North Broad station
North Broad station, known as North Broad Street until 1992, is a SEPTA Regional Rail station in Philadelphia, Pennsylvania. It is located at 2601 North Broad Street in the Cecil B. Moore section of Lower North Philadelphia, serves the Lansdale/Doylestown Line and the Manayunk/Norristown Line; the station has low-level platforms on the outside tracks, with "mini-high" platforms for wheelchair and ADA accessibility. North Broad station is within a few blocks of the North Philadelphia SEPTA-Amtrak station, which serves Amtrak's Keystone Service and Northeast Regional and SEPTA's Trenton Line and Chestnut Hill West Line, the North Philadelphia subway station on SEPTA's Broad Street Line; the Pennsylvania Railroad built the Connecting Railway in 1867 to connect its main line to the Philadelphia and Trenton Railroad. By the early 1870s, New York Junction station was established where the Connecting Railway crossed over the Philadelphia and Reading Railroad mainline in North Philadelphia. By the early 1880s, the Reading established 16th Street station a block to the northwest.
In 1888, the Reading announced plans to add local stations on the line, including one next to the Baker Bowl, which had opened as the home of the Philadelphia Phillies in 1887. By 1891, the company offered service to Huntingdon Street station as well as 16th Street; the station had two side platforms serving the line's four tracks, with a small station building facing Broad Street and Huntingdon Street. 16th Street station was closed in the early 20th century. In 1928, facing competition from the impending completion of the Broad Street Line, the Reading decided to replace Huntingdon Street station with a larger station to rival the PRR's nearby North Philadelphia station. Groundbreaking for Broad Street station was held on July 31, 1928 and demolition of Huntingdon Street station began immediately; the classical revival station, designed by Horace Trumbauer, opened as North Broad Street in 1929. The station featured two island platforms which served all four tracks, connected by an underground walkway to the station and the Broad Street Line's North Philadelphia station.
Its grand design reflected pre-Great Depression optimism and plans for redevelopment of the surrounding neighborhood. However, the Great Depression took away passengers and prevented the planned development, the collapse of local industry after World War II further damaged the neighborhood. Ridership at the station dwindled as passengers opted for the more frequent subway; the station building was sold for use as a motel in the 1960s. In 1981, the station was damaged by fire. On April 5, 1992, SEPTA began their 18-month-long RailWorks project, which included two multi-month shutdowns of the Reading mainline from Wayne Junction to Market East for emergency bridge repairs; as part of the project, North Broad Street and Temple University stations were rebuilt. Within two weeks of the closure, demolition of the old platforms was under way; the rebuilt station has two side platforms serving only the outer tracks, which were chosen to straighten the curved tracks around the former island platforms and thus allow higher speeds through the station for express trains.
The pedestrian tunnel was filled. The station, renamed as North Broad, reopened at the end of Railworks on September 5, 1993. Before RailWorks, North Broad Street served 1,200 riders per day, many of whom were transferring to the Broad Street Line or changing for one of the few trains that stopped at Temple. With the addition of Regional Rail platforms at Fern Rock Transportation Center for RailWorks more service to Temple through the Center City tunnel after the conclusion of the project, reduced service due to only having two platform tracks rather than the previous four, the importance of North Broad declined after RailWorks. By 2001, under 300 riders used the station daily. In March 1996, the station building was added to the National Register of Historic Places; that September, Volunteers of America began a $8.3 million renovation to convert the structure into 108 housing units for people transitioning out of homeless shelters. The organization had used part of the first floor for adult rehabilitation and counseling programs, but the structure was so deteriorated that only 18% of the floor space was usable.
The first residents moved into Station House Apartments in August 1997. SEPTA - North Broad Station Broad Street entrance from Google Maps Street View
Fox Chase Line
The Fox Chase Line is a route of the SEPTA Regional Rail system. The Fox Chase Line branches from the SEPTA Main Line at Newtown Junction, north of the Wayne Junction station, it runs within the city of Philadelphia. Under the Reading Company service continued north to Newtown, but this ended in January 1983. Various proposals to resume this service have failed; the line within Montgomery County was converted into a rail trail in 2008 and 2014 ending any chance of resumed passenger service for the foreseeable future. The Fox Chase Line branches from the SEPTA Main Line at Newtown Junction, north of the Wayne Junction station, it runs within the city of Philadelphia. The line beyond Newtown Junction was opened February 2, 1878, to Newtown as the Philadelphia and New York Railroad; the line was built by the Pennsylvania Railroad to block the building of the parallel National Railway. After that failed, it was taken over by the North Pennsylvania Railroad on November 22, 1879. By the Philadelphia and Reading Railway the Reading Company, had leased the North Pennsylvania Railroad.
