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
Germantown is an area in Northwest Philadelphia. Founded by German Quaker and Mennonite families in 1683 as an independent borough, it was absorbed into Philadelphia in 1854; the area, about six miles northwest from the city center, now consists of two neighborhoods:'Germantown' and'East Germantown'. Germantown has played a significant role in American history. Today the area remains rich in historic sites and buildings from the colonial era, some of which are open to the public. Germantown stretches for about two miles along Germantown Avenue northwest from Windrim and Roberts Avenues. Germantown has been bounded on the southwest by Wissahickon Avenue, on the southeast by Roberts Avenue, on the east by Wister Street and Stenton Avenue, but its northwest border has expanded and contracted over the years; when first incorporated as a borough in 1689, Germantown was separated from the rural Germantown Township by Washington Lane. Today, the western part of the former borough is the neighborhood known as'Germantown' and the eastern part is the neighborhood of'East Germantown'.
While the boundary between the two neighborhoods is not well-defined and has varied over time, these days'Germantown' refers to the part of the former borough that lies west of Germantown Avenue, up through West Johnson Street, and'East Germantown' to the part that lies east of Germantown Avenue, up through East Upsal Street. The neighborhood of Mount Airy lies to the northwest and West Oak Lane to the northeast, Logan to the east, Nicetown–Tioga to the south, East Falls to the southwest; the majority of Germantown is covered by the 19144 zip code, but the area north of Chew Avenue falls in the 19138 zip code. Germantown was founded on October 6, 1683, by German settlers: thirteen Quaker and Mennonite families from Krefeld. Today the founding day of Germantown is remembered as German-American Day, a holiday in the United States, observed annually on October 6. On August 12, 1689, William Penn at London signed a charter constituting some of the inhabitants a corporation by the name of "the bailiff and commonalty of Germantown, in the county of Philadelphia, in the province of Pennsylvania."
Francis Daniel Pastorius was the first bailiff. Jacob Telner, Derick Isacks op den Graeff and his brother Abraham Isacks op den Graeff, Reynier Tyson, Tennis Coender were burgesses, besides six committeemen, they had authority to hold "the general court of the corporation of Germantowne", to make laws for the government of the settlement, to hold a court of record. This court went into operation in 1690, continued its services for sixteen years. Sometimes, to distinguish Germantown from the upper portion of German township, outside the borough, the township portion was called Upper Germantown. In 1688, five years after its founding, Germantown became the birthplace of the anti-slavery movement in America. Pastorius, Gerret Hendericks, Derick Updegraeff and Abraham Updengraef gathered at Thones Kunders's house and wrote a two-page condemnation of slavery and sent it to the governing bodies of their Quaker church, the Society of Friends; the petition was based upon the Bible's Golden Rule, "Do unto others as you would have them do unto you."
Though the Quaker establishment took no immediate action, the 1688 Germantown Quaker Petition Against Slavery was a clear and forceful argument against slavery and initiated the process of banning slavery in the Society of Friends and Pennsylvania. In 1723, Germantown became the site of the first Church of the Brethren congregation in the New World; when Philadelphia was occupied by the British during the American Revolutionary War, British units were housed in Germantown. In the Battle of Germantown, on October 4, 1777, the Continental Army attacked this garrison. During the battle, a party of citizens fired on the British troops, as they marched up the avenue, mortally wounded British Brigadier General Agnew; the Americans withdrew after firing on one another in the confusion of the battle, leading to the determination that the battle resulted in a defeat of the Americans. However, the battle is sometimes considered a victory by Americans; the American loss was 673 and the British loss was 575, but along with the Army's success under Brigadier General Horatio Gates at Saratoga on October 17 when John Burgoyne surrendered, the battle led to the official recognition of the Americans by France, which formed an alliance with the Americans afterward.
