Editing PATCO Speedline (section)

== History ==

=== Crossing the Delaware ===
{{Main|Benjamin Franklin Bridge}}
The present-day PATCO Speedline follows the path of several 19th-century railroads that once terminated at a station in Camden on the bank of the [[Delaware River]], where passengers would transfer to a ferry to reach Philadelphia. In 1919, the states of Pennsylvania and New Jersey formed the Delaware River Bridge Commission to build a fixed crossing between the two cities.<ref>{{cite web |title=DRPA :: Delaware River Port Authority |url=http://www.drpa.org/drpa/history.html |url-status=dead |archive-url=https://web.archive.org/web/20090326225427/http://www.drpa.org/drpa/history.html |archive-date=March 26, 2009 |access-date=June 7, 2009 |work=drpa.org}}</ref>

The result was the Delaware River Bridge—later renamed the [[Benjamin Franklin Bridge]]—which opened on July 1, 1926. The bridge was designed with two outboard structures beside the main roadway to carry rapid transit tracks, along with six vehicle lanes and two streetcar tracks on the main deck, although no streetcars ever ran across the bridge and the space was eventually converted to additional vehicle lanes.<ref>{{Cite web |last=DeNardo |first=Mike |date=September 15, 2014 |title=Thousands Cross Ben Franklin Bridge Daily, But How Many Know Its Secret? |url=https://www.cbsnews.com/philadelphia/news/thousands-cross-ben-franklin-bridge-daily-but-how-many-know-its-secret/ |access-date=October 18, 2022 |website=[[KYW-TV|CBS Philadelphia]] |language=en-US}}</ref><ref>{{Cite web |last=Stuart |first=Sarah Clark |date=August 9, 2018 |title=Touring the inside of the Ben Franklin Bridge Anchorage |url=https://bicyclecoalition.org/touring-the-inside-of-the-ben-franklin-bridge-anchorage/ |access-date=October 18, 2022 |website=Bicycle Coalition of Greater Philadelphia |language=en-US}}</ref><ref>{{Cite web |last=Caroulis |first=John |date=March 15, 2019 |title=The art museum that's also a bridge |url=https://www.phillyvoice.com/art-museum-ben-franklin-bridge/ |access-date=October 18, 2022 |website=PhillyVoice |language=english}}</ref>

=== Bridge Line ===
[[File:Delaware River Bridge car at Seashore Trolley Museum, September 2012.jpg|thumb|An original Bridge Line car preserved at the [[Seashore Trolley Museum]] in [[Kennebunkport, Maine]]]]
{{Main|Bridge Line (Delaware River)}}

To make use of the bridge's rail capacity, the South Jersey Transit Commission, established in 1929, proposed a rapid transit line that would run along the outboard structures.<ref name="Kramer 2011">{{cite book |last=Kramer |first=Frederick A. |title=Pennsylvania-Reading Seashore Lines: An Illustrated History of Southern New Jersey's Jointly-Owned Railroad |date=2011 |publisher=West Jersey Chapter, National Railway Historical Society |location=Palmyra, New Jersey |pages=38–54}}</ref> Instead of transferring to a ferry, passengers arriving in Camden could transfer at [[Walter Rand Transportation Center|Broadway station]] to this new rail line and ride directly to [[8th–Market station]] in Philadelphia, where they could continue on the [[L (SEPTA Metro)|Market–Frankford Line]] or the [[Broad-Ridge Line|Broad–Ridge Line]].<ref name="Kramer 2011" /> The platform at 8th–Market would be shared with the Broad–Ridge Line and had actually been constructed in 1917 as part of an unrealized Center City subway loop.<ref>{{cite news |date=February 16, 1953 |title=First Cash Riders Aboard As Locust Subway Opens |url=https://www.newspapers.com/clip/71274759/the-philadelphia-inquirer/ |newspaper=[[The Philadelphia Inquirer]] |page=21 |via=Newspapers.com}}</ref> The commission also recommended consolidating regional rail operations, which led to the formation of the [[Pennsylvania–Reading Seashore Lines]], serving Broadway station.<ref name="Kramer 2011" /> However, the Pennsylvania Railroad did not discontinue its ferry service until March 31, 1952.<ref>{{cite book |last=Kramer |first=Frederick A. |title=Pennsylvania-Reading Seashore Lines: An Illustrated History of Southern New Jersey's Jointly-Owned Railroad |date=2011 |publisher=West Jersey Chapter, National Railway Historical Society |location=Palmyra, New Jersey |page=88}}</ref>