In 1976 the Reading was merged into Conrail, in 1983 SEPTA took over commuter rail operations. Between 1984 and 2010 the route was designated R8 Fox Chase as part of SEPTA's diametrical reorganization of its lines. Fox Chase trains operated through the city center to the Chestnut Hill West Line. Plans had called for the Fox Chase Line to be paired with a Bryn Mawr local and designated R4, but this depended on a never-built connection from the Chestnut Hill West Line to the ex-Reading near Wayne Junction; as of 2018, most Fox Chase Line trains continue through Center City to the Chestnut Hill West Line. SEPTA activated positive train control on the Fox Chase Line on May 23, 2016. Under the Reading Company Budd Rail Diesel Cars operated through from the Reading Terminal in downtown Philadelphia to Newtown; the Reading extended electrification to Fox Chase in 1966. SEPTA suspended these shuttles on July 1, 1981, as part of a systemwide discontinuation of non-electrified service; the shuttles returned on October 5 as the Fox Chase Rapid Transit Line.
The operation of the line was troubled: the RDCs were in poor mechanical condition, SEPTA's decision to use transit division employees from the Broad Street Subway caused labor issues, ridership was low. SEPTA suspended service again on January 18, 1983. Since 1983, there has been interest from Bucks County passengers in resuming service to Newtown. In anticipation of a possible resumption, SEPTA performed extensive track upgrades in 1984. Street crossings in Newtown and Southampton received brand new welded rail, which were secured using sturdy Pandrol clips vs. traditional rail spikes. Though not promoted, this work was done in order to comply with a federal grant. By March 1985, SEPTA gave into political pressure and made a concerted effort to integrate the non-electrified Fox Chase-Newtown line into the rest of its all-electrified commuter system. A $10 million plan to restore service to Newtown and Pottstown using British Rail-Leyland diesel railbuses was considered, with a test run reaching Newtown on September 3.
Though the trial runs were successful, ride quality was lackluster. Burdened with ongoing budgetary problems, SEPTA decided against the purchase of the railbuses. In March 1987, SEPTA received several bids from private operators interested in running diesel-hauled trains to Newtown; the operators suggested using non-union workers. In addition, funding for these operations was questionable, the SEPTA board rejected all offers. Beginning in 2009, portions on the line within Montgomery County have been converted into a rail trail. By 2015, the Pennypack Trail extended 5.4 miles along the former line between Rockledge and Byberry Road near Bryn Athyn. Future plans call for the Pennypack Trail to be extended north to County Line Road. Additional trackage was in Upper Southampton was dismantled in October 2018, though several townships along the line are still hoping for resumption of rail service to alleviate traffic congestion on local roads and highways. Fox Chase trains make. Stations indicated in gray background are closed.
Although SEPTA suspended service to all stations north of Fox Chase in 1983 and has since converted most of the northern portion of the line to a rail trail, it continues to list those stations in its public tariff. Yearly ridership on the Fox Chase Line between FY 2008–FY 2014 has remained steady around 1.4 million: Schwieterman, Joseph P.. When the Railroad Leaves Town: American Communities in the Age of Rail Line Abandonment, Eastern United States. Kirksville, Missouri: Truman State University Press. ISBN 978-0-943549-97-2. Vuchic, Vukan. General Operations Plan for the SEPTA Regional High Speed System. Philadelphia: SEPTA. Williams, Gerry. Trains, Trolleys & Transit: A Guide to Philadelphia Area Rail Transit. Piscataway, NJ: Railpace Company. ISBN 978-0-9621541-7-1. OCLC 43543368. Woodland, Dale W.. Reading in the Conrail Era. 2. Telford, PA: Silver Brook Junction. ISBN 978-0-9640425-9-9. Woodland, Dale W.. "SEPTA's Diesels". Railpace Newsmagazine. "SEPTA – Fox Chase Line schedule". Reading Company Routes and Mileages Newtown Branch restoration website
Fern Rock Transportation Center
The Fern Rock Transportation Center is a SEPTA rail and bus station located at 10th Street and Nedro Avenue in the Fern Rock neighborhood of Philadelphia, Pennsylvania. Fern Rock serves as the northern terminus and yard for SEPTA's Broad Street Line, as well as a stop for the Lansdale/Doylestown and West Trenton SEPTA Regional Rail Lines. Four bus routes serve the station. Fern Rock Transportation Center serves as the western terminus for the 70 bus routes. Fern Rock is the northernmost terminus for the 4 and 57 bus routes. Fern Rock Transportation Center opened in 1956, when the Broad Street Line was extended north from the original northern terminus at Olney Terminal by the Philadelphia Transportation Company and the City of Philadelphia. Fern Rock Transportation Center hosts the yard and maintenance facilities for the Broad Street Line, is the only above ground station on this line. All local and express trains on the Broad Street Line terminate at Fern Rock. All the Special Sport Express trains that run to the Sports Complex at NRG station originate at Fern Rock.
