Philadelphia 30th Street Station
| Philadelphia 30th Street Station | |
|---|---|
 Entrance building seen from the southeast
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| Data | |
| Design | Tower station |
| Platform tracks |
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| abbreviation | PHL |
| opening | 1930 (upper level) 1933 (lower level) |
| Website URL | www.amtrak.com |
| Architectural data | |
| Architectural style | Neoclassicism , Art Deco |
| architect | Graham, Anderson, Probst & White |
| location | |
| City / municipality | Philadelphia |
| State | Pennsylvania |
| Country | United States |
| Coordinates | 39 ° 57 '21 " N , 75 ° 10' 57" W |
| Railway lines | |
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| List of train stations in the United States | |
Philadelphia 30th Street Station ( German 30th Street Station ) is the central train station of Philadelphia in the US state of Pennsylvania . The passenger and operating station in the west of the city belongs to the northeast corridor and is one of the most important network nodes in local and long-distance passenger traffic on the east coast of the USA. Its neoclassical- style reception building is considered to be one of the last prestigious private railroad station buildings in the United States.
The station opened in two stages in 1929 and 1933 and was the central hub of the Pennsylvania Railroad (PRR) in the region for several decades . Since the closure of the inner-city central stations of their former competitors such as the Baltimore and Ohio Railroad Passenger Station , 30th Street has acted as the sole hub for long-distance rail traffic in Philadelphia. Currently (2009) the Amtrak , the Southeastern Pennsylvania Transportation Authority (SEPTA) and the New Jersey Transit serve the station by rail. The owner is the Amtrak.
Naming
Several different names are in use for the station. This is due on the one hand to the large number of previous train stations at that location, and on the other to several changes of ownership over the decades. In addition, the companies operating at the station use different names.
The Amtrak station is called Philadelphia or Philadelphia - 30th Street Station ; the station signs say Philadelphia . New Jersey Transit also uses this name. The SEPTA calls it - like the local population - 30th Street Station , as can be read on the signs on the associated platforms.
In a historical context, the station is still known by the following names:
- West Philadelphia Station
- Pennsylvania Railroad Station
- Pennsylvania Station 30th Street
- Penn Central Station
- Penn Central 30th Street Station
Location and transport links
The 30th Street Station is about 1.5 kilometers west of the city center ( City Hall ) on the west bank of the Schuylkill between the Schuylkill Expressway and 32nd Street. The railway systems extend between Spring Garden Street in the north and Chestnut Street in the south over a length of about 1.2 kilometers in a north-south direction and about 600 meters in width. The station building with the passenger platforms is located in the southeast corner of the area immediately north of Market Street. It has two platform levels that intersect at right angles.
The tracks on the lower level run in a north-south direction. They are located in the area of the reception building below street level and lead under said building. The upper level runs directly north of the reception building in a west-east direction and is above street level, so that a total of three traffic levels are created. The southern track field of the lower level is mostly enclosed and built over. The track systems are almost completely electrified by means of overhead lines.
rail
The lower level is part of the Northeast Corridor . Its tracks run north to New York City and south to Washington, D.C. via the northern exit you can also get to the Philadelphia to Harrisburg Main Line to Harrisburg and to Delair Bridge , which at the northern edge of the city across the Delaware over to Camden leads . In addition, there are still some branch lines to be reached in both directions.
The eastern exit of the upper level leads directly to a bridge over the Schuylkill and further towards the Center City Commuter Connection , the underground trunk line of the SEPTA regional trains through the city center. On the other side, the exit forks immediately west of the reception building into two semi-direct connecting curves . These lead down in opposite directions to the Northeast Corridor. The southern ramp runs in a tunnel below 32nd Street.
At 31st Street, West Philadelphia Elevated spans the tracks in a south-north direction. The railway viaduct, 8,140 feet (2,481 meters) long and an estimated ten meters high, runs from the north to the south exit of the station. It connects some “merging” freight railways with one another, but has had no track connections to the Northeast Corridor for several years.
