohio Railroad's Water Street Station. Admired for his use of new and innovative materials and his forceful architectural statements, Furness chose to have the trains move right through the second floor of the station, with room for a ticketing and retail concourse at ground level underneath the tracks; this unconventional arrangement celebrated the power of the locomotive and America's industrial strength. The north end of the station has a four-faced rectangular clock tower that rises an extra story above the main roof, it is decorated with stone and terra cotta work, repeated in plainer form throughout the station. Wilmington Station has been listed on the National Register of Historic Places since 1976. A renovation project was conducted in 1984; the National Register added the adjacent railroad viaduct in 1999.
SEPTA has been running to Wilmington since 1989. In 2009, the station began a two-year restoration. During construction, customer operations, including platform access, were moved to a temporary station next door; the station reopened on December 6, 2010, final work was completed in March 2011. On March 19, 2011, the station's name was changed from Wilmington Station to Joseph R. Biden, Jr. Railroad Station; the ceremony honored U. S. Vice President Joe Biden, who took over 7,000 round trips from the station to Washington, D. C. during his U. S. Senate career and was noted as an advocate for Amtrak and passenger rail more generally. On January 20, 2017, within an hour after completing his tenure as Vice President, Biden boarded an Amtrak Acela train in Washington, D. C. bound for his namesake station. The station is served by Amtrak Northeast Regional and Acela Express trains along the Northeast Corridor going south to Baltimore and Washington, D. C. and going north to Philadelphia, New York, Boston.
It is served by several long distance trains including the Cardinal to Chicago, the Carolinian to Charlotte, the Crescent to New Orleans, the Palmetto to Savannah, the Silver Star and the Silver Meteor to Florida, the Vermonter to Vermont. Amtrak Thruway Motorcoach service is provided through the station to Dover and Salisbury, Maryland via Greyhound Lines. Despite being just 25 miles south of Philadelphia's 30th Street Station, the third-busiest Amtrak station in the country, Biden Station is a major Amtrak station in its own right, it is the seventh-busiest Amtrak station in the 13th-busiest nationwide. It is served by SEPTA Regional Rail's Wilmington/Newark Line with service to Center City Philadelphia and Newark, Delaware. Like all stations in Delaware, SEPTA service is provided under contract and funded through DART First State, which provides extensive local bus service as they have since 1994. Greyhound Lines intercity buses stop at the Wilmington Bus Station adjacent to the Wilmington station at 101 North French Street.
The bus terminal is attached to the station's parking garage. Greyhound Lines provides direct, one seat ride service from the bus terminal to various cities including Baltimore, New York City, Philadelphia and Washington, D. C. DART First State bus routes serving Wilmington station include 2, 6, 10, 11, 12, 13, 14, 16, 18, 20, 28, 31, 33, 35, 40, 45, 48, 52, 54, 55, 59, 301, 305. Buses stop along Martin Luther King Jr. Boulevard at French Street; the Wilmington Transit Center is being built as a DART First State bus hub adjacent to Wilmington station. A groundbreaking ceremony for the transit center was held on November 19, 2018, with Governor John Carney, U. S. Senator Tom Carper, Wilmington Mayor Mike Purzycki, DelDOT Secretary Jennifer Cohan, DART First State CEO John Sisson in attendance; the Wilmington Transit Center will serve most DART First State bus routes in Wilmington and will include a covered waiting area with seats, real-time bus displays, a ticket sales office, vending machines, bicycle racks, parking.
