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Reading Terminal

The Reading Terminal is a historic complex of buildings in the Market East section of , , that includes the former main station of the , its headhouse, and an expansive trainshed. Opened on January 29, 1893, by the Philadelphia and Reading Railroad, it served as a major intercity and commuter rail hub until its closure on November 6, 1984, following the Reading Railroad's bankruptcy in 1971 and the decline of rail travel. Designed with the headhouse by architect Francis H. Kimball and the trainshed by Wilson Brothers & Company, the structure features one of the world's largest single-span arched iron-and-glass roofs, spanning 559 feet in length and covering 78,000 square feet. Designated a in 1976, the terminal accommodated up to 13 tracks and peaked at around 45,000 daily passengers during . In the late , the complex faced threats of but was preserved and renovated between 1993 and 1997 as part of the , with the headhouse serving as the main entrance and the trainshed as the Grand Hall for events. The associated , established in 1893 beneath the trainshed, continues to operate as one of the oldest continuously running public markets , attracting millions of visitors annually as of 2023.

History

Planning and Construction

In 1889, the and Reading Railroad, facing inefficient operations across three separate stations in , initiated plans to consolidate its services into a single, modern terminal nearer to Center City, driven by the need to handle expanding inter-city rail traffic and support urban market demands. The project aimed to replace longstanding open-air markets, including the and Farmers Markets established since at the site, with a covered facility that would integrate rail passenger services and vendor spaces beneath elevated tracks. To facilitate this, the railroad acquired land at the northeast corner of 12th and Market Streets, paying merchants approximately $1 million for relocation and site clearance. Key to the planning was collaboration between railroad engineers and architects to elevate the trainshed one story above street level, allowing uninterrupted market operations below while minimizing disruptions in Philadelphia's dense urban core. This innovative grade-separated design addressed both the railroad's expansion goals and the city's need for efficient , with the ground level allocated for a 78,000-square-foot featuring refrigerated spaces. Construction began in 1891 following issuance of permits on August 1, with the project funded primarily by the and Reading Railroad to accommodate growing passenger volumes. The headhouse was designed by architect Francis H. Kimball in the style, while the trainshed—a pioneering single-span arched-roof structure 559 feet long, 259 feet 8 inches wide, and 88 feet high, recognized as one of the largest in the world at the time—was engineered by Wilson Brothers & Company. The terminal opened on January 29, 1893, marking the commencement of combined rail and market functions.

Operations as a Railroad Station

Reading Terminal opened on January 29, 1893, as the flagship passenger station of the Philadelphia and Reading Railroad in , consolidating operations from earlier depots and serving as a for both intercity and services. Accessed via the elevated Ninth Street Branch viaduct, the station facilitated trains to distant points including Reading, Pottsville, Shamokin, Williamsport, , Wilkes-Barre, Harrisburg, and even via connections, while providing essential commuter links to suburbs such as Norristown, Lansdale, Doylestown, Jenkintown, Hatboro, Newtown, and West Trenton. This infrastructure positioned the terminal as a vital gateway for passengers entering the city, including migrants and workers drawn to 's burgeoning industrial opportunities in manufacturing and coal-related industries. Electrification of the lines serving Reading Terminal began in the early to enhance efficiency and compete with emerging transportation modes, with the and Reading Railroad investing over $20 million starting in 1931 to convert suburban routes. The project progressed in phases through the mid-, covering key lines to destinations like Norristown, Chestnut Hill, Doylestown, Hatboro, and West Trenton, allowing for faster electric multiple-unit () operations directly into the terminal. Further extensions occurred later, with the Newtown Branch fully electrified between Fox Chase and Newtown Junction by September 25, 1966, marking the completion of upgrades on remaining diesel-operated segments. The terminal reached its operational zenith during , when daily passenger traffic surged to several thousand, underscoring its central role in commuter transport for Philadelphia's wartime industrial workforce and freight-supporting economy reliant on and production. Named trains such as the (introduced 1937) and others like the Wall Street (1948) and (1949) exemplified the station's prominence in regional travel, with platforms accommodating 13 tracks for efficient handling of arrivals and departures. Daily operations at Reading Terminal were overseen by the Philadelphia and Reading Railroad until the early 1970s, when commuter services transitioned to amid the railroad's financial challenges and federal rail reforms. The station integrated with broader networks through the Ninth Street Branch, enabling seamless connections that later aligned with 's expanding system, including underground links to Jefferson Station and 11th Street upon the 1984 Center City Commuter Connection opening. Passenger service ended on November 6, 1984, with the departure of the final train from the historic shed.

