Lansdale/Doylestown Line

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     Lansdale/Doylestown Line
Jenkintown Platform.JPG
Jenkintown-Wyncote station, a major stop on the Lansdale/Doylestown line
Overview
Type Commuter rail line
System SEPTA
Status Operating
Termini 30th Street Station
Doylestown
Stations 27
Daily ridership 15,487
Website septa.org
Operation
Operator(s) SEPTA Regional Rail
Rolling stock Electric Multiple Units
Technical
Track gauge 4 ft 8 12 in (1,435 mm) standard gauge
Electrification Catenary
Route map

The Lansdale/Doylestown Line is a SEPTA Regional Rail line connecting Center City Philadelphia to Doylestown in Bucks County, Pennsylvania.

Route[edit]

The Lansdale-Doylestown line utilizes what is known as the SEPTA Main Line, a four-track line that has been owned by SEPTA since 1983 (prior to that, by Conrail between 1976 and 1983 and by the Reading Railroad before 1976), and the former Reading Railroad (RDG) Doylestown Branch. Historically, the main part of the line, from Philadelphia north to Lansdale, was part of the Reading Railroad's route from Philadelphia to Bethlehem, and then to Wilkes-Barre and Scranton.

Originally arriving and departing at the former Reading Terminal, now part of the Pennsylvania Convention Center, the line has, since 1985, been directly connected to the ex-PRR/Penn Central side by the Center City Commuter Rail Tunnel. Unlike the ex-PRR/Penn Central Paoli/Thorndale Line it is often paired with for through-service, the ex-RDG line was not as heavily built, as the RDG segregated its through-freight and passenger movements. While the four-track section between the tunnel and Wayne Junction and the two-track section from Wayne Junction to Jenkintown are grade-separated, the two-track section from Jenkintown to Lansdale and the single track from Lansdale to Doylestown has both at-grade railroad crossings and over- and underpasses.[1]

Electrified service between Philadelphia and Hatboro, Lansdale, Doylestown and West Trenton was opened on July 26, 1931. The RDG planned to also electrify tracks between West Trenton and the CNJ Terminal in Jersey City for long-distance service, but had to drop plans for electrification outside of the commuter service area due to economic setbacks as a result of the Great Depression.[1]

R5 train at North Wales

As a result, the RDG (along with the Baltimore & Ohio Railroad (B&O), which operated its Royal Blue Washington-New York service on its tracks) could not compete with the PRR with Philadelphia-New York service, as both RDG and B&O rail service terminated at Jersey City, New Jersey (although ferry service to New York's Financial District was available); later to be cut back to Newark Penn Station due to the Aldene Connection in 1967. Service to Bethlehem and the Lehigh Valley languished due to the post-World War II surge of the automobile as well as the opening of the Pennsylvania Turnpike Northeast Extension in 1957. Service north of Lansdale in the non-electrified territory was terminated by SEPTA on July 29, 1981.[1] Trackage north of Quakertown was dismantled after the railbed was leased for use as the interim Saucon Rail Trail.

Although the RDG and PRR electric overhead catenary wires are similar, they are electrically isolated from each other. The power for the ex-PRR electrical traction system (now Amtrak) is generated at the Safe Harbor Dam near York, Pennsylvania, or converted from the grid through transformers built and operated by PECO. The ex-Reading's electrification system, however, relies on a transformer at Wayne Junction, and separate high-voltage pylons for longer-distance trains, similar to those found on European high-speed rail systems and on the Northeast Corridor between New Haven, Connecticut and Boston.

RDG cars used for suburban service were similar to the PRR MP54 cars, although slightly more modern. They were distinguished by square windows at cab ends and a dark grey-green livery. Some cars were rebuilt during the 1970s and received a new blue paint scheme; these were called "Blue Fleet" cars or "Blueliners". Today, the line uses the same Silverliner EMU (electric multiple-unit) cars as like that of the rest of the system.

