9th Street station (SEPTA)
9th Street station is a passenger rail station on the SEPTA Regional Rail Lansdale/Doylestown Line, located at 9th Street near Shaw Avenue in Lansdale, Pennsylvania. It was opened to serve as an alternate parking location during the construction of a garage at nearby Lansdale station, but will remain open after. 9th Street station has a permanent parking lot plus a temporary lot for use during the garage construction period. It opened on November 15, 2015; the station is designed to spartan Colmar station, two stops north. It has a 256-foot -long high-level platform which provides level boarding for handicapped passengers; the platform was made of pre-cast concrete sections to speed construction. It can be lengthened in the future if demand warrants; the station has a 78-space permanent lot plus a 125-space temporary lot, as well as a storage area for bicycles. Four retention ponds filter stormwater runoff from the parking lots to avoid polluting groundwater; the total cost of the station and parking lots was expected to be $3.8 million.
Around 2007, a development agreement for the former American Olean Tile Company factory established space for a future train station at 9th Street in northeast Lansdale, Pennsylvania to support transit-oriented development at the factory site. However, no funds were available to construct the station. In May 2014, consideration of a 9th Street station resumed after design funding became available for a parking garage at Lansdale station, a major park-and-ride site. 400 of the 497 spaces at Lansdale will be unavailable during construction of the garage, necessitating an increase in parking at other locations. Over the next months, SEPTA began planning a small station at the site using internal staff, intending to create a small and inexpensive station that could be in place for the garage construction but remain afterwards to serve the redevelopment. Plans were completed in December 2014; the Lansdale Borough council approved the plans that month, clearing the way for construction beginning in the spring.
Site clearing began in March 2015. Construction proceeded over the summer and was complete by September; the Borough traded the land for the parking lots to its Parking Authority in August 2015 in exchange for funding to extend 9th Street across the tracks to continue the street grid. The station opened with a ribbon cutting ceremony scheduled for the next day, it was the first new station added to the SEPTA system since Eastwick in 1997. SEPTA – 9th Street Station SEPTA 9th Street Station construction information
An island platform is a station layout arrangement where a single platform is positioned between two tracks within a railway station, tram stop or transitway interchange. Island platforms are popular on twin-track routes due to cost-effective reasons, they are useful within larger stations where local and express services for the same direction of travel can be provided from opposite sides of the same platform thereby simplifying transfers between the two tracks. An alternative arrangement is to position side platforms on either side of the tracks; the historical use of island platforms depends upon the location. In the United Kingdom the use of island platforms is common when the railway line is in a cutting or raised on an embankment, as this makes it easier to provide access to the platform without walking across the tracks. Island platforms are necessary for any station with many through platforms. Building small two-track stations with a single island platform instead of two side platforms does have advantages.
Island platforms allow facilities such as shops and waiting rooms to be shared between both tracks rather than being duplicated or present only on one side. An island platform makes it easier for wheelchair users and other people with physical limitations to change services between tracks or access facilities. If the tracks are above or below the entrance level, an island platform layout requires only one staircase and one elevator be built to access the platforms. Building the tracks and entrance at the same level creates a disadvantage. If an island platform is not wide enough to cope with passenger numbers, overcrowding can be a problem. Examples of stations where a narrow island platform has caused safety issues include Clapham Common and Angel on the London Underground. An island platform requires the tracks to diverge around the center platform, extra width is required along the right-of-way on each approach to the station on high-speed lines. Track centers vary for rail systems throughout the world but are 3 to 5 meters.
If the island platform is 6 meters wide, the tracks must slew out by the same distance. While this requirement is not a problem on a new line under construction, it makes building a new station on an existing line impossible without altering the tracks. A single island platform makes it quite difficult to have through tracks, which are between the local tracks. A common configuration in busy locations on high speed lines is a pair of island platforms, with slower trains diverging from the main line so that the main line tracks remain straight. High-speed trains can therefore pass straight through the station, while slow trains pass around the platforms; this arrangement allows the station to serve as a point where slow trains can be passed by faster trains. A variation at some stations is to have the slow and fast pairs of tracks each served by island platforms A rarer layout, present at Mets-Willets Point on the IRT Flushing Line, 34th Street – Penn Station on the IRT Seventh Avenue Line and 34th Street – Penn Station on the IND Eighth Avenue Line of the New York City Subway, uses two side platforms for local services with an island in between for express services.