Broad-Ridge Spur trains serve Fern Rock only during non-peak hours and on Saturdays. Fern Rock Transportation Center serves the Warminster Line, West Trenton Line, the Lansdale/Doylestown Line. In FY 2015, there was a weekday average of 792 alightings; the current SEPTA Regional Rail station at Fern Rock Transportation Center, located along the SEPTA Main Line, was built in March 1992 to accommodate Regional Rail commuters displaced during SEPTA's 1992/1993 Railworks reconstruction project. The new station replaced former Reading Railroad stations Fern Rock and Tabor located north and south of the new station, it has high-level platforms and is handicap-accessible, being directly connected to the subway station by a ramp from the subway platform. While passengers can transfer between the Broad Street Line and the Regional Rail Lines at Fern Rock, such a transfer requires payment of a separate fare of the subway and regional rail, unless the rider possesses a SEPTA Trailpass, which can be used for travel on both subway and regional rail.
A non-revenue track connection exists here between the SEPTA Regional Rail Lines and SEPTA's Broad Street Line. SEPTA – Fern Rock Transportation Center Regional Rail Broad Street Line Nedro Avenue entrance from Google Maps Street View
Baltimore and Ohio Railroad
The Baltimore and Ohio Railroad was the first common carrier railroad and the oldest railroad in the United States, with its first section opening in 1830. It came into being because the city of Baltimore wanted to compete with the newly constructed Erie Canal and another canal being proposed by Pennsylvania, which would have connected Philadelphia and Pittsburgh. At first this railroad was located in the state of Maryland, with an original line built from the port of Baltimore west to Sandy Hook. At this point to continue westward, it had to cross into Virginia over the Potomac River, adjacent to the confluence of the Potomac and Shenandoah rivers. From there it passed through Virginia from Harpers Ferry to a point just west of the junction of Patterson Creek and the North Branch Potomac River, where it crossed back into Maryland to reach Cumberland. From there it was extended to the Ohio River at Wheeling and a few years also to Parkersburg, West Virginia, it continued to construct lines into Ohio, including a junction at Portsmouth.
In years, B&O advertising carried the motto: "Linking 13 Great States with the Nation." As part of a series of mergers, the B&O is now part of the CSX Transportation network. The B&O included the Leiper Railroad, the first permanent horse-drawn railroad in the U. S. At the end of 1970, the B&O operated 5,552 miles of road and 10,449 miles of track, not including the Staten Island Rapid Transit or the Reading and its subsidiaries, it includes the oldest operational railroad bridge in the United States. When CSX established the B&O Railroad Museum as a separate entity from the corporation, it donated some of the former B&O Mount Clare Shops in Baltimore, including the Mt. Clare roundhouse, to the museum, while selling the rest of the property; the B&O Warehouse at the Camden Yards rail junction in Baltimore now dominates the view over the right-field wall at the Baltimore Orioles' current home, Oriole Park at Camden Yards. Part of the B&O Railroad's immortality has come from being one of the four featured railroads on the U.
S. version of the board game Monopoly. It is the only railroad on the board that did not directly serve New Jersey; the fast-growing port city of Baltimore, Maryland faced economic stagnation unless it opened routes to the western states, as New York had done with the Erie Canal in 1820. On February 27, 1827, twenty-five merchants and bankers studied the best means of restoring "that portion of the Western trade, diverted from it by the introduction of steam navigation." Their answer was to build a railroad—one of the first commercial lines in the world. Their plans worked well, despite many political problems from canal backers and those associated with other railroads; the railroad grew from a capital base of $3 million in 1827 to a large enterprise generating $2.7 million of annual profit on its 380 miles of track in 1854, with 19 million passenger miles. The railroad fed tens of millions of dollars of shipments to and from Baltimore and its growing hinterland to the west, thus making the city the commercial and financial capital of the region south of Philadelphia.