On August 29, 2011, SEPTA adjusted the midday service pattern to encourage ridership at Colmar station, which had available parking capacity immediately adjacent to Pennsylvania Route 309. Previously, every other train turned back at Lansdale; those trains now call at Colmar before terminating at Link Belt, providing half-hourly service at Colmar between the morning and afternoon rush hours.[2]

On December 18, 2011, SEPTA eliminated weekend service at Link Belt and New Britain due to low ridership.

Name change[edit]

R5 Lansdale.gif
R5 Doylestown.gif

On July 25, 2010 SEPTA renamed the service from the R5 Lansdale/Doylestown to simply the Lansdale/Doylestown Line as part of system-wide service change that drops the R-number naming and makes the Center City stations the terminus for all lines.[3][not in citation given]

Station list[edit]

All stations have low level platforms unless otherwise noted

Zone Milepost Station Boardings City/Township County Notes
C 2.1 Temple University 3122 Philadelphia Philadelphia boardings include all lines; high level platforms
1 2.9 North Broad 176 boardings include Warminster Line and Manayunk/Norristown Line; low level platforms with mini-high-level platforms
5.1 Wayne Junction 628 boardings include Warminster Line, West Trenton Line, Chestnut Hill East Line, and Fox Chase Line; high-level platforms on outbound main line
7.3 Fern Rock Transportation Center 758 boardings include Warminster Line and West Trenton Line; high-level platforms
2 8.4 Melrose Park 443 Cheltenham Montgomery boardings include Warminster Line and West Trenton Line; high-level platforms
9.2 Elkins Park 565 boardings include Warminster Line and West Trenton Line; upgrade to high-level platforms planned
3 10.8 Jenkintown-Wyncote 1776 Cheltenham/Jenkintown boardings include Warminster Line and West Trenton Line; upgrade to high-level platforms planned   Aerial photo
11.9 Glenside 1074 Cheltenham boardings include Warminster Line;
13.0 North Hills 211 Abington
13.9 Oreland 257 Springfield
15.9 Fort Washington 897 Whitemarsh high-level platforms
17.3 Ambler 945 Ambler high-level platforms
18.8 Penllyn 151 Lower Gwynedd
20.0 Gwynedd Valley 251
4 22.4 North Wales 833 North Wales high-level platforms
23.5 Pennbrook 414 Lansdale
24.4 Lansdale 1391 Approximately half of Lansdale/Doylestown trains terminate here
25.9 Fortuna 75 Hatfield upgrade to a high-level platform planned
26.8 Colmar 277 high-level platform
27.5 Link Belt 47 high-level platform
29.7 Chalfont 105 Chalfont Bucks high-level platform
31.5 New Britain 54 New Britain high-level platform
32.8 Delaware Valley College 62 Doylestown Township high-level platform
34.4 Doylestown 296 Doylestown
Fiscal year Average weekday Annual passengers
FY 2010 15,487 4,385,929[4]
FY 2009 16,560 4,689,753[5]
FY 2008 16,285 4,611,900[6]
FY 2005 13,490 3,808,662
FY 2004 13,361 3,750,404
FY 2003 14,130 3,563,400
FY 2001 n/a 3,492,000
FY 2000 n/a 3,830,000
FY 1999 n/a 3,162,000
FY 1997 n/a 3,150,497
FY 1996 n/a 3,105,782
FY 1995 10,762 2,982,735
FY 1994 9,821 2,485,290
FY 1993 9,177 2,211,611
Note: n/a = not available

References[edit]

  1. ^ a b c Williams, Gerry (1998). Trains, Trolleys and Transit: A Guide to Philadelphia Area Rail Transit. Piscataway, New Jersey: Railpace Company, Inc. pp. 80–83. ISBN 0-9621541-7-2. 
  2. ^ "SEPTA adds more Colmar stops". September 1, 2011. Retrieved December 11, 2011. 
  3. ^ "List of new SEPTA schedules". 
  4. ^ http://www.septa.org/reports/pdf/asp12.pdf
  5. ^ http://www.septa.org/reports/pdf/asp11.pdf
  6. ^ http://www.septa.org/reports/pdf/asp10.pdf

External links[edit]