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
Philadelphia, sometimes known colloquially as Philly, is the largest city in the U. S. state and Commonwealth of Pennsylvania, the sixth-most populous U. S. city, with a 2017 census-estimated population of 1,580,863. Since 1854, the city has been coterminous with Philadelphia County, the most populous county in Pennsylvania and the urban core of the eighth-largest U. S. metropolitan statistical area, with over 6 million residents as of 2017. Philadelphia is the economic and cultural anchor of the greater Delaware Valley, located along the lower Delaware and Schuylkill Rivers, within the Northeast megalopolis; the Delaware Valley's population of 7.2 million ranks it as the eighth-largest combined statistical area in the United States. William Penn, an English Quaker, founded the city in 1682 to serve as capital of the Pennsylvania Colony. Philadelphia played an instrumental role in the American Revolution as a meeting place for the Founding Fathers of the United States, who signed the Declaration of Independence in 1776 at the Second Continental Congress, the Constitution at the Philadelphia Convention of 1787.
Several other key events occurred in Philadelphia during the Revolutionary War including the First Continental Congress, the preservation of the Liberty Bell, the Battle of Germantown, the Siege of Fort Mifflin. Philadelphia was one of the nation's capitals during the revolution, served as temporary U. S. capital while Washington, D. C. was under construction. In the 19th century, Philadelphia became a railroad hub; the city grew from an influx of European immigrants, most of whom came from Ireland and Germany—the three largest reported ancestry groups in the city as of 2015. In the early 20th century, Philadelphia became a prime destination for African Americans during the Great Migration after the Civil War, as well as Puerto Ricans; the city's population doubled from one million to two million people between 1890 and 1950. The Philadelphia area's many universities and colleges make it a top study destination, as the city has evolved into an educational and economic hub. According to the Bureau of Economic Analysis, the Philadelphia area had a gross domestic product of US$445 billion in 2017, the eighth-largest metropolitan economy in the United States.
Philadelphia is the center of economic activity in Pennsylvania and is home to five Fortune 1000 companies. The Philadelphia skyline is expanding, with a market of 81,900 commercial properties in 2016, including several nationally prominent skyscrapers. Philadelphia has more outdoor murals than any other American city. Fairmount Park, when combined with the adjacent Wissahickon Valley Park in the same watershed, is one of the largest contiguous urban park areas in the United States; the city is known for its arts, culture and colonial history, attracting 42 million domestic tourists in 2016 who spent US$6.8 billion, generating an estimated $11 billion in total economic impact in the city and surrounding four counties of Pennsylvania. Philadelphia has emerged as a biotechnology hub. Philadelphia is the birthplace of the United States Marine Corps, is the home of many U. S. firsts, including the first library, medical school, national capital, stock exchange and business school. Philadelphia contains 67 National Historic Landmarks and the World Heritage Site of Independence Hall.
The city became a member of the Organization of World Heritage Cities in 2015, as the first World Heritage City in the United States. Although Philadelphia is undergoing gentrification, the city maintains mitigation strategies to minimize displacement of homeowners in gentrifying neighborhoods. Before Europeans arrived, the Philadelphia area was home to the Lenape Indians in the village of Shackamaxon; the Lenape are a Native American tribe and First Nations band government. They are called Delaware Indians, their historical territory was along the Delaware River watershed, western Long Island, the Lower Hudson Valley. Most Lenape were pushed out of their Delaware homeland during the 18th century by expanding European colonies, exacerbated by losses from intertribal conflicts. Lenape communities were weakened by newly introduced diseases smallpox, violent conflict with Europeans. Iroquois people fought the Lenape. Surviving Lenape moved west into the upper Ohio River basin; the American Revolutionary War and United States' independence pushed them further west.