During his presidency, George Washington and his family lodged at the Deshler-Morris House in Germantown to escape the city and the yellow fever epidemic of 1793. The first bank of the United States was located here during his administration. Germantown proper, the adjacent German Township, were incorporated into the City of Philadelphia in 1854 by the Act of Consolidation. Italians began settling Germantown in 1880, comprised an active and vibrant part of the community; the significant changes that occurred in Philadelphia's demographics at the start of the 20th century caused major shifts in Germantown's ethnic makeup as well. When the first wave of the Great Migration brought more than 140,000 African Americans to the city from the South, long-established Philadelphians started to move to the outskirts
SEPTA subway–surface trolley lines
The SEPTA subway–surface trolley lines are a collection of five SEPTA trolley lines that operate on street-level tracks in West Philadelphia and Delaware County and underneath Market Street in Philadelphia's Center City. The lines, Routes 10, 11, 13, 34, 36, collectively operate on about 39.6 miles of route. SEPTA's Route 15, the Girard Avenue Line, is another streetcar line, designated green on route maps but is not part of the subway–surface system. Like Boston's Green Line and San Francisco's Muni Metro, the SEPTA trolley line is the descendant of a pre-World War II streetcar system. Where Boston and San Francisco's systems use longer, articulated LRT vehicles, Philadelphia uses rigid vehicles four inches longer than the PCC streetcar they somewhat replaced; the lines use Kawasaki K-Car LRVs delivered in 1981-82. The cars are similar to those on Routes 101 and 102, SEPTA's suburban trolley routes, which were delivered around the same time. However, the subway–surface cars are single-ended and use trolley poles, while the suburban lines operate in couplets.
Starting from their eastern terminus at 13th Street Station near City Hall, the trolleys loop around in a tunnel under City Hall before stopping at under Dilworth Park at 15th Street station and realign back under Market Street. All five routes stop at 19th Street, 22nd Street, 30th Street, 33rd Street, which are all underground stations. From 15th to 30th Streets, they run in the same tunnel as SEPTA's Market–Frankford Line, which runs express on the inner tracks while the trolleys utilize the outer ones. Passengers may transfer free of charge to the Market–Frankford Line at 13th, 15th, 30th Streets, as well as to the Broad Street Line at 15th Street. Connections to the Regional Rail are available via underground passageways connecting 13th and 15th Street stations to Suburban Station, one of the city's main commuter rail terminals. After traveling under the Schuylkill River, the trolley lines provide access to 30th Street Station, a passenger terminal located across the street from the trolley and rapid transit station.
Connection is available to Regional Rail, many Amtrak services, New Jersey Transit's Atlantic City Line. An underground passageway that connects these two stations is closed; the closure was due to passenger safety issues after a passenger attack in the 1990s. In 2016, the 30th Street Station District proposed overhauling both 30th Street Station's SEPTA and trolley stations including, by public demand, the reopening the tunnel that connects the two stations, thus ceasing the need for passengers to resurface, walk outside to cross the busy 30th Street, enter the other station; the timeline called for the tunnel overhaul to be part of Phase 1 and thus completed by 2020. All routes stop at 33rd Street, near Drexel University. After this stop, Route 10 diverts from the others and emerges from the tunnel at the 36th Street Portal just south of Market Street turns north onto 36th Street and northwest along Lancaster Avenue and other surface streets; the other four lines make underground stops at 36th and Sansom streets and 37th and Spruce streets on the campus of the University of Pennsylvania before surfacing at the 40th Street Portal near Baltimore Avenue, heading southwest on surface streets.
The Route 11 line, traveling along Main Street in Darby, crosses CSX Transportation at grade. This, along with the TECO streetcar is one of the few locations in the U. S. with an at-grade crossing between a trolley line and a major freight rail line. When tunnels are closed due to maintenance, an accident or some other obstruction, all five trolleys can be diverted onto auxiliary surface tracks west of the 40th Street Portal. Tracks for Route 10 proceed southbound along 40th Street. At Market Street, the line connects to the Market–Frankford Line at its 40th Street station; the surface tracks continue southbound to Spruce Street, where they splits either eastbound or westbound. Westbound tracks run to 42nd Street where they turn south to either Baltimore Avenue, Chester Avenue, or Woodland Avenue. Tracks for the other four routes run northbound along 42nd Street turning east onto Spruce Street and north onto 38th Street. From here, it travels to Filbert Street turning left and crossing the 40th Street tracks.
When Filbert Street terminates at 41st Street, the tracks turn right, head north until reaching Lancaster Avenue. Another set of diversionary trolley tracks begin near the 49th Street Regional Rail station, connecting Chester Avenue to Woodland Avenue by way of 49th Street; the subway–surface lines are remnants of the far more extensive streetcar system that developed in Philadelphia after the arrival of electric trolleys in 1892. Several dozen traction companies were consolidated in 1902 into the Philadelphia Rapid Transit Company; the PRT funneled the West Philadelphia lines into subway tunnels. After the PRT declared bankruptcy in 1939, it was reopened as the Philadelphia Transportation Company, absorbed into SEPTA in 1968. In October 2006, University of Pennsylvania's class of 1956 funded the construction of an innovative portal for one of the eastbound entrances of the 37th Street station: a replica of a Peter Witt trolley of the kind manufactured by J. G. Brill and Company from 1923–26.