In 1931, the Delaware River Bridge Commission was reorganized as the Delaware River Joint Commission (DRJC), which was given the authority to build a high-speed transit line. Construction on the new line began in 1932, and the [[Bridge Line (Delaware River)|Bridge Line]] officially opened on June 7, 1936, with four stations: 8th–Market and [[Franklin Square station|Franklin Square]] in Philadelphia, and [[City Hall station (PATCO)|City Hall]] and Broadway in Camden. The DRJC owned the line and contracted with the Philadelphia Rapid Transit Company to operate it. Following the operator's bankruptcy, the reorganized [[Philadelphia Transportation Company]] (PTC) assumed control in 1940.<ref>{{cite book |last=Tinkcom |first=Margaret B. |title=Philadelphia: A 300 Year History |date=1982 |publisher=W. W. Norton |isbn=978-0-393-01610-9 |editor-last1=Weigley |editor-first1=Russell F. |editor-link1=Russell Weigley |location=New York |page=625 |chapter=Depression and War, 1929–1946 |editor-last2=Wainwright |editor-first2=Nicholas B. |editor-last3=Wolf |editor-first3=Edwin II |editor-link3=Edwin Wolf II}}</ref> In June 1949, to lower operating costs, PTC began through-routing Bridge Line trains with the Broad–Ridge Line, reversing direction at 8th–Market and offering one-seat service between Camden and [[Broad–Girard station]] in North Philadelphia.<ref>{{Cite news|title=PTC to Link Camden and Girard Ave|date=June 23, 1949|url=https://www.newspapers.com/article/the-philadelphia-inquirer/71274217/|access-date=May 15, 2025|work=The Philadelphia Inquirer|pages=23}}</ref>

=== Locust Street Subway ===
As part of the earlier subway loop plans, the City of Philadelphia had begun tunneling from 8th Street to Locust Street, then west along Locust to 16th Street. Construction began in 1917 but was halted by [[World War I]], resumed briefly in 1931, and was again suspended due to the [[Great Depression]].<ref name="bidsdue">{{cite news |date=April 10, 1950 |title=Subway Bids Due for Work On Locust St |url=https://www.newspapers.com/clip/71267412/the-philadelphia-inquirer/ |newspaper=[[The Philadelphia Inquirer]] |page=21 |via=Newspapers.com}}</ref> Work finally resumed in 1950,<ref name="bidsdue" /> and on February 14, 1953, the Bridge Line was extended to [[15–16th & Locust station]], with intermediate stops at [[12–13th & Locust station|12–13th & Locust]] and [[9–10th & Locust station|9–10th & Locust]].<ref>{{cite news |date=January 5, 1953 |title=Mere 150 Miles of Cable Stalls Locust Subway Start |url=https://www.newspapers.com/clip/71274929/the-philadelphia-inquirer/ |newspaper=[[The Philadelphia Inquirer]] |page=19 |via=Newspapers.com}}</ref><ref>{{cite news |author=Philadelphia Transportation Company |date=February 13, 1953 |title=Beginning Sunday, February 15: New Highspeed Rail Service to and through Central Philadelphia via Bridge Line and Locust St. Subway (advertisement) |url=https://www.newspapers.com/clip/71275209/courier-post/ |newspaper=Courier-Post |page=19 |via=Newspapers.com}}</ref> The Broad–Ridge Line would also use the same tracks. This extension, still owned by the City of Philadelphia,<ref>{{cite web |last=DRPA |title=DRPA-04-125 |url=http://www.drpa.org/publish/library/DRPA-04-125.pdf |url-status=dead |archive-url=https://web.archive.org/web/20050114025234/http://drpa.org/publish/library/DRPA-04-125.pdf |archive-date=January 14, 2005 |publisher=DRPA.org}}</ref> marked the last major addition to the Bridge Line before its transformation.