In the 1860s, the United States government sent most Lenape remaining in the eastern United States to the Indian Territory under the Indian removal policy. In the 21st century, most Lenape reside in Oklahoma, with some communities living in Wisconsin, in their traditional homelands. Europeans came to the Delaware Valley in the early 17th century, with the first settlements founded by the Dutch, who in 1623 built Fort Nassau on the Delaware River opposite the Schuylkill River in what is now Brooklawn, New Jersey; the Dutch considered the entire Delaware River valley to be part of their New Netherland colony. In 1638, Swedish settlers led by renegade Dutch established the colony of New Sweden at Fort Christina and spread out in the valley. In 1644, New Sweden supported the Susquehannocks in their military defeat of the English colony of Maryland. In 1648, the Dutch built Fort Beversreede on the west bank of the Delaware, south of the Schuylkill near the present-day Eastwick neighborhood, to reassert their dominion over the area.
The Swedes responded by building Fort Nya Korsholm, or New Korsholm, named after a town in Finland with a Swedish majority. In 1655, a
Jenkintown–Wyncote station is a major SEPTA Regional Rail station along the SEPTA Main Line in Montgomery County, United States. It is located at the intersection of Greenwood Avenue and West Avenue on the border of Jenkintown and the Wyncote neighborhood of Cheltenham Township, with a mailing address in Jenkintown, it is the sixth-busiest station in the Regional Rail system, the busiest outside Center City. Despite this, the station is not wheelchair accessible. Jenkintown–Wyncote station was built in 1872 by the North Pennsylvania Railroad, replaced in 1932 by the Reading Railroad; the 1932-built structure remains to this day, was listed on the National Register of Historic Places in 2014. It lies in fare zone three and includes a parking lot with 450 spaces; the West Trenton line branches off of the SEPTA Main Line at this station. This station is served by the Lansdale/Doylestown Line, Warminster Line, West Trenton Line; these three rail lines make Jenkintown-Wyncote the sixth-busiest station in SEPTA's Regional Rail system, the busiest outside the City of Philadelphia, with 1998 average weekday boardings and 1660 average weekday alightings.
Jenkintown–Wyncote has two low-level side platforms connected by a tunnel underneath the tracks. Media related to Jenkintown-Wyncote at Wikimedia Commons SEPTA – Jenkintown-Wyncote Station 2000 Mark Lehman photo Station from Google Maps Street View
Jefferson Station (SEPTA)
Jefferson Station is an underground SEPTA Regional Rail station located on Market Street in Philadelphia, Pennsylvania. Its official SEPTA address is Filbert streets, it is the easternmost of the three Center City stations on the SEPTA Regional Rail system, is part of the Center City Commuter Connection, which connects the former Penn Central commuter lines with the former Reading Company commuter lines. The station opened in November 1984, is owned and maintained by SEPTA, replaced the former Reading Terminal, under which a small part of the station sits; the station is part of Fashion District Philadelphia, a shopping mall that replaced the Gallery at Market East, built in the late 1970s and early 1980s. There are several entrances to the station, including several on the concourse level to the "Gallery II" part of the mall. After the Convention Center was opened, a new entrance was built in the Reading Terminal headhouse on Market Street. Architecturally, the design of Jefferson Station is integrated with the Gallery Mall, which features a number of stores and quick-service food facilities, including Tiffany's Bakery, which boasts state-of-the-art digital signage for the commuters passing through Jefferson Station.
The newly renovated bakery uses television to display their original content as well as the SEPTA train timetable. Stainless steel and large plate-glass windows are a major design element throughout the station, with large color tile murals adorning the walls and the extensive use of tile for flooring; the upper seating area has been renovated with metal benches facing the windows that look down onto the tracks. The large windows are used both for exterior windows, where they admit light from street level down to track level like a clerestory, for separating the concourse level from the track level; because this is an underground station and the clerestory section is only a small part of the station, artificial lighting is used throughout the station. The station's name was changed from Market East to Jefferson on September 4, 2014 after Thomas Jefferson University Hospital bought the naming rights; the length of the $4 million contract for the Jefferson Station name is five years, with the option to keep it for an additional four years for $3.4 million.