Decline and Closure

Following , the Reading Terminal experienced a sharp decline in rail usage as the rise of automobiles, , and expanding networks drew passengers away from commuter trains. Daily ridership, which had peaked during the war years with thousands of travelers, dropped significantly in the amid competition from personal vehicles and . The Philadelphia and Reading Railroad's financial difficulties exacerbated the terminal's woes, culminating in the company's bankruptcy declaration on November 23, 1971, which led to the transfer of its assets to for freight and to for commuter services by 1976. Urban renewal pressures in , including the Market Street East Redevelopment Area and the Vine Street Expressway project, further strained the aging infrastructure, prompting proposals to repurpose or demolish the site for buses or parking. In the 1980s, 's project rerouted services through a new underground tunnel to the Market East Station (later renamed Jefferson Station), rendering the terminal obsolete. The terminal's closure came on November 6, 1984, when the final train departed amid fanfare, ending 91 years of passenger service and marking the shift to the $334 million commuter network. Tracks and platforms were removed shortly thereafter to facilitate urban redevelopment. Advocacy by Edmund Bacon in the played a crucial role in preventing full demolition, emphasizing the structure's landmark status and potential for within the Market East area.

Architecture

Headhouse Design

The headhouse of Reading Terminal is an eight-story structure designed in the style by New York architect H. Kimball, one of his early major commissions following his work on . Construction began in 1892 and was completed in 1893, to accommodate high-volume passenger traffic in Philadelphia's Center City. The facade employs light pink brick with creamy terra-cotta ornamentation, including belt courses, window enframements, and panels, atop a pink granite base, creating an opulent exterior that emphasized grandeur to rival the nearby stations. Key architectural features include ornate Market Street-facing elements such as giant arched portals for main entrances, recessed corners, a prominent at the third-story corner for the railroad president's office, and a cornice crowning the structure. Arched windows punctuate the elevations, diminishing in height upward to add visual rhythm, while terra-cotta details enhance the Renaissance-inspired elegance. Interiors feature finishes, molded ornamental , and cast-iron accents in lobbies and public spaces, contributing to the building's luxurious passenger experience. Functionally, the headhouse was engineered as the terminal's vertical core, with the principal passenger floor elevated 25 feet above street level on the second story to align with the adjacent elevated trainshed. Lower levels included spacious lobbies spanning 50 feet deep across the building's width for ticketing and waiting, baggage handling rooms, a dining area, and basement market entrances integrated with street-level access for vendors. Upper floors housed administrative offices for the and Reading Railroad, while a provided direct pedestrian flow to the trainshed platforms, optimizing efficiency for thousands of daily commuters. The design's 267-foot width by 100-foot depth supported this scale, making it a for both operations and commercial activity.

Trainshed Structure

The trainshed of Reading Terminal in was engineered by the firm Wilson Brothers & Company as a pioneering single-span, three-hinged arched roof structure, elevated approximately 25 feet above street grade to accommodate tracks and platforms. This design, constructed between 1891 and 1893, represented a triumph of late-19th-century railroad , creating the largest single-span arched-roof in the world at the time and the only surviving example of such a structure in the United States today. Structurally, the trainshed utilized arches—double-rolled from puddled muck bar for tensile members without scrap—to support a vast, open interior space spanning 259 feet 8 inches in width, 559 feet in length, and rising 88 feet high, covering 13 tracks and eight platforms. The roof incorporated five longitudinal glazed skylights totaling 126 feet in combined width, promoting natural ventilation and light while minimizing damage from locomotive smoke and vapors, thus enabling efficient, covered operations protected from weather. This innovative elevation also allowed for a below-grade market space beneath the tracks without disrupting rail functions, integrating utility with . The trainshed's design emphasized durability and openness, with riveted wrought iron construction providing strength for heavy train loads, a cutting-edge technique for the era that ensured long-term stability. Wilson Brothers later adapted similar arched-roof technology on a larger scale for the Railroad's Third Broad Street Station, underscoring the firm's influence on Philadelphia's rail infrastructure. By maximizing platform access and sheltering passengers from the elements, the structure enhanced operational efficiency and passenger experience during its active years as a major rail hub.

Later Developments

Conversion and Renovation

Following its closure as a railroad station in 1984, the Reading Terminal faced significant threats of demolition throughout the 1980s due to prolonged vacancy and competing urban redevelopment proposals in . Preservation advocacy played a crucial role in averting these risks, bolstered by the structure's prior listing on the in 1972 and its designation as a in 1976, which highlighted its engineering significance as one of the largest single-span arched train sheds in the United States. The pivotal came through a major renovation project spanning 1993 to 1997, undertaken as part of the Center's initial development and expansion. This overhaul transformed the vacant terminal into an integral component of the convention facility, with the headhouse serving as the main entrance and the trainshed repurposed for exhibition space. The effort formed a key element of the broader $522 million convention center initiative, funded primarily by the City of , the Commonwealth of , and federal contributions through bonds and grants. Key structural modifications during the renovation included the complete removal of the disused rail tracks and platforms from the trainshed to accommodate new flooring and event layouts, alongside reinforcement of the original iron arches to ensure long-term stability under increased pedestrian loads. The headhouse underwent interior restoration that preserved its Revival details, such as ornate and tile floors, while integrating contemporary systems like HVAC, elevators, and energy-efficient to meet modern building codes. Throughout the process, preservation priorities emphasized retaining the terminal's historic fabric, including its signature on the headhouse facade and intricate in the trainshed, allowing the structure to transition from rail operations to public assembly use without compromising its architectural integrity. In recognition of these adaptive efforts, a Historical and Museum Commission marker was dedicated at the site in 2003, commemorating the terminal's role in Philadelphia's transportation and commercial history.