Despite the extension, the Bridge Line suffered from low ridership due to high fares and its failure to extend into the South Jersey suburbs.<ref>{{cite news |date=March 13, 1953 |title=Locust St. Subway Opening Emphasizes the Need for South Jersey Speed Lines |url=https://www.newspapers.com/clip/71313053/courier-post/ |newspaper=Courier-Post |page=12 |via=Newspapers.com}}</ref> By January 1954, off-peak and Saturday service was cut back to operate only between Girard and Camden, with a shuttle train running between 8th and 16th stations. Sunday service west of 8th Street was suspended entirely due to minimal demand.<ref>{{cite news |date=January 6, 1954 |title=Lack of Riders to Cut Service On Locust Street Subway: Full Shutdown On Sundays Listed by PTC |url=https://www.newspapers.com/clip/71275051/the-philadelphia-inquirer/ |newspaper=[[The Philadelphia Inquirer]] |page=19 |via=Newspapers.com}}</ref> By 1962, only 1,900 passengers used the western segment of the line daily.<ref>{{cite news |date=April 4, 1962 |title=Locust St. Stations Are Spick-And-Span And Nearly Empty |url=https://www.newspapers.com/clip/71311943/the-philadelphia-inquirer/ |newspaper=[[The Philadelphia Inquirer]] |pages=1, [https://www.newspapers.com/clip/71311978/the-philadelphia-inquirer/ 10] |via=Newspapers.com}}</ref>

=== Conversion to the PATCO Speedline ===
[[File:PATCO train at Lindenwold station, January 1969.jpg|thumb|A train at the [[Lindenwold station]] in [[Lindenwold, New Jersey]], on the first day of service in January 1969]]

From the time the Bridge Line opened, local advocacy groups called for a more comprehensive transit system linking Camden to South Jersey suburbs. In 1951, the states of Pennsylvania and New Jersey established the [[Delaware River Port Authority]] (DRPA) to succeed the DRJC and expand its mandate to regional transportation planning. To operate the transportation service, the DRPA established the Port Authority Transit Corporation (PATCO).<ref name="PATCO">{{cite web |last=PATCO |title=PATCO: A History of Commitment |url=http://www.ridepatco.org/about/history.html}}</ref><ref>{{cite book |last=Vigrass |first=J. William |title=The Lindenwold Hi-Speed Line: The First Twenty Years of the Port Authority Transit Corporation |date=1990 |publisher=West Jersey Chapter, National Railway Historical Society |location=Palmyra, New Jersey |oclc=22980222}}</ref>

To chart a path forward, the DRPA commissioned [[WSP USA|Parsons, Brinckerhoff, Hall & MacDonald]] to study possible high-speed transit corridors. Their plan recommended constructing three new lines in South Jersey: Route A to [[Moorestown, New Jersey|Moorestown]], Route B to [[Lindenwold, New Jersey|Lindenwold]]/[[Kirkwood, New Jersey|Kirkwood]], and Route C to [[Woodbury Heights, New Jersey|Woodbury Heights]] that would feed into a new tunnel under the Delaware River at an estimated cost of $242{{Nbsp}}million (equivalent to ${{Inflation|index=US|value=.242|start_year=1961|r=1|fmt=}}{{Nbsp}}billion in {{Inflation/year|index=US}}).

A later study by Louis T. Klauder & Associates proposed a more cost-effective alternative: reusing the existing Bridge Line to reach Philadelphia and extending service east along the former Pennsylvania–Reading Seashore Lines corridor to Lindenwold (Route B) as it had the highest projected ridership. This reduced the projected cost to $94{{Nbsp}}million (equivalent to ${{Inflation|index=US|value=.094|start_year=1961|r=1|fmt=}}{{Nbsp}}billion in {{Inflation/year|index=US}}), ultimately shaping the system that was built.<ref name="PATCO" />