Construction of the transit center will cost $19 million and is planned to be completed in December 2019. Delaware portal Wilmington and Western Railroad List of Dela
Wilmington is the largest and most populous city in the U. S. state of Delaware. The city was built on the site of the first Swedish settlement in North America, it is at the confluence of the Christina River and Brandywine River, near where the Christina flows into the Delaware River. It is the county seat of New Castle County and one of the major cities in the Delaware Valley metropolitan area. Wilmington was named by Proprietor Thomas Penn after his friend Spencer Compton, Earl of Wilmington, prime minister in the reign of George II of Great Britain; as of the 2017 United States Census estimate, the city's population is 72,846. It is the fifth least populous city in the U. S. to be the most populous in its state. The Wilmington Metropolitan Division, comprising New Castle County, DE, Cecil County, MD and Salem County, NJ, had an estimated 2016 population of 719,876; the Delaware Valley metropolitan area, which includes the cities of Philadelphia and Camden, New Jersey, had a 2016 population of 6,070,500, a combined statistical area of 7,179,357.
Wilmington is built on the site of Fort Christina and the settlement Kristinehamn, the first Swedish settlement in North America. The area now known as Wilmington was settled by the Lenape band led by Sachem Mattahorn just before Henry Hudson sailed up the Len-api Hanna in 1609; the area was called "Maax-waas Unk" or "Bear Place" after the Maax-waas Hanna. It was called the Bear River because it flowed west to the "Bear People", who are now known as the People of Conestoga or the Susquehannocks; the Dutch heard and spelled the river and the place as "Minguannan." When settlers and traders from the Swedish South Company under Peter Minuit arrived in March 1638 on the Fogel Grip and Kalmar Nyckel, they purchased Maax-waas Unk from Chief Mattahorn and built Fort Christina at the mouth of the Maax-waas Hanna. The area was known as "The Rocks", is located near the foot of present-day Seventh Street. Fort Christina served as the headquarters for the colony of New Sweden which consisted of, for the most part, the lower Delaware River region, but few colonists settled there.
Dr. Timothy Stidham was a prominent doctor in Wilmington, he was born in 1610 in Hammel and raised in Gothenburg, Sweden. He is recorded as the first physician in Delaware; the most important Swedish governor was Colonel Johan Printz, who ruled the colony under Swedish law from 1643 to 1653. He was succeeded by Johan Rising, who upon his arrival in 1654, seized the Dutch post Fort Casimir, located at the site of the present town of New Castle, built by the Dutch in 1651. Rising governed New Sweden until the autumn of 1655, when a Dutch fleet under the command of Peter Stuyvesant subjugated the Swedish forts and established the authority of the Colony of New Netherland throughout the area controlled by the Swedes; this marked the end of Swedish rule in North America. Beginning in 1664 British colonization began. A borough charter was granted in 1739 by King George II, which changed the name of the settlement from Willington, after Thomas Willing, to Wilmington after Spencer Compton, Earl of Wilmington.
Although during the American Revolutionary War only one small battle was fought in Delaware, British troops occupied Wilmington shortly after the nearby Battle of Brandywine on September 11, 1777. The British remained in the town until they vacated Philadelphia in 1778. In 1800, Eleuthère Irénée du Pont, a French Huguenot, emigrated to the United States. Knowledgeable in the manufacture of gunpowder, by 1802 DuPont had begun making the explosive in a mill on the Brandywine River north of Brandywine Village and just outside the town of Wilmington; the DuPont company became a major supplier to the U. S. military. Located on the banks of the Brandywine River, the village was annexed by Wilmington city; the greatest growth in the city occurred during the Civil War. Delaware, though remaining a member of the Union, was a border state and divided in its support of both the Confederate and the Union causes; the war created enormous demand for goods and materials supplied by Wilmington including ships, railroad cars, gunpowder and other war-related goods.