The purpose of this atypical design was to reduce unnecessary passenger congestion at a station with a high volume of passengers. Since the IRT Seventh Avenue Line and IND Eighth Avenue Line have adjacent express stations at 42nd Street, passengers can make their transfers from local to express trains there, leaving more space available for passengers utilizing intercity rail at Pennsylvania Station; the Willets Point Boulevard station was renovated to accommodate the high volume of passengers coming to the 1939 World's Fair. Many of the stations on the Great Central Railway were constructed in this form; this was. If this happened, the lines would need to be compatible with continental loading gauge, this would mean it would be easy to change the line to a larger gauge, by moving the track away from the platform to allow the wider bodied continental rolling stock to pass while leaving the platform area untouched. Island platforms are a normal sight on Indian railway stations. All railway stations in India consist of island platforms.
In Toronto, 29 subway stations use island platforms. In Sydney, on the Eastern Suburbs Railway and the Epping Chatswood Railway, the twin tunnels are spaced and the tracks can remain at a constant track centres while still leaving room for the island platforms. A slight disadvantage is. In Edmonton, all 18 LRT stations on the Capital Line and Metro Line use island platforms; the Valley Line under construction, utilizes the new low-floor LRT technology, but will only use island platforms on one of the twelve stops along the line. In southern New Jersey and Philadelphia, PATCO uses island platforms in all of its 13 s
Allentown station (Lehigh Valley Railroad)
Allentown was a train station in Allentown, Pennsylvania. It was opened by the Lehigh Valley Railroad in 1890 and closed in 1961; the building was demolished in 1972. The station was located one block west of the Central Railroad of New Jersey's Allentown station; the Lehigh Valley Railroad opened its original line between Allentown and Easton, Pennsylvania in 1855. In 1890 the Lehigh Valley relocated its station to downtown Allentown, just off its main line; the station stood near the intersection of 4th Street, adjacent to Jordan Creek. The railroad abandoned its remaining passenger trains on February 4, 1961, after years of financial losses and declining patronage. Allentown was one of several passenger-only stations, closed as a result; the abandoned station was demolished in 1972 to permit the construction of an enlarged road bridge over Jordan Creek. Service along the former Lehigh Valley route to Allentown resumed in 1978. Conrail, which had taken over the Lehigh Valley's lines in 1976, began operating commuter trains from Allentown to Philadelphia.
The service was funded by the Pennsylvania Department of Transportation. Trains stopped at a platform at 3rd and Union a block south of where the Lehigh Valley's station had stood. Service began on July 1978, with four round-trips to Philadelphia; the service was an extension of the Southeastern Pennsylvania Transportation Authority's existing Bethlehem Line trains. The station consisted of a platform, small shelter, an unpaved parking lot. Service between Allentown and Bethlehem ended on August 20, 1979, amid low patronage and a dispute over the subsidy for the service. Archer, Robert F.. The History of the Lehigh Valley Railroad. Berkeley: Howell-North Books. ISBN 978-0-8310-7113-4. Media related to Lehigh Valley Railroad Station at Wikimedia Commons
Bethlehem Union Station
Bethlehem Union Station is a former train station located in the South Side neighborhood of Bethlehem, Pennsylvania. It was built in 1924 by the Lehigh Valley Railroad and the Reading Company, replacing an earlier station built in 1867. Passenger service to Philadelphia on the SEPTA Regional Rail Bethlehem Line lasted until 1981; the station was renovated in 2002 and used for medical clinics beginning in 2003. It is owned by St. Luke's Hospital. In 1745, the Crown Inn was established as Bethlehem's first public house to serve stagecoach travelers, it soon became an important meeting point in the city after the nearby ferry was replaced with a bridge in 1794. The Lehigh Valley Railroad and North Pennsylvania Railroad both reached Bethlehem by 1855; the two railroads built Bethlehem Union Depot, which opened on November 18, 1867. A two-story building with a pointed tower, it was not well liked. In 1924, it was replaced by a larger modern brick building. Lehigh Valley passenger service ended on February 4, 1961.
In 1962, the two railroads attempted to auction off the station building. However, it was not sold, the property passed to Conrail when the Reading folded in 1976. Conrail continued to provide commuter service to Allentown under contract to SEPTA, subsidizing service since 1966; as SEPTA discontinued its diesel service in favor of shorter electric lines, the line was cut back to Bethlehem in 1979. In April 1981, SEPTA announced its intentions to discontinue service on the line on July 1. PennDOT attempted to operate service but a last-minute deal with the Berks Area Regional Transportation Authority to operate the trains fell through during contract negotiations. Service was cut back to Quakertown on July 1 to Lansdale in August; some restoration work was performed on the derelict station in the 1980s, but it was unused until Ashley Development Corporation refurbished it in 2002. St. Luke's Hospital moved clinics into Union Station in 2003, bought the building outright in 2008. However, St. Luke's moved most of its services to a nearby building in 2011 and 2013.