Over the weekend of August 23–27, 1968, the Broad–Ridge Line was realigned to a new upper-level terminal platform, becoming the Broad–Ridge Spur, which allowed conversion of the lower-level platforms into a high-speed service. During the conversion period, service was split between 16th–8th Street and 8th Street–Camden, with a cross-platform transfer at 8th.<ref>{{cite news |date=August 21, 1968 |title=Ridge Ave. Subway Halted for Weekend; Buses to Substitute |url=https://www.newspapers.com/clip/71258397/the-philadelphia-inquirer/ |newspaper=[[The Philadelphia Inquirer]] |page=41 |via=Newspaper.com}}</ref> Bridge Line service was suspended on December 29, 1968, for final conversion of the line.<ref name="prr1968">{{cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE SUCCESSORS OF THE PENNSYLVANIA RAILROAD COMPANY AND THEIR HISTORICAL CONTEXT: 1968 |url=http://www.prrths.com/newprr_files/Hagley/PRR1968.pdf |publisher=Pennsylvania Railroad Technical and Historical Society}}</ref><ref name="92million">{{cite news |last=DeGraw |first=Ronald |date=January 26, 1969 |title=Full High-Speed Line Cannot Open Because Of Signal Troubles |url=https://www.newspapers.com/clip/71226780/the-philadelphia-inquirer/ |newspaper=[[The Philadelphia Inquirer]] |page=26 |via=Newspapers.com}}</ref> Service from Lindenwold to Camden began on January 4, 1969. Full service into Center City Philadelphia over the Benjamin Franklin Bridge commenced on February 15, 1969, officially inaugurating the PATCO Speedline.<ref>{{cite news |date=January 4, 1969 |title=Service Begins Today on Lindenwold Line |url=https://www.newspapers.com/clip/71230841/the-philadelphia-inquirer/ |newspaper=The Philadelphia Inquirer |page=10 |via=Newspapers.com}}</ref><ref name="prr1969">{{cite web |last=Baer |first=Christopher T. |date=April 2015 |title=A GENERAL CHRONOLOGY OF THE SUCCESSORS OF THE PENNSYLVANIA RAILROAD COMPANY AND THEIR HISTORICAL CONTEXT: 1969 |url=http://www.prrths.com/newprr_files/Hagley/PRR1969.pdf |publisher=Pennsylvania Railroad Technical and Historical Society}}</ref><ref>{{cite news |last=DeGraw |first=Ronald |date=February 14, 1969 |title=High-Speed Transit Opens Saturday From Lindenwold to Phila. |url=https://www.newspapers.com/clip/71226747/the-philadelphia-inquirer/ |newspaper=[[The Philadelphia Inquirer]] |page=1 |via=Newspapers.com}}</ref> The final cost of the project was $92 million.<ref name="92million" />

An infill [[park and ride]] station, [[Woodcrest station|Woodcrest]], was added on February 1, 1980, coinciding with the introduction of the PATCO II railcars.<ref>{{cite news |last=Hoh |first=David |date=February 1, 1980 |title=PATCO station opens – late |url=https://www.newspapers.com/clip/71232653/courier-post/ |newspaper=Courier-Post |page=C1 |via=Newspapers.com}}</ref> Subsequently, Ferry Avenue Local trains were replaced with Woodcrest Local trains on September 20, 1980.<ref>{{cite news |last=Curran |first=Karen |date=August 27, 1980 |title=Authority increases High-Speed Line service |url=https://www.newspapers.com/clip/71234239/courier-post/ |newspaper=Courier-Post |via=Newspapers.com}}</ref>

In 2005, PATCO officials initiated plans for a new route along the corridor originally proposed for Route C, intended to serve [[Gloucester County, New Jersey|Gloucester County]] and terminate in [[Glassboro, New Jersey|Glassboro]] on the campus of [[Rowan University]].<ref name="DRPA">{{Cite web |title=DRPA.org |url=http://www.drpa.org/patco/history.html |url-status=dead |archiveurl=https://web.archive.org/web/20051201015503/http://www.drpa.org/patco/history.html |archive-date=December 1, 2005}}</ref> On May 12, 2009, New Jersey Governor [[Jon Corzine]] formally endorsed the development of a [[Diesel multiple unit|diesel light rail system]] along an existing Conrail right-of-way. This alignment was selected for its lower capital and operating costs. The proposed [[Glassboro–Camden Line]] would require passengers to transfer to the Speedline at the [[Walter Rand Transportation Center]] (Broadway station) for service to Philadelphia.<ref>{{Cite web |title=白菜网站专业推荐 |url=http://blenderu.com/ |website=blenderu.com}}</ref>

[[File:Franklin Square Station Platform.jpg|thumb|The renovated [[Franklin Square station]] shortly after reopening in 2025, after being closed since 1979]]