Operated by the Philadelphia Transportation Company, these trolleys brought university students to the campus and to Center City until 1956. Routes 11, 34 and 37 ran through the Penn campus on Woodland Avenue and Locust Streets for nearly 65 years. In 1956, the trolley route was buried to enable the univer
SEPTA Route 53
SEPTA Route 53 is a former street car line and current bus route, operated by the Southeastern Pennsylvania Transportation Authority in Philadelphia, United States. The line runs between the West Mount Airy and Hunting Park neighborhoods along Wayne Avenue. SEPTA Route 53 starts at Carpenter's Woods in West Mount Airy, it follows Wayne Avenue east through a residential area, crossing over the Chestnut Hill West Line, shortly before passing Tulpehocken. The route continues to run closely to the rail line until Chelten Avenue, where the rail line dips to the south; the scenery becomes less residential. After crossing under the railroad bridge by that station, the line turns south on Clarissa Street, crosses under the Roosevelt Expressway, runs along the east side of SEPTA's Regional Rail Wayne Junction Yard before crossing West Hunting Park Avenue. At that point, the route continues on 18th Street, Pulaski Avenue, 17th Street before turning left onto Erie Avenue, which carries SEPTA Route 56, another former street car converted into a bus route.
Both routes connect to Erie Station on the Broad Street Subway Line, as well as Germantown Avenue, which carries SEPTA Route 23. While SEPTA Route 56 continues northeast to the Torresdale-Cottman Loop in Tacony, Route 53 takes a left turn on 10th Street, heads north towards the former Luzerne Depot, which became an all bus garage, is now a cardboard recycling plant. A 2016 route change has certain buses continuing to the Hunting Park station on the Broad Street Line, as before, while others continue east along Hunting Park Avenue to G Street. SEPTA Route 53 was established as the Wayne Avenue Line sometime before 1890, was expanded in 1904, 1929, 1930. Route 53 was the first streetcar line in Philadelphia to receive PCC cars. On Sundays Routes 53 and 75 streetcar lines were operated as one route between Mt. Airy and Bridesburg; this consolidated service ended when the Route 75 was converted to trackless trolley operation in 1948. Route 53 was "temporarily" converted to buses in June 1981 because of a bridge reconstruction project.
The conversion was made permanent May 16, 1985, when SEPTA track inspectors discovered misaligned rails on Wayne Avenue forcing buses to replace streetcars forever, it was extended north of the former Luzerne Depot to Hunting Park. Today, the northbound route passes Luzerne Street and makes a left turn at Lycoming Street, where it shortly encounters the southbound segment of the route on Old York Road onto which the northbound route makes a right turn, only to turn left at East Hunting Park Avenue, where it reaches Broad Street near the Hunting Park BSL station again; the line heads northeast along Roosevelt Boulevard turns on Bristol Street, only to head south on Old York Road again, until it reaches Luzerne Street, makes another left on its way to the intersection with 10th Street. As of 2008, all buses along this route are ADA-compliant, contain bicycle racks. While SEPTA plans to evaluate the possibility of restoring Route 56 line as light-rail service, no such proposal exists for SEPTA Route 53.
SEPTA Route 53 Former Route 53 Trolley 1974 SEPTA Trolley History Brochure
SEPTA Route 36
SEPTA's Subway-Surface Trolley Route 36 is a trolley line operated by the Southeastern Pennsylvania Transportation Authority that connects the 13th Street station in downtown Philadelphia, Pennsylvania, to the Eastwick Loop station in Eastwick section of Southwest Philadelphia, although limited service is available to the Elmwood Carhouse. It is the longest of the five lines that are part of the Subway-Surface Trolley system, was longer between 1956 and 1962 when the western terminus was at 94th and Eastwick Place. From 1962 through the 1970s it was at 88th Street and Eastwick Place, making the route 16.2 miles long. Today, it only goes as far as. Starting from its eastern end at the 13th Street, Route 36 runs in a tunnel under Market Street, it stops at underground stations at 15th Street, 19th Street, 22nd Street, 30th Street, 33rd Street. From 15th to 30th Streets, it runs on the outer tracks in the same tunnel as SEPTA's Market–Frankford Line. Passengers may transfer free of charge to the Market–Frankford Line at 13th, 15th, 30th Streets and to the Broad Street Line at 15th Street.