By 1868, Wilmington was producing more iron ships than the rest of the country combined and it rated first in the production of gunpowder and second in carriages and leather. Due to the prosperity Wilmington enjoyed during the war, city merchants and manufacturers expanded Wilmington's residential boundaries westward in the form of large homes along tree-lined streets; this movement was spurred by the first horsecar line, initiated in 1864 along Delaware Avenue. The late 19th century saw the development of the city's first comprehensive park system. William Poole Bancroft, a successful Wilmington businessman influenced by the work of Frederick Law Olmsted, led the effort to establish open parkland in Wilmington. Rockford Park and Brandywine Park were created due to Bancroft's efforts. Both World Wars stimulated the city's industries. Industries vital to the war effort – shipyards, steel foundries, machinery, a
The Northeast Corridor is an electrified railroad line in the Northeast megalopolis of the United States. Owned by Amtrak, it runs from Boston through Providence, New Haven, New York City, Philadelphia through Wilmington, Baltimore to Washington, D. C; the NEC parallels Interstate 95 for most of its length, is the busiest passenger rail line in the United States by ridership and service frequency as of 2013. The NEC carries more than 2,200 trains daily. Branches to Harrisburg, Springfield and various points in Virginia are not considered part of the Northeast Corridor, despite frequent service from routes that run on the corridor; the corridor is used by many Amtrak trains, including the high-speed Acela Express, intercity trains, several long-distance trains. Most of the corridor has frequent commuter rail service, operated by the MBTA, Shore Line East, Metro-North Railroad, New Jersey Transit, SEPTA, MARC. Several companies run freight trains over sections of the NEC. Much of the line is built for speeds higher than the 79 mph maximum allowed on many U.
S. tracks. Amtrak operates intercity Northeast Regional and Keystone Service trains at up to 125 mph, as well as North America's only high-speed train, the Acela Express, which runs up to 150 mph on a few sections in Massachusetts and Rhode Island. Acela covers the 225 miles between New York and Washington, D. C. in under 3 hours, the 229 miles between New York and Boston in under 3.5 hours. Under Amtrak's $151 billion Northeast Corridor plan, which hopes to halve travel times by 2040, trips between New York and Washington via Philadelphia would take 94 minutes; the Northeast Corridor was built by several railroads between the 1830s and 1917. The route was consolidated under two railroads: the New York, New Haven and Hartford Railroad between Boston and New York, the Pennsylvania Railroad between New York and Washington. Boston–Providence: Boston and Providence Railroad opened 1835 realigned in 1847 and in 1899. Became part of the Old Colony Railroad in 1888. Providence–Stonington: New York and Boston Railroad opened 1837.
Stonington–New Haven: New Haven, New London and Stonington Railroad opened 1852–1889, realigned in New Haven, 1894. New Haven–New Rochelle: New York and New Haven Railroad opened 1849. New Rochelle–Port Morris: Harlem River and Port Chester Railroad opened 1873. Port Morris–Sunnyside Yard: New York Connecting Railroad: opened 1917. Sunnyside Yard–Manhattan Transfer: Pennsylvania Tunnel and Terminal Railroad opened 1910. Manhattan Transfer–Trenton: United New Jersey Railroad and Canal Company opened 1834–1839, 1841. Trenton–Frankford Junction: Philadelphia and Trenton Railroad opened 1834. Frankford Junction–Zoo Tower: Connecting Railway opened 1867. Zoo Tower–Grays Ferry Bridge: Junction Railroad opened 1863–1866. Grays Ferry–Bayview: Philadelphia and Baltimore Railroad opened 1837–1838, 1866, 1906. Bayview Yard–Baltimore Union Station: Union Railroad opened 1873. Baltimore Union Station–Landover: Baltimore and Potomac Rail Road opened 1872. Landover–Washington, D. C.: Magruder Branch opened 1907 The New York Central Railroad began planning electrification between Grand Central Terminal and the split at Mott Haven after the opening of the first electrified urban rail terminal in 1900, the Gare d'Orsay in Paris, France.
Electricity was in use on some branch lines of the NYNH&H for interurban streetcars via third rail or trolley wire. An accident in the Park Avenue Tunnel near the present Grand Central Terminal that killed 17 people on January 8, 1902 was blamed on smoke from steam locomotives; the NH announced in 1905 that it would electrify its main line from New York to Stamford, Connecticut. Along with the construction of the new Grand Central Terminal, opened in 1912, the NYC electrified its lines, beginning on December 11, 1906 with suburban multiple unit service to High Bridge on the Hudson Line. Electric locomotives began serving Grand Central on February 13, 1907, all NYC passenger service into Grand Central was electrified on July 1. NH electrification began on July 24 to New Rochelle, August 5 to Port Chester and October 6, 1907 the rest of the way to Stamford. Steam trains last operated into Grand Central on June 30, 1908, after which all NH passenger trains into Manhattan were electrified. In June 1914, the NH electrification was extended to New Haven, the terminus of electrified service for over 80 years.