Bethlehem station St. Luke's Union Station Station from Riverside Drive on Google Maps Street View
The Lansdale/Doylestown Line is a SEPTA Regional Rail line connecting Center City Philadelphia to Doylestown in Bucks County, Pennsylvania. Until 1981, diesel-powered trains continued on the Bethlehem Branch from Lansdale to Quakertown and Allentown. Restored service has been proposed, but is not planned by SEPTA; the line is used by the East Penn Railroad, serving Quakertown's industrial complexes and distribution centers. The Lansdale/Doylestown Line utilizes what is known as the SEPTA Main Line, a four-track line, owned by SEPTA since 1983, the former Reading Railroad Doylestown Branch; the main part of the line, from Philadelphia north to Lansdale, was part of the Reading Railroad's route from Philadelphia to Bethlehem, to Wilkes-Barre and Scranton. Arriving and departing at the former Reading Terminal, now part of the Pennsylvania Convention Center, the line has, since 1985, been directly connected to the ex-PRR/Penn Central side by the Center City Commuter Rail Tunnel. Unlike the ex-PRR/Penn Central Paoli/Thorndale Line it is paired with for through-service, the ex-RDG line was not as built, as the RDG segregated its through-freight and passenger movements.
While the four-track section between the tunnel and Wayne Junction and the two-track section from Wayne Junction to Jenkintown are grade-separated, the two-track section from Jenkintown to Lansdale and the single track from Lansdale to Doylestown has both at-grade railroad crossings and over- and underpasses. Electrified service between Philadelphia and Hatboro, Lansdale and West Trenton was opened on July 26, 1931. Equipment consisted of dark green painted electric multiple unit cars built at the Reading's own shops; some of the cars were rebuilt during the 1960s receiving air conditioning, refreshed interior and a new blue paint scheme resulting in their being referred to as "Blueliners". Today, the line uses the Silverliner family of EMU cars which operate throughout SEPTA's Regional Rail system. Service to Bethlehem and the Lehigh Valley languished due to the post-World War II surge of the automobile as well as the opening of the Pennsylvania Turnpike Northeast Extension in 1957. Service north of Lansdale in the non-electrified territory was terminated by SEPTA on July 29, 1981.
Trackage north of Quakertown was dismantled after the railbed was leased for use as the interim Saucon Rail Trail. Between 1984–2010 the route was designated R5 Doylestown and R5 Lansdale as part of SEPTA's diametrical reorganization of its lines. Lansdale and Doylestown trains operated through the city center to the Paoli Line on the ex-Pennsylvania side of the system; the R-number naming system was dropped on July 25, 2010. As of 2018, most Lansdale/Doylestown Line trains continue through Center City to Malvern or Thorndale on the Paoli/Thorndale Line. On August 29, 2011, SEPTA adjusted the midday service pattern to encourage ridership at Colmar station, which had available parking capacity adjacent to Pennsylvania Route 309; every other train turned back at Lansdale. On December 18, 2011, SEPTA eliminated weekend service at Link Belt and New Britain due to low ridership. In the fall of 2012, New Britain was added back to the weekend schedule as a flag stop. A large parking garage is to be built at Lansdale station.
9th Street station opened nearby on November 15, 2015 as an alternate parking location during construction. SEPTA activated positive train control on the Lansdale/Doylestown Line from Doylestown to Glenside on June 13, 2016. Positive train control was activated from Glenside to Fern Rock on December 12, 2016 and from Fern Rock to 30th Street on January 9, 2017; the Lansdale/Doylestown Line makes the following station stops after leaving the Center City Commuter Connection. Between FY 2008–FY 2014 yearly ridership on the Lansdale/Doylestown Line has held steady at 4.6 million, save for a brief dip to 4.3 million in FY 2010–2011. "SEPTA – Lansdale/Doylestown line schedule"
SEPTA Regional Rail
The SEPTA Regional Rail system is a commuter rail network serving the Philadelphia Metropolitan area. The system has 13 branches and more than 150 active stations in Philadelphia, its suburbs and satellite towns and cities, it is the fifth-busiest commuter railroad in the United States, the busiest outside of the New York and Chicago metropolitan areas. In 2016, the Regional Rail system had an average of 132,000 daily riders; the core of the Regional Rail system is the Center City Commuter Connection, an underground tunnel linking three Center City stations: the above-ground upper level of 30th Street Station, the underground Suburban Station, Jefferson Station. All trains stop at these Center City stations. Operations are handled by the SEPTA Railroad Division. Of the 13 branches, seven were owned and operated by the Pennsylvania Railroad, six by the Reading Company; the PRR lines terminated at Suburban Station. The Center City Commuter Connection opened in November 1984 to unite the two systems, turning the two terminal stations into through-stations.
