Media/Elwyn Line

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Media/Elwyn Line
SEPTA 49th Street regional rail station 02.jpg
SEPTA regional rail train at 49th Street Station on the Media/Elwyn line.
Overview
TypeCommuter rail
SystemSEPTA Regional Rail
StatusOperating
TerminiTemple University
Elwyn
Stations19
Daily ridership11,148[1]:94
Websitesepta.org
Operation
Operator(s)SEPTA Regional Rail
Rolling stockElectric multiple units
Technical
Track gauge4 ft 8 12 in (1,435 mm) standard gauge
ElectrificationCatenary
Route map

West Chester
West Chester Railroad
West Chester University
Oakbourne
closed
1961
Westtown
West Chester Railroad
Cheyney
West Chester Railroad
Locksley
West Chester Railroad
Glen Mills
West Chester Railroad
Darlington
Wawa
Lenni
Glen Riddle
Williamson School
West Chester branch
closed 1986
Elwyn
Media
Moylan – Rose Valley
Wallingford
Swarthmore
Morton
Secane
Primos
Clifton–Aldan
Gladstone
Lansdowne
Fernwood–Yeadon
Angora
49th Street
Arsenal Interlocking
University City
30th Street Station
Amtrak NJ Transit
Suburban Station
Jefferson Station
Temple University

The Media/Elwyn Line is a SEPTA Regional Rail line that runs from Center City Philadelphia west to Elwyn in Delaware County.

The line, originally known as the Media/West Chester Branch, offered service to West Chester. On September 19, 1986, service was truncated to the current terminus at Elwyn. SEPTA still calls the infrastructure along the line, but not the train service itself, the West Chester Branch.[2]

As of November 2016, most inbound Media-Elwyn line trains continue onto the West Trenton and Manayunk/Norristown lines.[3]

At the end of 2021, service is to expand westward to a new station in Wawa.[4] Planning officials, rail proponents and SEPTA have also discussed a resumption to the original terminus in West Chester without success.

Since 1997, the heritage railway West Chester Railroad has operated on the tracks between Glen Mills and West Chester, where SEPTA no longer runs trains; this is the only such operation on a SEPTA-owned line.[5] Amtrak maintenance trains also collect track ballast from a quarry near Glen Mills station.[citation needed]

Route[edit]

Elwyn, current terminus of the Media/Elwyn Line

Media/Elwyn Line trains use the West Chester Line, formerly the Pennsylvania Railroad's West Chester Branch, which diverges from the SEPTA Main Line at 30th Street Station. At Arsenal Interlocking, just south of University City, there is a junction with Amtrak's Northeast Corridor where Airport and Wilmington/Newark trains diverge. The West Chester branch turns west, curves around the Woodlands Cemetery, and heads west towards Elwyn. From University City to Fernwood–Yeadon, the line is grade-separated;[6] immediately west of Fernwood/Yeadon station, the abandoned Newtown Square Branch diverges north.[7]

The line has four high steel trestle river valley crossings, built between 1891 and 1896 to replace earlier structures. From west to east, the first of these is over Ridley Creek between Elwyn and Media, and is 641 feet long and 103 feet high. The second, over Crum Creek between Wallingford and Swarthmore, is the longest of the four, and measured 915 feet long and 97 feet tall. The third, 274 feet long, crosses Darby Creek immediately west of Gladstone. The last, 377 feet long, crosses Cobbs Creek between Fernwood-Yeadon and Angora at a height of 56 feet.[8] The Crum Creek Viaduct, which required extensive rebuilding and complete repainting (with a lengthy shutdown of service beyond Swarthmore) by SEPTA in 1983 after decades of deferred maintenance, will be completely replaced by September 2016.[9] The other three trestles, which received attention similar to Crum Creek in the 1980s, are undergoing a comprehensive structural and substructural renewal scheduled for completion in summer 2016.[10]

The line is double-tracked from Arsenal Interlocking to Elwyn and single-tracked beyond,[6] with passing sidings at or near Glen Riddle, Lenni, Glen Mills, Cheyney, Westtown and West Chester. As of November 2016, all SEPTA trains currently terminate at Elwyn, although the single-track section near Lenni (where the derelict PRR Chester Creek and Octoraro branches merged) is used by SEPTA division to train new regional rail operators. The sidings once allowed multiple commuter trains to operate on the single-track section.[citation needed] Passing sidings were marked by the PRR's trademark bowtie catenary poles,[clarification needed] while single-track areas used single-pole catenary supports.[citation needed] After regular service ended beyond Elwyn in 1986, vandals gradually stole the copper catenary wire, prompting SEPTA to remove the rest in summer 2005.[citation needed] SEPTA has been aggressively replacing its legacy catenary systemwide; it plans to replace the remaining 1928 catenary from University City to Lenni between 2014 and 2017.[11]