Street
The station is located at the intersection of two major inner-city traffic routes, the Schuylkill Expressway aka Interstate 76 with Market Street, which forms Pennsylvania State Route 3 here. The motorway runs on the lower level in a north-south direction and east parallel to the tracks along the Schuylkill. It is enclosed with a gallery in the area of the reception building and overbuilt with a quayside road. At the ends of the enclosure there are exits in the form of parallel ramps that lead up from the motorway to street level.
Market Street runs south of the reception building in an east-west direction and crosses the Schuylkill on a bridge. There is a third bridge between this bridge and the railway bridge on the upper platform level on the north side. It belongs to John F. Kennedy Boulevard and is aligned with the axis of symmetry of the reception building.
The reception building is framed by Arch Street to the north, 30th Street to the west, Market Street to the south and the quayside above the freeway, Schuylkill Avenue. The streets around the building, with the exception of Market Street, are designed as one-way streets , creating a counter-clockwise roundabout.
There is a large Amtrak car park north of the reception building . In addition, a parking garage with service exist ( valet parking ) in the reception building itself as well as a number of additional parking at the buildings along that way streets. The taxi rank is on the east side.
Urban transport
train
The station is connected to the inner-city rapid transit network via the 30th Street station of the Market – Frankford Line and the Subway – Surface Lines . The station is located southwest of the reception building below Market Street. It has four platform tracks in a west-east direction, the inner two being used by the Market – Frankford Line and the outer by the Subway – Surface Lines. The subway trains stop at a long elevated platform in the middle, the subway surface lines at two shorter, external, low side platforms. The main entrance is in a long, low-rise Market on the corner of 30th Street. A connecting tunnel from the distribution level to the counter hall in the reception building was closed for security reasons. Seen from the city center, the underground station offers the last of a total of three transfer options between the Market – Frankford Line and the Subway – Surface Lines.
bus
In addition to the subway, several inner-city bus routes and two regional bus routes to Chesterbrook , King of Prussia and Valley Forge operate at 30th Street Station . In the area of the train station, the line routes follow the surrounding one-way streets and accordingly run counter-clockwise around the building. The stops are on the west and east sides, on the sidewalks opposite the reception building.
architecture
Reception building
The reception building is a monumental building in the style of neoclassicism using Art Deco elements. It was designed by Graham, Anderson, Probst & White and built between 1929 and 1933. It has a cruciform floor plan, with the longitudinal structure running in a north-south direction and measuring 637 feet (194.2 meters). This is interrupted by a centrally arranged transverse structure that towers over it in width and height. This in turn measures 327 feet (99.7 meters) and has Corinthian columned porches at both ends , each with six columns and two corner pillars, which together mark the two main entrances. The facade is completely clad with Alabama limestone , the windows all around are arranged in vertical niches. The edge of the roof is modeled on the entablature of ancient temples.
Both longitudinal and transverse structures have flat roofs. The longitudinal building has a total of five floors, with only the ground floor being continuous. Above this are four U-shaped office floors on both sides, each framing a large atrium that is invisible from the outside towards the transverse building. The roof of the transverse structure is pulled through and was originally intended as a runway for small aircraft.
The transverse building houses the waiting room and thus only one large room. This measures 290 by 135 feet (88.4 by 41.1 meters). The walls are 95 feet (29 meters) high and clad in marble and travertine . A coffered ceiling is attached above . Because of the light wells, the room has almost floor-to-ceiling windows on all four sides. The entrance doors on the front sides are framed by six floor-to-ceiling pillars that are flush with the outside ones. Above the doors there are catwalks at the level of the first floor , which connect the two parts of the longitudinal building. Five tall, slender bronze candlesticks hang down in two rows from the ceiling.
At the east end of the waiting room stands the sculpture "Angel of the Resurrection" (German: "Angel of Resurrection" ) by Walker Hancock in memory of the fallen soldiers of the Pennsylvania Railroad from World War II . In an adjoining room, the terracotta shows relief "Spirit of Transportation" (German about: "The Spirit of transport" ) by Karl Bitter motifs from the history of development of transport.