Two men — Philip E. Thomas and George Brown — were the pioneers of the railroad, they spent the year 1826 investigating railway enterprises in England, which were at that time being tested in a comprehensive fashion as commercial ventures. Their investigation completed, they held an organizational meeting on February 12, 1827, including about twenty-five citizens, most of whom were Baltimore merchants or bankers. Chapter 123 of the 1826 Session Laws of Maryland, passed February 28, 1827, the Commonwealth of Virginia on March 8, 1827, chartered the Baltimore and Ohio Rail Road Company, with the task of building a railroad from the port of Baltimore west to a suitable point on the Ohio River; the railroad, formally incorporated April 24, was intended to provide a faster route for Midwestern goods to reach the East Coast than the hugely successful but slow Erie Canal across upstate New York. Thomas was elected as Brown the treasurer; the capital of the proposed company was fixed at five million dollars, but the B&O was capitalized in 1827 with a three million dollar issue of stock.
Every citizen of Baltimore owned a share, as the offering was oversubscribed. Construction began on July 4, 1828, when Charles Carroll of Carrollton performed the groundbreaking by laying the cornerstone; the initial tracks were built with granite stringers topped by strap iron rails. The first section, from Baltimore west to Ellicott's Mills, opened on May 24, 1830. A horse pulled the first cars 26 miles and back, since the B&O did not decide to use steam power for several years. Railroad men in South Carolina had earlier commissioned a steam locomotive from a New York foundry, while the B&O was still experimenting with horse power and sails; the B&O's first locomotive, the "Tom Thumb", was made in America and would pull passenger and freight cars at 18 miles per hour. Developers decided to follow the Patapsco River to a point near Parr's Ridge, where the railroad would cross a height of land and descend into the valley of the Monocacy and Potomac rivers. Further extensions opened to Frederick on December 1, 1831.
The connection to the Winchester and Potomac Railroad at Harpers Ferry opened in 1837 the line to Martinsburg in May 1842.
Fishers station is an abandoned railroad station in Philadelphia, Pennsylvania. It is located adjacent to Logan Street. Built by the Reading Railroad, it served SEPTA Regional Rail's R7 Chestnut Hill East Line; the station was closed in 1992 for the RailWorks project and not reopened due to low ridership. The station's shelters still stand, though the stairs to access them from street level and the underpass from one platform to another have been fenced off
Baltimore & Ohio Railroad station, Philadelphia
Philadelphia's Baltimore & Ohio Railroad station – known as the B & O station or Chestnut Street station – was the main passenger station for the Baltimore & Ohio Railroad in Philadelphia, Pennsylvania. Designed by architect Frank Furness in 1886, it stood at 24th Street and the Chestnut Street Bridge from 1888 to 1963; the B&O Railroad completed the Philadelphia Subdivision in 1886, its own line between Baltimore and Philadelphia that did not rely on Pennsylvania Railroad routes. Relying on Reading Railroad routes between Philadelphia and Jersey City, New Jersey, the B&O could provide direct service to the New York City area. Mr. Frank Furness, the architect, says that the new Baltimore and Ohio depot, to be erected at Twenty-fourth and Chestnut streets will be as fine as the Broad Street depot; the outward appearance of the building will be striking. The architecture is Flemish; the lower wall will principally be of iron, carried on iron columns and boxes, the upper walls will be of brick, red-stone and terra cotta.
The string courses and brackets will be of terra cotta, the roof will be covered with red tile. The appearance of the building in profile will be most picturesque; the Philadelphia station was built on stilts, with its main entrance from the Chestnut Street Bridge, 30 feet above grade level. The B&O tracks ran under the bridge. Furness mixed Flemish Revival detailing with an industrial aesthetic of brick and glass. Through the station's innovative plan, he separated the flow of passengers waiting to board the trains from those arriving. Directly south of the passenger station stretched a brick freight building; the station building was expanded in 1912, its interior was remodeled in 1943. The Chestnut Street entrance porch was replaced in the 1940s. Furness's architectural drawings are at the Historical Society of Pennsylvania; the B&O Station building was home to the Philadelphia Model Railroad Club, which split into two separate clubs when the building was torn down. The first reopened as the Cherry Valley Model Railroad Club in Merchantville, New Jersey in 1962, the second as the East Penn Traction Club several years later.