At the same time, the PRR was building its Pennsylvania Station and electrified approaches, which were served by the PRR's lines in New Jersey and the Long Island Rail Road. LIRR electric service began in 1905 on the Atlantic Branch from downtown Brooklyn past Jamaica, in June 1910 on the branch to Long Island City, part of the main line to Penn Station. Penn Station opened September 8, 1910 for LIRR trains and November 27 for the PRR. PRR trains changed engines at Manhattan Transfer. On July 29, 1911, NH began electric service on its Harlem River Branch, a suburban branch that would become a main line with the completion of the New York Connecting Railroad and its Hell Gate Bridge; the bridge opened on April 1, 1917, but was operated by steam with an engine change at Sunnyside Yard east of Penn Station until 1918. Electrification of the portion north of New Haven to Providence and Boston had been planned by the N
The Pennsylvania Railroad was an American Class I railroad, established in 1846 and was headquartered in Philadelphia, Pennsylvania. It was so named; the PRR was the largest railroad by traffic and revenue in the U. S. for the first half of the 20th century. Over the years, it acquired, merged with or owned part of at least 800 other rail lines and companies. At the end of 1925, it operated 10,515 miles of rail line, its only formidable rival was the New York Central, which carried around three-quarters of PRR's ton-miles. By 1882 it had become the largest railroad, the largest transportation enterprise, the largest corporation in the world. With 30,000 miles of track, it had longer mileage than any other country in the world, except Britain and France, its budget was second only to the U. S. government. The corporation still holds the record for the longest continuous dividend history: it paid out annual dividends to shareholders for more than 100 consecutive years. In 1968, PRR merged with rival NYC to form the Penn Central Transportation Company, which filed for bankruptcy within two years.
The viable parts were transferred in 1976 to Conrail, itself broken up in 1999, with 58 percent of the system going to the Norfolk Southern Railway, including nearly all of the former PRR. Amtrak received the electrified segment of the Main Line east of Harrisburg. With the opening of the Erie Canal and the beginnings of the Chesapeake and Ohio Canal, Philadelphia business interests became concerned that the port of Philadelphia would lose traffic; the state legislature was pressed to build a canal across Pennsylvania and thus the Main Line of Public Works was commissioned in 1826. It soon became evident that a single canal would not be practical and a series of railroads, inclined planes, canals was proposed; the route consisted of the Philadelphia and Columbia Railroad, canals up the Susquehanna and Juniata rivers, an inclined plane railroad and tunnel across the Allegheny Mountains, canals down the Conemaugh and Allegheny rivers to Pittsburgh on the Ohio River. Because freight and passengers had to change cars several times along the route and canals froze in winter, it soon became apparent that the system was cumbersome and a better way was needed.
The Commonwealth of Pennsylvania granted a charter to the Pennsylvania Railroad in 1846 to build a private rail line that would connect Harrisburg to Pittsburgh. The Directors chose John Edgar Thomson, an engineer from the Georgia Railroad, to survey and construct the line, he chose a route that followed the west bank of the Susquehanna River northward to the confluence with the Juniata River, following its banks until the foothills of the Allegheny Mountains were reached at a point that would become Altoona, Pennsylvania. To traverse the mountains, the line climbed a moderate grade for 10 miles until it reached a split of two mountain ravines which were cleverly crossed by building a fill and having the tracks ascend a 220-degree curve known as Horseshoe Curve that limited the grade to less than 2 percent; the crest of the mountain was penetrated by the 3,612-foot Gallitzin Tunnels and descended by a more moderate grade to Johnstown. At the end of its first year of operation, it paid a dividend, continued the dividend without interruption until 1946.