The two wings of the longitudinal building are used commercially. The ground floor is directly accessible from the waiting room on both sides and houses retail shops and restaurants in the southern part. In the northern part there is a separate waiting room, toilets, a station of the railway police (Amtrak Police) and the parking garage with service. The upper four floors house Amtrak offices.
The entire building rests on an 80-foot (24.4-meter) deep caisson foundation , which is equipped with vibration absorbers to protect against vibrations .
Platform levels
Most of the lower platform level is below the longitudinal structure. It has five central platforms with ten tracks and an additional overtaking track on the west side. The platforms are each nearly 24 feet (7.3 meters) wide and 1,500 feet (457.2 meters) long and can be reached directly from the waiting room via festival and escalators. The tracks are numbered in ascending order from east to west. The platform area extends over the longitudinal structure at both ends, but is completely enclosed. Above the lower platform level there is a parking deck in the north and Market Street in the south.
The upper platform level connects to the northern end of the longitudinal structure and has three central platforms with six tracks. The first floor of the reception building is extended so far to the north on the longitudinal axis that the northern outer wall of the building ends with the rearmost track. The platforms and tracks are completely enclosed in the area of the longitudinal structure, so that the trains practically pass through the building on the first floor. The stairs from the platforms lead into a side passage of the waiting room; the tracks are numbered from the building side in the order 1,2,5,6,3,4.
The hall roof extends to the west about 100 meters over the building. The platforms originally extended a good 50 more meters to both ends beyond the roof. Because the SEPTA regional trains all have space in the area of the roofing, barriers were installed on the front sides and the platforms on the other side partially dismantled.
Urban environment
The 30th Street Station is on Market Street and thus on the street that forms the main axis of the city center to the west. The area around the train station immediately west of the Schuylkill forms a bridgehead for the Central Business District . Accordingly, the development in the area is comparatively dense relative to the distance from the city center and is characterized by mostly lower office buildings. Many of these belong to Drexel University , whose campus extends west of the station on either side of Market Street.
North of the reception building, above the parking deck, the Cira Center was built in 2004–05 . The 29-story and 133-meter-high building is the first high-rise office building in Philadelphia west of the Schuylkill. It is connected to the reception building via a skyway .
Directly opposite the reception building on Market Street is the former mail distribution center of the United States Postal Service . It stands above the southern track field and was built in a similar style to the station building until 1930. It is to be used as an office building from 2010.
A block further south, also above the tracks, the Cira Center South will be built by 2012 . The two 25- and 42-story skyscrapers will house offices, apartments, a hotel and a large parking garage. The architecture of the 765 million US dollar complex is to be based heavily on the existing Cira Center.
Amtrak premises stretch between the northern connecting curve and the tracks of the north-east corridor. There are storage areas and various low structures. The most striking building here is the former Pennsylvania Railroad power station with its octagonal chimney.
business
The station is served by Amtrak long-distance transport and is the only Amtrak stop in the city, other than North Philadelphia Station . It is also a stopover for the Acela Express Boston – Washington. In addition, the Atlantic City Line of New Jersey Transit to Atlantic City in New Jersey has its starting point here. Furthermore, the 30th Street Station forms the western end point of the inner-city trunk line of the SEPTA regional railways, which connects Philadelphia with its surrounding area in local rail passenger transport.