Integration with Convention Center

The opened in June 1993, incorporating the historic Reading Terminal's headhouse as its primary entrance and repurposing the adjacent trainshed into the Grand Hall for exhibition purposes. This integration preserved the terminal's architectural legacy while adapting it for contemporary use, with the Grand Hall's soaring iron-and-glass structure providing a distinctive venue within the center's layout. The 1993–1997 renovation timeline finalized these adaptations, ensuring the terminal's features complemented the center's expansion. The Grand Hall, spanning approximately 35,000 square feet, now serves as a versatile space for trade shows, conferences, and banquets, accommodating diverse events that leverage its historic ambiance. During the center's major expansions from 2010 to 2011, additional exhibit halls were constructed adjacent to the terminal, nearly doubling the overall size to over 1 million square feet while maintaining the integrity of the preserved headhouse and trainshed elements. Annual events such as the Philadelphia Home Show utilize these spaces, highlighting the terminal's role in hosting large-scale gatherings. Due to the historic elevation of the trainshed above street level, full accessibility remains limited, though elevators were installed during renovations to provide partial compliance with modern standards. This integration has significantly enhanced downtown Philadelphia's tourism economy, with the hosting over 250 events annually and generating hundreds of millions in direct spending and broader economic impact each year as of 2024. By drawing millions of visitors, the repurposed terminal contributes to revitalizing the surrounding Market East district, supporting local businesses and reinforcing Philadelphia's position as a premier convention destination.

Associated Reading Terminal Market

Establishment and Evolution

The Reading Terminal Market opened on February 22, 1893, as a street-level commercial space beneath the elevated trainshed of the newly constructed Reading Railroad terminal in , replacing an open-air market that had operated on the site since 1853. Designed to accommodate over 800 vendor stalls in a grid layout spanning approximately 78,000 square feet across 12 aisles and four avenues, it initially served farmers, butchers, produce sellers, and other food merchants, providing a covered venue that addressed health concerns associated with earlier outdoor markets. Managed by the and Reading Railroad from its inception, the market thrived in its early decades, reaching full occupancy by 1913 with around 250 food dealers and 100 farmers, many of whom were standholders who had transitioned from the prior open-air setup. It played a vital role in supporting immigrant communities by offering fresh goods and stalls to diverse vendors, including those from European and later Asian backgrounds, fostering a multicultural food retail environment. During the and , the market maintained high occupancy—97% in 1944 despite rationing—due to its reliable supply and innovations like a half-million-cubic-foot system and free delivery services via "market brats" on foot or suburban trains. As the railroad industry declined post-World War II, the market adapted by emphasizing food retail over rail-related commerce, surviving the Reading Railroad's bankruptcy in 1971 and subsequent neglect through the and 1980s, when occupancy dropped to as low as 20%. By the late , vendor composition evolved to include more ethnic foods, with farmers and Asian merchants revitalizing stalls amid the broader shift away from traditional rail dependencies. In 1990, the Authority purchased the property from the and secured $30 million in public funding for infrastructure upgrades, leading to a formal shift to nonprofit management under the Corporation in 1994, which oversaw modern amenities completed by the mid-1990s. This evolution ensured over 130 years of continuous operation as a historic , distinct from its original rail integration.