The other SEPTA station for which the naming rights were sold is NRG station. The station extends under three city blocks and the platforms are along the northern edge of the blocks; the tracks here are the deepest ones in Philadelphia. There are several monitors which show the status of the trains at these entrances, as well as near the ticket windows and at the tops of the escalators to the track level. At least one of the ticket windows, which are located on the concourse level, is open daily. There are four tracks, with each platform serving two tracks; each platform is divided into an "A" section and a "B" section so that trains on different routes stop at different spots along the platform length. This allows waiting passengers to be dispersed along the platform rather than congregating. Platforms are 850 feet long and 35 feet wide which allows up to ten railcars to serve a platform at a time. Overhead electric catenary wires supply power to the trains. Scheduled diesel-operated trains are forbidden to enter the station, as SEPTA omitted provisions for ventilation fans when designing the Center City Tunnel.
The Delaware Valley Association of Railroad Passengers advocated for the inclusion of ventilation fans that would allow diesel exhaust fumes to exit tunnels and stations. SEPTA deemed the option unfeasible throughout the planning process. On occasion, SEPTA diesel work trains will pass through the station without stopping. In this situation, the track must be clear through the tunnel before the diesel train is allowed through. To the west, the tracks have a set of cross-over tracks that allow trains to change tracks before they reach Suburban Station. To the east, there is a sharp curve north where trains are limited to about 20 to 25 mph, another set of cross-overs before climbing an incline of over 2.5% to Temple University Station. Jefferson Station is 0.5 miles from Suburban Station. Jefferson Station is served by all Regional Rail lines except the limited-service Cynwyd Line, which terminates at Suburban Station. In FY 2005, the average total weekday boardings at this station was 11,848, making it the second busiest station in the Regional Rail system.
Jefferson Station has been identified as Amtrak's preferred Philadelphia station for future high-speed rail lines in the Northeastern Corridor. The station is connected underground to SEPTA's heavy rail Market-Frankford Line and Broad-Ridge Spur and the PATCO High Speed Line at their shared 8th Street station through The Gallery at Market East. There are below-ground pedestrian connections to the Market-Frankford Line's 11th Street, 13th Street, 15th Street stations. Jefferson Station is adjacent to various SEPTA and New Jersey Transit bus routes that travel on Market Street; the Philadelphia Greyhound Terminal is north of the station across Filbert Street. Media related to Market East Station at Wikimedia Commons SEPTA – Jefferson Station 11th Street entrance from Google Maps Street View Filbert Street and 10th Street entrance from Google Maps Street View 10th Street entrance to Gallery Mall from Google Maps Street View
New Britain station
New Britain station is a SEPTA Regional Rail station in New Britain, Pennsylvania. Located at Tamenend and Matthews Avenues, it serves the Lansdale/Doylestown Line. On December 18, 2011, weekend service was discontinued at this station due to low ridership. In the fall of 2012, New Britain was added back to the weekend schedule as a flag stop; the station continues to have full service on weekdays. In FY 2013, the station had a weekday average of 51 boardings and 58 alightings. SEPTA - New Britain Station Former New Britain P&R Station Image December 28, 2001 southbound view by Bob Vogel Station from Tamenend Avenue from Google Maps Street View
Warminster station (SEPTA)
Warminster station is a SEPTA Regional Rail station in Warminster, Pennsylvania. It serves as the north end of the Warminster Line, the station is served by the Fall Foliage trains of the New Hope & Ivyland Railroad, which offers diesel powered excursions between Warminster and New Hope; the station was a replacement for the former Bonair Reading Railroad Station. Original electrification from Hatboro was extended to Warminster in 1974; this station is wheelchair ADA accessible. Warminster station consists of a side platform along the tracks, wheelchair accessible; the station has a ticket office and waiting room, open on weekday mornings. There are four bike racks available. Warminster station has a daily parking lot with 562 spaces that charges $1 a day and a permit parking lot with 238 spaces that charges $25 a month. Train service at Warminster station is provided along the Warminster Line of SEPTA Regional Rail, which begins at the station and runs south to Center City Philadelphia. Warminster station is located in fare zone 3.
Service is provided daily from early morning to late evening. Most Warminster Line trains continue through the Center City Commuter Connection tunnel and become Airport Line trains, providing service to the Philadelphia International Airport. In FY 2013, Warminster station had a weekday average of 666 alightings. Media related to Warminster at Wikimedia Commons SEPTA - Warminster Station Station from Google Maps Street View
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