Lower level - Amtrak and New Jersey Transit
The Amtrak long-distance trains and the Atlantic City Line trains operate on the lower level of the station. Amtrak offers the following long distance routes through Philadelphia:
| Surname | route | |
|---|---|---|
| Acela Express | Boston - Washington, DC | |
| Cardinal / Hoosier State | Chicago - New York City | |
| Carolinian / Piedmont | New York City– Charlotte (North Carolina) | |
| Crescent | New York City– New Orleans | |
| Keystone service | New York City– Harrisburg | |
| Pennsylvanian | New York City– Pittsburgh | |
| Northeast Regional | Boston - Newport News | |
| Silver Service / Palmetto | New York City– Tampa / Miami | |
| Vermonter | St. Albans, VT -Washington D. C. | |
The Atlantic City Line of New Jersey Transit runs north from the lower level on the Northeast Corridor and then over the Delair Bridge to New Jersey. It has existed in this form since 1989 and offers 14 pairs of trains a day. Although the Atlantic City Line is basically a suburban railway, there is no tariff community with the SEPTA.
| Surname | route | |
|---|---|---|
| Atlantic City Line | Philadelphia - Atlantic City | |
Upper level - SEPTA
The upper level is served exclusively by the seven regional train lines of SEPTA. The trains run from the lines of the former Pennsylvania Railroad (PRR) via the two connecting curves from the west into the station and then further east via the Center City Commuter Connection through the city center. On the other side of the inner city tunnel, those railway lines connect that once belonged to the route network of the PRR competitor Reading .
| Surname | route | |
|---|---|---|
| Airport Line | Philadelphia International Airport - 30th Street Station - Temple University | |
| Chestnut Hill East Line | 30th Street Station - Chestnut Hill | |
| Chestnut Hill West Line | Chestnut Hill West - 30th Street Station - Temple University | |
| Cynwyd Line | Bala Cynwyd - 30th Street Station - Suburban Station | |
| Fox Chase Line | 30th Street Station - Fox Chase | |
| Lansdale / Doylestown Line | 30th Street Station - Lansdale - Doylestown | |
| Manayunk / Norristown Line | 30th Street Station - Manayunk - Norristown | |
| Media / Elwyn Line | Elwyn - Media - 30th Street Station - Temple University | |
| Paoli / Thorndale Line | Thorndale - Paoli - 30th Street Station - Temple University | |
| Trenton Line | Trenton - 30th Street Station - Temple University | |
| Warminster Line | University City - 30th Street Station - Warminster | |
| West Trenton Line | University City - 30th Street Station - West Trenton | |
| Wilmington / Newark Line | Newark - Wilmington - 30th Street Station - Temple University | |
Passenger numbers
There is no standardized information on the number of passengers. While the station operators report 20,000 travelers per day, Amtrak counted just under four million travelers in the 2007/08 financial year and SEPTA 2007 around 9,300 newcomers daily. On the other hand, no data is available from the Atlantic City Line and inner-city transport.
According to Amtrak, 30th Street Station is the third busiest long-distance train station in the United States after Grand Central Terminal in New York and Union Station in Washington DC. In terms of SEPTA's local traffic, it is also in third place behind the two inner city train stations Suburban Station with around 23,300 and Jefferson Station with around 12,700 passengers a day.
Emergence
Today's 30th Street Station is not the first station to be built on this site. As early as the middle of the 19th century, the stations of several railroad companies were built at the strategically favorable location on Market Street Bridge, which were gradually bought and consolidated by the Pennsylvania Railroad. The resulting railway junction was expanded several times. This last happened around 1930, when today's train station was built.
The first railway lines
The first train station named 30th Street Station was built in 1850 as a through station in connection with the re-routing of the Pennsylvania and Columbia Railroad from Philadelphia via Ardmore to Harrisburg, today's Philadelphia to Harrisburg Main Line . The railway line led from the 11th & Market Street station in the city center to the west, then on the Market Street Bridge over the Schuylkill and from there on the current route initially to the northwest. The station was located northwest of the corner of 30th and Market Streets and opened on October 14, 1850. In 1857 the Columbia Railroad and thus the station were taken over by the Pennsylvania Railroad (PRR) and integrated into the Harrisburg Main Line.
By 1864, the route along Market Street was abandoned and the station on 30th Street was enlarged and expanded to become the new terminus. Opposite, on the south side of the road, the east terminus of the West Chester and Philadelphia Railroad had existed since November 15, 1853 , the tracks of which led to the southwest towards Media , Elwyn and West Chester .