Current Operations

Reading Terminal Market serves as a bustling indoor in , featuring approximately 80 independent merchants that provide a diverse array of products including artisan cheeses, fresh , sandwiches, baked , and international cuisines such as Thai and specialties. Many vendors emphasize local and sourcing, with partnerships supporting regional producers and environmental initiatives to minimize ecological impact. The market operates daily from 8 a.m. to 6 p.m., seven days a week, drawing over 5 million visitors annually and functioning as an accessible hub managed by the nonprofit Reading Terminal Market Corporation, which prioritizes affordability, community engagement, and support for small businesses. It is conveniently reachable via the Market-Frankford Line at the 11th Street Station, just one block away. Since the transition to nonprofit management in 1994, the market has adapted to modern challenges, including implementing digital ordering expansions such as online delivery and curbside pickup through platforms like Mercato during the . In the , sustainability efforts have advanced with programs like a 2024 pilot partnership with Mother Compost to divert food waste from 10 merchants, contributing to broader zero-waste goals. In October 2024, the Corporation announced a five-year strategic plan (2024-2029) focused on bringing fresh food within reach, creating economic opportunities, and preserving history. As an economic engine for local entrepreneurs, the market generated approximately $60 million in annual gross sales as of 2019 while hosting cooking demonstrations and guided tours that highlight its culinary and historical offerings. Visitors benefit from amenities such as seating for more than 500 people in the central area, along with educational plaques detailing the market's history, and post-2020 enhancements limited primarily to enhanced hygiene protocols like improved sanitation and contactless options.

Cultural Significance

In Film and Media

Reading Terminal has appeared in several films, valued for its distinctive historic architecture that provides both gritty urban realism and dramatic spatial depth. In Brian De Palma's (1981), the terminal serves as a key location for tense encounters, portraying Philadelphia's underbelly through scenes in the rail station and adjacent market, where a killer selects victims amid the bustling crowds. Terry Gilliam's Twelve Monkeys (1995) utilizes the trainshed's cavernous, iron-framed expanse to evoke a decaying future, staging pivotal dystopian sequences that exploit the structure's imposing scale and shadows. In (2004), the headhouse and market interiors host high-stakes chase scenes, with characters navigating the lively vendor stalls and echoing halls to underscore the film's treasure-hunt intrigue. The terminal also features in various television and documentary productions focused on Philadelphia's heritage. PBS programs, such as episodes of Get Out of Town, highlight the site in explorations of and rail legacy, emphasizing its role as a preserved landmark. It appears in occasional TV segments covering city events, including convention-related broadcasts that capture its central location and atmosphere. Notable for its cinematic versatility, the Grand Hall's vast, arched space—detailed in accounts of the terminal's architecture—lends itself to dynamic action shots, allowing wide-angle captures of movement within a monumental setting. The associated market has drawn food attention, prominently featured in the 2012 Philadelphia episode of Anthony Bourdain's The Layover, where it exemplifies the city's diverse street eats through visits to vendors like DiNic's for roast sandwiches. The terminal's appeal in stems from its intact 19th-century juxtaposed against contemporary urban life, making it a go-to for authentic backdrops. No major film or television productions utilizing the site have been documented in the 2020s.

Historic Recognition

The Reading Terminal was listed on the on June 30, 1972, under reference number 72001170, recognizing its architectural and historical value as a major railroad facility. In 1976, it was further designated a by the , highlighting its status as a prime example of late 19th-century railroad engineering and its contribution to the evolution of American transportation infrastructure. Additionally, in 2003, the Historical and Museum Commission erected a historical marker at the site to commemorate its role in Philadelphia's industrial and commercial heritage. This landmark exemplifies rail architecture through its innovative design, including the world's largest single-span hinged-arch balloon at the time of construction, spanning 259 feet 8 inches and built with 50 million pounds of iron and 135,000 square feet of glass. It played a vital role in urban transportation history by serving as the and Reading Railroad's primary passenger hub from 1893 to 1984, facilitating the movement of millions amid the railroad boom that connected rural areas to city centers. The integrated market below the trainshed preserved and advanced American public market traditions, evolving from 18th-century street vending into a centralized venue that supported local farmers and diverse vendors, influencing urban food systems nationwide. As part of 's broader framework, the terminal contributes to the city's Market East area, which includes structures listed on the Philadelphia Register of Historic Places since 1981, ensuring coordinated protection of 19th-century commercial architecture. It has been featured in preservation efforts by organizations like the Historic American Engineering Record, which documented its engineering innovations as a model for in urban settings. One of the few surviving elevated stub-end rail terminals in the United States, the Reading Terminal stands out for its intact trainshed, a rare example of iron-and-glass construction that once defined major East Coast gateways. Through hosting musical performances, such as pop-up concerts and flash mobs, it bolsters the city's City of Music designation since 2015 by linking industrial heritage to contemporary cultural programming. Ongoing maintenance, including HVAC and electrical upgrades, is supported by preservation grants, such as a $1 million state award in 2021 from Pennsylvania's Redevelopment Assistance Capital Program (RACP). In October 2024, the Corporation released a new five-year strategic plan emphasizing preservation, diversity, and community programs. As a symbol of industrial Philadelphia, the terminal embodies the city's rise as a and powerhouse in the late 19th century, reflecting the economic forces that drew waves of immigrants and shaped the urban landscape. It serves as an educational resource for studies in , where its Wilson Brothers design illustrates advancements in , and in immigration history, as the market's vendor diversity—from producers to global cuisines—mirrors 's multicultural evolution.

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