Connections to the SEPTA Regional Rail are available. Underground passageways connect the 13th and 15th Street Stations to Jefferson Station and Suburban Station. Route 36 surfaces at the 40th Street Portal near 40th Street and Baltimore Avenue, runs southwest along Woodland Avenue along with the Route 11 trolleys, turns down 49th Street where the Woodland Maintenance Facility is located and the Route 10 diversion line ends. After 49th Street crosses over the Wilmington/Newark Line, it takes a sharp right curve as the road becomes Grays Avenue. Route 36 runs along Grays south of the Wilmington/Newark Line until it makes a diagonal move southwest onto Lindbergh Boulevard. Shortly after leaving Grays the line intersects with 54th Street and crosses over a bridge for the Philadelphia Subdivision freight line, intersects with a road running along the line leading to Bartram's Botanical Garden, the oldest surviving botanical garden in North America. Just before Lindbergh Boulevard becomes a divided highway east of 56th Street, the line moves onto Elmwood Avenue.
From there it crosses over the Airport Line, continuing westward until it enters an industrial area and makes a left turn at a five way intersection that includes Elmwood Avenue, Island Road and Passyunk Avenue on the southeast corner. The northeast corner is the location of the Elmwood Depot on Island Road. Tracks runs northward along Island Road as far north as Woodland Avenue, which handles pull-ins/pull-outs for Routes 11 & 13. Island Road is a wide boulevard with the Route 36 tracks down the middle, until the road divides at Buist Avenue, where the tracks run down the median, a trolley stop exists. Another stop exists at Tanager Street. South of Tanager Street, the southbound Island Avenue lane crosses over the tracks, they now run between the main road and southbound frontage road; the next stop is South 76th Street, which intersects with the frontage road, but has a stop along both this and the main road. The Route 36 line crosses Lindbergh Boulevard again, where it has its own stop in the median on both sides of the tracks north of Lindbergh Boulevard.
The southwest corner includes the Penrose Plaza Shopping Center, which spans the west side of Island Road as far down as the terminus of the Route 36 line, the Eastwick Loop, accessible from a U-Turn beneath the Island Road bridge over the SEPTA Airport Line, is four blocks east of Eastwick Railroad Station. SEPTA plans to expand the regional rail station and merge it with the trolley station, transforming it into the Eastwick Transportation Center. Route 36 was established as the Elmwood Avenue Line in 1904 by the Philadelphia Rapid Transit Company. Original streetcar service operated between Island Road and Elmwood Avenue via Center City on Market Street to Front & Market Streets. Service rerouted into the Subway-Surface Tunnel and extended to the Westinghouse Plant in Essington on November 5, 1955 replacing Route 37 trolley service. OWL service transferred from Route 37 to Route 36 at the same time. At the western terminus, service was cut back to 94th Street & Eastwick Avenue on September 9, 1956.
Service was cut back again to 88th Street & Eastwick Avenue on August 15, 1962, Service was cut back a third time to 84th Street & Eastwick Avenue on January 5, 1966, but extended back to 88th Street & Eastwick Avenue on December 11, 1972. Service was cut back to 80th Street & Eastwick Avenue on April 26, 1975. In 1985, Island Avenue was converted into a new bridge over the SEPTA Airport Line near the station, the intersection of 80th Street and Eastwick Avenue was replaced by a frontage road loop on the north side of the tracks. All stations are in the City of Philadelphia. Official SEPTA Route 36 schedule and map
A tram is a rail vehicle which runs on tramway tracks along public urban streets. The lines or networks operated by tramcars are called tramways; the term electric street railways was used in the United States. In the United States, the term tram has sometimes been used for rubber-tyred trackless trains, which are unrelated to other kinds of trams. Tram vehicles are lighter and shorter than main line and rapid transit trains. Today, most trams use electrical power fed by a pantograph sliding on an overhead line. In some cases by a contact shoe on a third rail is used. If necessary, they may have dual power systems—electricity in city streets, diesel in more rural environments. Trams carry freight. Trams are now included in the wider term "light rail", which includes grade-separated systems; some trams, known as tram-trains, may have segments that run on mainline railway tracks, similar to interurban systems. The differences between these modes of rail transport are indistinct, a given system may combine multiple features.