The Philadelphia, Wilmington and Baltimore Railroad (PW&B) had been running from Philadelphia to Baltimore about one and a half kilometers further south since 1838 . The route began at this time south of downtown, at the corner of Broad Street and Washington Avenue, went west along Washington Avenue, crossed the Schuylkill, briefly touched the route of West Chester and finally continued along the Delaware to the southwest. The latter section south of the bridge over the Schuylkill is now part of the northeast corridor.
Connecting tracks and consolidation
In the 1860s, two further railway companies, the Junction Railroad and the Connecting Railroad, were founded with the aim of connecting the existing routes as directly as possible. The Junction Railroad connected since July 1, 1866 the tracks of the PRR via a tunnel under Market Street with the routes of the PW&B and West Chester. The Connecting Railroad, in turn, connected the Harrisburg Main Line of the PRR via a track triangle with the Philadelphia and Trenton Railroad , whose tracks led from the north end of the city to Jersey City , since June 2, 1867 . For the first time , trains coming from New York could drive onto the routes to Harrisburg and Baltimore without shunting or headache. The tracks of the Junction Railroad, the Connecting Railroad, and the Philadelphia and Trenton Railroad all belong to the Northeast Corridor today.
In the early 1860s, the Pennsylvania Railroad had begun to take over railway companies in their sphere of influence and to integrate them operationally into their steadily growing network. Over time, this also happened to the aforementioned routes, which all converged on 30th Street. Over time, an extensive industrial area developed in the area .
The Centennial Station
As part of the preparations for the Centennial Exhibition , the existing facilities were replaced in 1876 by a new, larger station a little further west on the corner of 32nd and Market Street. The Centennial Station (German: Jahrhundertbahnhof ) was laid out as a through station in a north-south direction. The construction cost was $ 240,000.
The role of Broad Street Station
In 1881, the PRR opened Broad Street Station , their new, prestigious inner-city central station, which was on the other side of Schuylkill, just northwest of the city's town hall. It was designed as a terminus and could only be reached via a triangular track on the site of the existing railway facilities on 30th Street. When all PRR passenger trains to and from Philadelphia were directed via this new terminus, the importance of the Centennial Station declined noticeably. When the station burned down in 1896, it was initially not rebuilt.
After the constant headache for through trains on the Jersey City – Washington D. C. route had proven impractical, in 1903 the West Philadelphia Station (German: "Westbahnhof" ) on 32nd Street was a new through station in the north-south direction Long-distance transport. The connection to the city center was taken over by the elevated Market – Frankford Line, opened in 1907, with the 32nd Street station right next to the station.
New building as part of the Philadelphia Improvements
In addition to the cumbersome headache, Broad Street Station caused two other problems: On the one hand, the station had long been at the capacity limit, and in the city center there was no space for the urgently needed expansions. On the other hand, the tracks ran into the city on a wide viaduct, which cut the city center in half and blocked the development of valuable building land.
These problems gave rise to the Philadelphia Improvements in the 1920s . This major railway engineering and urban development project envisaged giving up Broad Street Station and replacing it with two new stations. A new, partially underground through station in north-south direction, today's 30th Street Station, was to be built on 30th Street for long-distance traffic. For local traffic, an underground terminus should be built in the immediate vicinity of the old Broad Street Station, the Suburban Station (German: "Vorortbahnhof" ). As before, all local trains should turn off the main line via a triangle at 30th Street Station and then use a tunnel to approach the new suburban station in the city center.
The project drafts were significantly influenced by the fact that many PRR rail lines towards Philadelphia were already electrified at this time or were about to switch to electrical operation. This made it possible to build underground passenger stations, which would not have been possible in the age of steam locomotives because of the smoke development.