Most inbound trains from one line continue on as outbound trains on another line. Service on most lines operates from 5:30 a.m. to midnight. Each PRR line was once paired with a Reading branch and numbered from R1 to R8, so that one route number described two lines, one on the PRR side and one on the Reading side; this was deemed more confusing than helpful, so on July 25, 2010, SEPTA dropped the R-number and color-coded route designators and changed dispatching patterns so fewer trains follow both sides of the same route. Former Pennsylvania Railroad linesAirport Line: terminates at the Philadelphia International Airport. Chestnut Hill West Line: terminates in the Chestnut Hill section of Philadelphia. Cynwyd Line: operates weekdays only; until 1986, trains continued on to Ivy Ridge station in northwestern Philadelphia. Media/Elwyn Line: terminates in Elwyn; until 1986, trains continued on to West Chester. SEPTA is in the process of restoring service to Wawa three miles west of Elwyn by 2020. Paoli/Thorndale Line: trains terminate at Malvern or Thorndale.
Until 1996, trains continued on to Parkesburg. In March 2019, SEPTA announced a plan to extend service to Coatesville three miles west of Thorndale, once a new train station is constructed. Trenton Line: terminates in Trenton, New Jersey; this line uses Amtrak's Northeast Corridor, offers a connection at Trenton to New Jersey Transit's Northeast Corridor Line for continued service to New York City. Wilmington/Newark Line: terminates in Wilmington, with some weekday trains continuing to Newark, Delaware; the Delaware Department of Transportation subsidizes Delaware service. This line runs on Amtrak's Northeast Corridor. Former Reading Company linesChestnut Hill East Line: terminates in the Chestnut Hill section of Philadelphia. Fox Chase Line: terminates in the Fox Chase section of Philadelphia; until 1983, connecting diesel trains continued to Newtown, Pennsylvania. Lansdale/Doylestown Line: terminates at Doylestown. On weekdays half of the local trains terminate at Lansdale while the remainder of the local trains, some expresses, continue on to Doylestown.
Manayunk/Norristown Line: terminates at Elm Street in Norristown. Warminster Line: terminates in Warminster. West Trenton Line: terminates at the West Trenton station in Ewing, New Jersey. There are 154 active stations on the Regional Rail system, including 51 in the city of Philadelphia, 42 in Montgomery County, 29 in Delaware County, 16 in Bucks County, 10 in Chester County, six outside the state of Pennsylvania. In 2003, passengers boarding in Philadelphia accounted for 61% of trips on a typical weekday, with 45% from the three Center City stations and Temple University station. SEPTA uses a mixed fleet of General Electric and Hyundai Rotem "Silverliner" electric multiple unit cars, used on all Regional Rail lines. SEPTA uses push-pull equipment: coaches built by Bombardier and Pullman Standard, hauled by ACS-64 electric locomotives similar to those used by Amtrak; the push-pull equipment is used for peak express service because it accelerates slower than EMU equipment, making it less suitable for local service with close station spacing and frequent stops and starts.
As of 2012, all cars have a blended red-and-blue SEPTA window logo and "ditch lights" that flash at grade crossings and when "deadheading" through stations, as required by Amtrak for operations on the Northeast and Keystone Corridors. SEPTA's railroad reporting mark SEPA is the official mark for their revenue equipment, though it is seen on external markings. SPAX can be seen on non-revenue work equipment, including boxcars, diesel locomotives, other rolling stock; the Silverliner coaches, built by Budd in Philadelphia and first used by the PRR in 1958 as the Pioneer III for a prototype intercity EMU alternative to the GG1-hauled trains, were purchased by SEPTA in 1963 as Silverliner II units. In 1967, the PRR took delivery of the St. Louis-built Silverliner III cars, which featured left-hand side controls and flush toilets, were used for Harrisb
Quakertown is a borough in Bucks County, Pennsylvania, in the USA. As of 2016, it had a population of 8,798; the borough is 15 miles south of Allentown and Bethlehem and 47 miles north of Philadelphia, making Quakertown a border town of both the Delaware Valley and Lehigh Valley metropolitan areas. It is considered part of the United States Census Bureau's Philadelphia−Camden−Wilmington MSA and the Delaware Valley. Quakertown is surrounded by Richland Township. Quakertown was settled by members of the Religious Society of Friends, or Quakers; the settlement was not known as Quakertown until its first post office opened in 1803. On September 18, 1777, during the American Revolutionary War, a convoy of wagons carrying the Liberty Bell from Philadelphia to Allentown, under the command of Col. Thomas Polk of Charlotte, North Carolina, stopped in Quakertown; the Liberty Bell was stored overnight behind the home of Evan Foulke, the entourage stayed at the Red Lion Inn. The John Fries' Rebellion was started in the Red Lion Inn in 1799.