The western end of the line was built from Pittsburgh east along the banks of the Allegheny and Conemaugh rivers to Johnstown. PRR was granted trackage rights over the Philadelphia and Columbia and gained control of the three short lines connecting Lancaster and Harrisburg, instituting an all-rail link between Philadelphia and Pittsburgh by 1854. In 1857, the PRR purchased the Main Line of Public Works from the state of Pennsylvania, abandoned most of its canals and inclined planes; the line was double track from its inception, by the end of the century a third and fourth track were added. Over the next 50 years, PRR expanded by gaining control of other railroads by stock purchases and 999-year leases. Thomson was the entrepreneur who led the PRR from 1852 until his death in 1874, making it the largest business enterprise in the world and a world-class model for technological and managerial innovation, he served as PRR's first Chief Engineer and third President. Thomson's sober, technical and non-ideological personality had an important influence on the Pennsylvania Railroad, which in the mid-19th century was on the technical cutting edge of rail development, while nonetheless reflecting Thomson's personality in its conservatism and its steady growth while avoiding financial risks.
His Pennsylvania Railroad was in his day the largest railroad in the world, with 6,000 miles of track, was famous for steady financial dividends, high quality construction improving equipment, technological advances, innovation in management techniques for a large complex organization. In 1861 the PRR gained control of the Northern Central Railway, giving it access to Baltimore, Maryland, as well as points along the Susquehanna River via connections at Columbia, Pennsylvania or Harrisburg. On December 1, 1871, the PRR leased the United New Jersey Railroad and Canal Company, which included the original Camden and Amboy Railroad from Camden, New Jersey to South Amboy, New Jersey, as well as a newer line from Philadelphia to Jersey City, New Je
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
Temple University station
Temple University station is an above-ground SEPTA Regional Rail station located at the eastern edge of the Temple University campus at 915 West Berks Street between 9th and 10th Streets, in the Cecil B. Moore section of Lower North Philadelphia, Pennsylvania; the station is in the Center City fare zone, although the station itself is located in North Philadelphia. There is a small ticket kiosk located at the base of the stairs on the street level. Temple University maintains a security kiosk at street level. Stairways and two elevators lead up to the high-level platforms at track level. There are two island platforms serving four tracks; each platform is 380 feet long, long enough to platform four cars with only the end doors being used. The platforms have a canopy overhead and some wind-breaking walls, but are otherwise exposed to the weather; this station is located 2.6 track miles from Suburban Station. In FY 2005, Temple University station was the fourth busiest station in SEPTA's Regional Rail system, with 2,448 average total weekday boardings and 2,593 average weekday alightings.
The station has two large bicycle racks that both have roofs above them to protect bikes against the weather. The station can accommodate 30+ bicycles; the racks are in full view of the 24-hour security guard. Built in 1911, the old Temple U station achieved infamy in November 1984 when SEPTA was forced to shut down the Reading side of the railroad above North Broad Street Station. A few days after the Center City Commuter Connection and Market East Station opened, some of the girders supporting the tracks in the platform area on the bridge over the avenue were discovered to be in imminent danger of collapse; the emergency repairs, completed early in 1985, included demolishing the station and replacing it with temporary wooden low-level platforms and steel stairs which served until the new station opened. This event helped draw attention to the deterioration of North American railroad and transit infrastructure; the station was opened in 1992 and was built for $37 million as part of SEPTA's RailWorks project to rebuild the Reading Railroad viaduct in North Philadelphia.
The station sits on the Reading side of the system and all trains stop here. The new station replaced the older Temple U station, named Columbia Avenue; the old station, located at 39.977465°N 75.149835°W / 39.977465. Media related to Temple University at Wikimedia Commons SEPTA - Temple University Station Berks Street entrance from Google Maps Street View Norris Street entrance from Google Maps Street View