Some of the models and buildings from the PMRC were salvaged, live on today on the CVMRR layout. The Philadelphia B & O station saw its last scheduled passenger train on April 28, 1958, when the Baltimore & Ohio Railroad ended all passenger service north of Baltimore; the station suffered a fire in 1963, was demolished. More Photos Measured drawings and 1959 photos from HABS image gallery of the station Baltimore and Ohio Rail Road Station From Walnut Street Wharf Schuylkill River, June 29, 1889 by D. J. Kennedy, Historical Society of Pennsylvania
Grand Central Station (Chicago)
Grand Central Station was a passenger railroad terminal in downtown Chicago, from 1890 to 1969. It was located at 201 West Harrison Street on a block bounded by Harrison and Polk Streets and the Chicago River in the southwestern portion of the Chicago Loop. Grand Central Station was designed by architect Solon Spencer Beman for the Wisconsin Central Railroad, was completed by the Chicago and Northern Pacific Railroad; the Baltimore and Ohio Railroad purchased the station in 1910 and used it as the Chicago terminus for its passenger rail service, including its Capitol Limited service to Washington, D. C. Major tenant railroads included the Soo Line Railroad, successor to the Wisconsin Central, the Chicago Great Western Railway, the Pere Marquette Railway; the station opened December 8, 1890, closed November 8, 1969, was demolished in 1971. In October 1889, a subsidiary of the Wisconsin Central Railroad began constructing a new passenger terminal at the southwest corner of Harrison and Wells Streets in Chicago, to replace a nearby temporary facility.
The location of this new depot, along the south branch of the Chicago River, was selected to take advantage of the bustling passenger and freight market traveling on nearby Lake Michigan. Architect Solon S. Beman, who had gained notoriety as the designer of the Pullman company neighborhood, designed the station in the Norman Castellated and chose brick and granite for construction; the structure measured 228 ft along 482 ft along Wells. Imposing arches, crenellations, a spacious arched carriage-court facing Harrison Street, a multitude of towers dominated the walls, its most famous feature, was an impressive 247 ft tower at the northeast corner of the structure. Beman, an early advocate of the Floating raft system to solve Chicago's unique swampy soil problems, designed the tower to sit within a floating foundation supported by 55 ft deep piles. Early on, an 11,000 lb bell in the tower rang on the hour. At some point, the bell was removed, but the tower (and its huge clock, 13 ft in diameter—at one time among the largest in the United States, remained.
The interior of the Grand Central Station was decorated as extravagantly as the exterior. The waiting room, for example, had marble floors, Corinthian-style columns, stained-glass windows and a marble fireplace, a restaurant; the station had a 100-room hotel, but accommodations ended late in 1901. Not as famous as the clocktower but architecturally unique was Grand Central Station's self-supporting glass and steel train shed, 555 ft × 156 ft × 79 ft, among the largest in the world at the time it was constructed; the trainshed, considered an architectural gem and a marvel of engineering long after it was built, housed six tracks and had platforms long enough to accommodate fifteen-car passenger trains. The final construction cost totaled over one million dollars; the Chicago and Northern Pacific Railroad, a subsidiary of the Northern Pacific Railway, formally opened Grand Central Station December 8, 1890. Seeking access to the Chicago railway market, the Northern Pacific had purchased Grand Central and the trackage leading to it from the Wisconsin Central with the intention of making the station its eastern terminus.
When it opened, Grand Central hosted trains from the WC, the Minnesota and Northwestern Railroad, which made a connection at Forest Park. By December 1891, the tenants included the Baltimore and Ohio Railroad, in 1903, the Pere Marquette Railway started using the station. Weakened by the prolonged economic downturn of the Panic of 1893, the Northern Pacific went bankrupt in October 1893, was forced to end its ownership of the Chicago and Northern Pacific, including Grand Central Station. Tenant railroad Baltimore and Ohio purchased the station at foreclosure in 1910 along with all the terminal trackage to form the Baltimore and Ohio Chicago Terminal Railroad; the smallest of Chicago's passenger rail terminals, Grand Central Station was a quiet place during its heyday. Grand Central never became a prominent destination for large numbers of cross-country travelers, nor for the daily waves of commuters from the suburbs, that other Chicago terminals were. In 1912, for example, Grand Central served 3,175 passengers per day—representing only 4.5 percent of the total number for the city of Chicago—and serviced an average of 38 trains per day.
This number paled in comparison to the 146 trains served by Dearborn Station, the 191 by LaSalle Street Station, the 281 at Union Station, the 310 by the Chicago and North Western Terminal and the 373 trains per day at Central Station. The station did host some of Baltimore and Ohio's most famous passenger trains, including the Capitol Limited to Washington, D. C. However, the circuitous trackage leading to the station from the east forced these trains miles out of their way through the industrial southwest and west side of the city. Other tenants such as the Soo Line Railroad, the M&NW, the Pere Marquette Railway, were nowhere near the scale of B&O's operations in the intercity passenger rail market. Grand Central Station served as a terminal for the following lines and intercity trains: Baltimore and Ohio Railroad: Capitol Limited and Shenandoah to New York City and the Chicago - Washington Express to Washington, D. C. along with other trains to Cumberland, Mary