In 1854, Quakertown elected its first Burgess. The North Pennsylvania Railroad caused a great increase in population, by 1880, the population of Quakertown had reached 1,800. Liberty Hall, Quakertown Historic District, Quakertown Passenger and Freight Station, Enoch Roberts House are listed on the National Register of Historic Places; the American Civil War along with national economic expansion changed Quakertown from a tiny village to a commercial manufacturing center. In the nineteenth century, local industrial establishments included cigar and cigar box factories, silk mills, harness factories, stove foundries; until 1969, Quakertown generated its own electrical power. The population of Quakertown in 1900 was 3,014. By 1940, the population had reached 5,150 people. At the 2010 census, the borough's population was 8,979. Today, Quakertown has several restaurants and businesses that line Pennsylvania Route 309. According to the United States Census Bureau, the borough has a total area of 2.0 square miles, all of it land.
Licking Run begins in passes through Quakertown from the west to the east and drains into the Tohickon Creek. Tohickon Creek, which drains into the Delaware River, flows past the northeastern edge of the borough. Quakertown is in hardiness zone 6b; as of the census of 2010, there were 8,979 people residing in the borough. The racial makeup of the borough was 90.6% White, 2.4% African American, 0.3% Native American, 2.0% Asian, 0.0% Pacific Islander, 2.7% from other races, 1.9% from two or more races. Hispanic or Latino of any race were 6.0% of the population. As of the census of 2000, there were 8,931 people, 3,421 households, 2,251 families residing in the borough; the population density was 4,424.7 people per square mile. There were 3,631 housing units at an average density of 1,798.9 per square mile. The racial makeup of the borough was 94.46% White, 1.20% African American, 0.13% Native American, 1.51% Asian, 0.06% Pacific Islander, 1.58% from other races, 1.06% from two or more races. Hispanic or Latino of any race were 2.88% of the population.
There were 3,421 households, out of which 32.9% had children under the age of 18 living with them, 50.7% were married couples living together, 10.5% had a female householder with no husband present, 34.2% were non-families. 28.3% of all households were made up of individuals, 11.9% had someone living alone, 65 years of age or older. The average household size was 2.52 and the average family size was 3.11. In the borough the population was spread out, with 25.5% under the age of 18, 7.9% from 18 to 24, 32.2% from 25 to 44, 19.1% from 45 to 64, 15.3% who were 65 years of age or older. The median age was 36 years. For every 100 females there were 95.9 males. For every 100 females age 18 and over, there were 92.1 males. The median income for a household in the borough was $41,942, the median income for a family was $51,194. Males had a median income of $33,697 versus $26,988 for females; the per capita income for the borough was $20,562. About 3.7% of families and 5.9% of the population were below the poverty line, including 7.0% of those under age 18 and 6.7% of those age 65 or over.
Quakertown has a council-manager system of government. The borough has a seven-member Borough Council elected at-large to four-year terms; the council appoints a Borough Manager. As of 2017, the members of Borough Council are President L. James Roberts Jr. Vice President Donald E. Rosenberger, Jon Roth, Michael Johnson, Douglas Propst, Lisa J. Gaier, Esq. and Jann Paulovitz. State Representative Craig Staats, Pennsylvania House of Representatives, District 145 State Senator Bob Mensch, Pennsylvania Senate, District 24 US Representative Brian Fitzpatrick, Pennsylvania's 1st congressional district Police services in the borough is provided 24 hours a day, 7 days a week by the Quakertown Borough Police Department, which consists of a Chief, Detective Lieutenant, Administrative Sergeant, two Patrol Sergeants, two Detectives, twelve Patrol Officers, three support staff. Fire protection in Quakertown and surrounding areas is provided by the Quakertown Fire Department, a volunteer fire department which operates the Quakertown Fire Company #1-Station 17 on West Broad Street and the West End Fire Company-Station 18 on Park Avenue.
Quakertown is directly served by four state highways. PA 309 passes through the western part of Quakertown as West End Boulevard and runs north to Allentown and south to Montgomeryville and Philadelphia. PA 313 begins at PA 309 in Quakertown and passes through the t