One of the advantages over earlier forms of transit was the low rolling resistance of metal wheels on steel rails, allowing the trams to haul a greater load for a given effort. Problems included the fact that any given animal could only work so many hours on a given day, had to be housed, groomed and cared for day in and day out, produced prodigious amounts of manure, which the streetcar company was charged with disposing of. Electric trams replaced animal power in the late 19th and early 20th century. Improvements in other forms of road transport such as buses led to decline of trams in mid 20th century. Trams have seen resurgence in recent years; the English terms tram and tramway are derived from the Scots word tram, referring to a type of truck used in coal mines and the tracks on which they ran. The word tram derived from Middle Flemish trame; the identical word la trame with the meaning "crossbeam" is used in the French language. Etymologists believe that the word tram refers to the wooden beams the railway tracks were made of before the railroad pioneers switched to the much more wear-resistant tracks made of iron and steel.
The word Tram-car is attested from 1873. Although the terms tram and tramway have been adopted by many languages, they are not used universally in English; the term streetcar is first recorded in 1840, referred to horsecars. When electrification came, Americans began to speak of trolleycars or trolleys. A held belief holds the word to derive from the troller, a four-wheeled device, dragged along dual overhead wires by a cable that connected the troller to the top of the car and collected electrical power from the overhead wires. "Trolley" and variants refer to the verb troll, meaning "roll" and derived from Old French, cognate uses of the word were well established for handcarts and horse drayage, as well as for nautical uses. The alternative North American term'trolley' may speaking be considered incorrect, as the term can be applied to cable cars, or conduit cars that instead draw power from an underground supply. Conventional diesel tourist buses decorated to look like streetcars are sometimes called trolleys in the US.
Furthering confusion, the term tram has instead been applied to open-sided, low-speed segmented vehicles on rubber tires used to ferry tourists short distances, for example on the Universal Studios backlot tour and, in many countries, as tourist transport to major destinations. The term may apply to an aerial ropeway, e.g. the Roosevelt Island Tramway. Although the use of the term trolley for tram was not adopted in Europe, the term was associated with the trolleybus, a rubber-tyred vehicle running on hard pavement, which draws its power from pairs of overhead wires; these electric buses, which use twin trolley poles, are called trackless trolleys, or sometimes trolleys. The New South Wales, government has decided to use the term "light rail" for their trams; the history of trams, streetcars or trolley systems, began in early nineteenth century. It can be divided up into several discrete periods defined by the principal means of motive power used; the world's first passenger train or tram was the Swansea and Mumbles Railway, in Wales, UK.
The Mumbles Railway Act was passed by the British Parliament in 1804, horse-drawn service started in 1807. The service was restarted in 1860, again using horses, it was worked by steam from 1877, from 1929, by large electric tramcars, until closure in 1961. The Swansea and Mumbles Railway was something of a one-off however, no street tramway would appear in Britain until 1860 when one was built in Birkenhead by the American George Francis Train. Street railways developed in America before Europe due to the poor paving of the streets in American cities which made them unsuitable for horsebuses, which were common on the well-paved streets of European cities. Running the horsecars on rails allowed for a much smoother ride. There are records of a street railway running in Baltimore as early as 1828, however the first authenticated streetcar in America, was the New York and Harle
Ogontz/Belfield is a neighborhood in Upper Northern Philadelphia, located adjacent to West Oak Lane, East Germantown and Fern Rock, Philadelphia. According to Philadelphia Department of Records, Belfield is located in the "vicinity of Chelten and Olney Avenues, Wister Street and Ogontz Avenue. Named for the Belfield Mansion". Ogontz is "from Ogontz Avenue to Broad Street above Olney Avenue". Ogontz gets its name from Ogontz Avenue, a thoroughfare which runs diagonally through the uniform grid of streets in the city. Many of the commercial and residential properties on Ogontz Ave. began to decline in the early 1970s, but revitalization efforts have restored it to being an important destination for the surrounding community. Ogontz Avenue joins Pennsylvania Route 309, a limited access expressway, after it crosses into the suburbs; the Ogontz theatre, built in 1926- 1927, was located at 6033 Ogontz Avenue. The Central High School, Special Troops Armory, Suffolk Manor Apartments are listed on the National Register of Historic Places.
•Bounded by Broad Street •Bounded by Olney Avenue •Bounded by Stenton Avenue •Bounded by Wister Street Central High School, Philadelphia,Widener Memorial School, Philadelphia School for Girls are located just south of the neighborhood. Since La Salle University is located on both sides of Olney Avenue, it is in Ogontz/Belfield. Imhotep Charter High School, Joseph Pennell Elementary, Ogontz Academy, Prince Hall Elementary are all located within the neighborhood. Free Library of Philadelphia operates the David Cohen Ogontz Branch at 6017 Ogontz Avenue at Church Lane. Belfield Recreation Center, Belfield Park, Kemble Park are located in the neighborhood. Ogontz Avenue Revitalization Corporation