Construction work on 30th Street Station began in 1929. The upper platform level for local traffic was completed together with the Suburban Station within a year and opened on September 28, 1930. Because the work was delayed by the Great Depression and later by the Second World War , only two platform tracks on the lower level went into operation when it finally opened on December 15, 1933. The remaining tracks did not follow until 1951 and 1953. Thus, the 30th Street Station received its role as a hub for long-distance traffic effectively only after the war.
Along with the construction of the 30th Street Station, the urban environment was changed significantly. The industrial plants and slaughterhouses in the area were relocated, the bridges over the Schuylkill were renewed, and the United States Postal Service's parcel post office was built above the southern track field . In addition, the elevated railway in the area of the new station was relocated together with the subway surface lines in a tunnel. Here, too, work dragged on for over two decades until the opening in 1955.
After Penn Central , the legal successor of the PRR, went bankrupt in 1970, the station became the property of Amtrak. Since December 1986, the station has been listed as a structure on the National Register of Historic Places .
Since the closure of the Reading Terminal on the other side of the city center and the completion of the Center City Commuter Connection in November 1984, the suburban lines of the once competing Reading have also been connected to 30th Street Station. This means that all suburban routes around Philadelphia can be reached directly from 30th Street Station. In December 1996, the station was granted National Historic Landmark status.
literature
- Amtrak (Ed.): Amtrak 30th Street Station. Amtrak, Philadelphia, Pennsylvania, 1991. (English, not accessed)
- Burgess, George H. and Miles C. Kennedy: Centennial History of the Pennsylvania Railroad Co. Pennsylvania Railroad Co., Philadelphia 1929. (English, not accessed)
- Graham, Anderson, Probst, White; DH Burnham & Co .; Graham, Burnham & Co .: The architectural work of Graham, Anderson, Probst & White, Chicago: and their predecessors, DH Burnham & co., And Graham, Burnham & co. BT Batsford Ltd, London 1933. (English, not viewed)
- Meeks, CLV: The railroad station: an architectural history. Yale University Press, New Haven 1956. (English, not viewed)
- Pennsylvania Railroad Technical & Historical Society (Eds.): The Philadelphia improvements. In: The Chapter, Bryn Mawr, Pennsylvania 1978. (English, not accessed)
Web links
- United States Department of the Interior: National Park Service (Ed.): National Register of Historic Places Inventory - Nomination Form: 30th Street Station ( Memento of March 4, 2009 in the Internet Archive ) (PDF; 770 KiB) , 1978.
- Kyriakodis, Harry: The Subways, Railways and Stations of Philly: Written Material to Accompany a Mostly-Underground Tour from 30th Street Station to Market East Station ( Memento from September 19, 2011 in the Internet Archive ) (PDF; 689 KiB) . The Pennsylvania Railroad Technical and Historical Society, 2007.
Individual evidence
- ↑ a b c according to the Amtrak station directory .
- ↑ a b photo of the lower level.
- ↑ a b according to the Atlantic City Line timetable (PDF; 545 kB).
- ↑ a b c see SEPTA route network map ( Memento of October 8, 2009 in the Internet Archive ).
- ^ National Park Service (1978), p. 1.
- ↑ a b Darlington et al.: Market-Frankford El .
- ↑ see SEPTA (Ed.): SEPTA Center City Philadelphia Street and Transit Map ( Memento of March 14, 2009 in the Internet Archive ) .
- ↑ a b National Park Service (1978), pp. 2f.
- ↑ a b c Kyriakodis (2007), p. 3.
- ↑ see overview map ( Memento from October 19, 2007 in the Internet Archive ) (PDF; 108 kB).
- ↑ a b c according to own information on the homepage .
- ^ National Park Service (1978), p. 2.
- ^ National Park Service (1978), p. 4.
- ↑ University City Main Campus (PDF; 1.3 MB) Drexel University. December 16, 2008. Archived from the original on September 22, 2010. Retrieved June 5, 2009.
- ^ Emporis: Cira Center .
- ^ Cira Center South . Brandywine Realty Trust. February 27, 2008. Retrieved June 5, 2009.