[[Franklin Square station]], originally constructed in 1936 and closed since 1979, was proposed for reopening in the early 2000s.<ref>{{Cite web |date=October 15, 2024 |title=Franklin Square Ghost Station |url=https://whyy.org/articles/patco-franklin-square-ghost-station-philadelphia/ |access-date=October 20, 2024 |publisher=WHYY}}</ref> The $29.3 million renovation, got underway in 2022 and updated the station to modern standards and accessibility with a surface structure built at [[Franklin Square (Philadelphia)|Franklin Square]].<ref>{{cite news |last1=Murphy |first1=Darryl |date=December 22, 2020 |title=PATCO still on track to reopen Franklin Square Station despite pandemic hit |url=https://whyy.org/articles/patco-still-on-track-to-reopen-franklin-square-station-despite-pandemic-hit/ |access-date=February 23, 2021 |publisher=WHYY}}</ref><ref>{{Cite web |last=Moselle |first=Aaron |date=July 1, 2022 |title=Closed for over 40 years, Franklin Square PATCO station ramps up construction |url=https://whyy.org/articles/philly-patco-station-construction-to-reopen/ |access-date=March 13, 2023 |publisher=WHYY}}</ref> The station reopened on April 3, 2025.<ref>{{cite web |last=Pileggi |first=JoAnn |date=April 3, 2025 |title=PATCO's modernized Franklin Square Station reopens |url=https://www.fox29.com/news/patcos-modernized-franklin-square-station-reopens |access-date=April 7, 2025 |publisher=FOX 29 Philadelphia}}</ref><ref>{{cite web |date=April 3, 2025 |title=Philadelphia leaders open new PATCO Franklin Square station |url=https://www.cbsnews.com/philadelphia/video/philadelphia-leaders-open-new-patco-franklin-square-station/ |access-date=April 7, 2025 |publisher=CBS News}}</ref>

In 2021, the City of Philadelphia proposed a westward expansion of the PATCO system to the rapidly growing [[University City, Philadelphia|University City]] district. The plan includes a new rail tunnel beneath the [[Schuylkill River]], with the [[40th Street Portal|40th Street Trolley Portal station]] identified as a potential western terminus near the [[University of Pennsylvania]] and several major hospitals. A proposed connection at [[Penn Medicine Station]] would facilitate direct transfers to the [[SEPTA Regional Rail]] network. The next phase of the project includes a comprehensive feasibility study and cost analysis.<ref>{{cite web |date=February 2021 |title=The Philadelphia Transit Plan: A Vision for 2045 |url=https://www.phila.gov/media/20210222110702/OTIS-Philadelphia-Transit-Plan.pdf |access-date=February 23, 2021 |publisher=City of Philadelphia Office of Transportation, Infrastructure and Sustainability |pages=138, 143}}</ref>

Due to the [[COVID-19 pandemic in Philadelphia|COVID-19 pandemic]], PATCO implemented limited service beginning March 28, 2020, temporarily bypassing the {{stn|12–13th & Locust}}, {{stn|City Hall||PATCO}}, {{stn|Westmont||PATCO}}, and {{stn|Ashland||PATCO}} stations.<ref name="covid-septa">{{cite web |date=April 2020 |title=SEPTA Transit Network Lifeline Service Schedule |url=http://www.septa.org/covid-19/img/2020-covid-service-map.pdf |url-status=dead |archive-url=https://web.archive.org/web/20200416084044/http://septa.org/covid-19/img/2020-covid-service-map.pdf |archive-date=April 16, 2020 |access-date=April 14, 2020 |publisher=[[SEPTA]]}}</ref><ref name="covid">{{cite press release |title=PATCO Announces Temporary Station Closures and Additional Schedule Modifications |date=March 26, 2020 |publisher=PATCO |url=http://www.ridepatco.org/news/news.asp?param=2&archive=0&publication=19&pubnumber=4543}}</ref> All four stations reopened on September 14, 2020.<ref>{{cite press release |title=PATCO Reopens Four Stations, Increases Service |date=September 8, 2020 |publisher=PATCO |url=http://www.ridepatco.org/news/news.asp?param=2&archive=0&publication=19&pubnumber=4665}}</ref> In March 2025, PATCO announced a six-month suspension of overnight service to allow for enhanced cleaning of stations.<ref>{{Cite news|last=Fitzgerald |first=Thomas |date=March 19, 2025 |title=PATCO will stop running overnight trains to clean its stations |url=https://www.inquirer.com/transportation/patco-station-cleaning-trains-canceled-20250319.html |access-date=April 7, 2025 |work=Philadelphia Inquirer}}</ref>