- ↑ New towers to rise on 30th St. (PDF; 89 kB) phillynews.com. August 31, 2007. Retrieved June 5, 2009.
- ↑ Information from west to east. The last-named terminus can be reached through the inner city tunnel, so it is "on the other side" of the inner city.
- ^ SEPTA Regional Rail Schedules
- ↑ a b National Fact Sheet: FY 2008 . National Railroad Passenger Corporation. February 2009. Retrieved June 6, 2009.
- ↑ a b SEPTA - ANNUAL SERVICE PLAN - FISCAL YEAR 2009 (PDF) SEPTA (SEPTA), Service Planning Department, April 2008, archived from the original on 25 November 2008 ; Retrieved June 5, 2009 .
- ↑ Christopher T. Baer: PRR Chronology 1850: March 2005 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 51 kB) , p. 16.
- ↑ Christopher T. Baer: PRR Chronology 1857: March 2005 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 55 kB) , p. 16.
- ↑ Christopher T. Baer: PRR Chronology 1864: June 2004 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 112 kB) , p. 24.
- ↑ Christopher T. Baer: PRR Chronology 1853: March 2005 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 94 kB) , p. 39.
- ↑ Christopher T. Baer: PRR Chronology 1838: June 2004 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 93 kB) , p. 1 and P. 23.
- ↑ Christopher T. Baer: PRR Chronology 1860: June 2004 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 94 kB) . P. 11.
- ↑ Christopher T. Baer: PRR Chronology 1866: June 2004 Edition ( Memento of July 4, 2014 in the Internet Archive ) (PDF; 91 kB) . P. 11f.
- ↑ Christopher T. Baer: PRR Chronology 1867: June 2004 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 101 kB) . P. 13.
- ↑ Christopher T. Baer: PRR Chronology 1876: April 2006 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 119 kB) . P. 5, p. 12 and P. 23.
- ↑ scaler, Robert M: West Philadelphia, University City to 52nd Street. Arcadia Publishing, Charleston, South Carolina 2002, ISBN 0-7385-0970-1 , p. 10.
- ↑ Christopher T. Baer: PRR Chronology 1903: March 2005 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 79 kB) . P. 9 and P. 33.
- ↑ a b Kyriakodis (2007), p. 2.
- ^ The Pennsylvania Railroad Technical and Historical Society: Philadelphia Chapter: West Philadelphia Station 1903 ( Memento January 31, 2013 in the web archive archive.today ) .
- ↑ a b Kyriakodis (2007), p. 2f.
- ↑ Kyriakodis (2007), p. 3f.
- ↑ Christopher T. Baer: PRR Chronology 1930: August 2004 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 84 KiB) . P. 28.
- ↑ Christopher T. Baer: PRR Chronology 1933: August 2004 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 65 KiB) . P. 27.
- ↑ Christopher T. Baer: PRR Chronology 1951: December 2004 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 49 KiB) . P. 13.
- ↑ Christopher T. Baer: PRR Chronology 1953: December 2004 Edition ( Memento of October 14, 2013 in the Internet Archive ) (PDF; 50 KiB) . P. 21.
- ^ The Pennsylvania Railroad Technical and Historical Society: Philadelphia Chapter: Awaiting the new 30th Street Station ( Memento January 31, 2013 in the web archive archive.today ) . Photo under construction, around 1930.
- ↑ Historic American Engineering Record: Market Street Elevated Railway, Market Street between Sixty-ninth & Forty-sixth Streets, Philadelphia, Philadelphia County, PA . In: Historic American Engineering Record (Library of Congress), Library of Congress, Prints and Photograph Division, Washington, DC 20540 USA.
- ↑ Thirtieth Street Station National Register Information System. National Park Service , accessed February 10, 2020.
- ^ Southeastern Pennsylvania Transportation Authority (SEPTA): Commuter Rail ( Memento August 4, 2009 in the Internet Archive ) .
- ↑ Listing of National Historic Landmarks by State: Pennsylvania. National Park Service , accessed February 10, 2020.