History[edit]

The line was originally built by the West Chester and Philadelphia Railroad, which opened the Philadelphia-to-Burmont section on November 15, 1853. The WC&P extended service to Media on October 19, 1854, and to West Chester on November 11, 1858.[12]:513 [13]

In the early 1880s, the Pennsylvania Railroad gained control of the line, which it renamed its West Chester Branch. One early station, Pennellton, located along a passing siding between the stations of Darlington and Wawa, was removed from service by 1911.[citation needed] Electrified service began December 2, 1928.

The line passed to Penn Central in 1968, which was absorbed by Conrail in 1976.

1979 collision[edit]

On October 16, 1979, at 8:19 a.m., an inbound train collided with two others plus cars from a fourth train between Angora and 49th Street stations. The accident killed one person and injured 525 others.

Earlier, Train #712, a nine-car train of former PRR MP54E6 cars, had left behind the rear two cars (a coupler between the seventh and eighth car had broken), then continued on to Suburban Station. Train #716, consisting of nine ex-Reading "Blueliner" heavyweight cars, was detailed to push the empty defective cars out of the way, and slowed to a stop in order to couple with them. Train #0714, two Silverliner IVs, then stopped short of #716, in accordance with signal rules.

The next train, #1718, a four-car consist of three Silverliner IIs and one Silverliner III, neither stopped at the nearest signal nor slowed adequately at the previous signal, nor did the engineer apply the air brake correctly once the rear of #0714 was seen around a curve. Traveling at an estimated 28 mph, #1718 rear-ended #0714, shoving it forward to collide in succession with all the other stopped equipment. Both cars of #0714 derailed, as did some of the other cars.

A total of 525 passengers were injured, including a conductor who died a few days later from his injuries. Many cars were damaged, including the lead car of #1718 (Silverliner II #265) which was later written off and scrapped.[14]

In addition to speed and signal rules violations, other causative factors in the accident cited by the National Transportation Safety Board included: inoperative onboard radios in the Silverliners, and no radios at all in the heavyweight MUs; an inoperative speedometer on Train 1718; improper operation of the air brake (a full-service brake application rather than an emergency "dumping the air" application) by #1718's engineer once he realized a collision was imminent; and the possible distraction caused by the presence of three other employees in #1718's operating cab. Also, the branch's 50-year-old automatic block signal system was criticized as being inadequate in such a situation; although it worked correctly, the system was not equipped to display cab signal indications or stop the train in event of a speed violation, nor could it allow trains to operate against the current of traffic on either track.[14] SEPTA subsequently resignaled the line to all of these standards using color light wayside signals, first between Arsenal and Secane interlockings in the late 1980s, and then from Secane to Elwyn in the mid-1990s during restoration of double track between Media and Elwyn.

SEPTA era[edit]

R3 signage before truncation
Signage used by SEPTA for R3 service until July 25, 2010

SEPTA took over operations in 1983, running commuter service on the line to West Chester. Beginning in 1984 the route was designated R3 West Chester and R3 Elwyn as part of SEPTA's diametrical reorganization of its lines. Shuttles operated between West Chester and Elwyn; Elwyn trains operated through the city center to North Broad station but did not continue on to the ex-Reading side of the system. Plans had called for the line to be paired with the Chestnut Hill West Line but this depended on a never-built connection from the Chestnut Hill West Line to the ex-Reading near Wayne Junction.[15] In later years the line was paired with the West Trenton Line.[16] The R-number naming system was dropped on July 25, 2010.[17] As of November 2017, roughly half of weekday Media/Elwyn trains continue to West Trenton and the rest to various other destinations, while all weekend trains continue to West Trenton.[18]

On September 19, 1986, SEPTA ended service west of Elwyn. Ridership on that segment had dwindled, a process accelerated by bustitution used while the deteriorating tracks were closed for repair. In addition, Chester County officials preferred to expand Exton Station on SEPTA's Paoli/Thorndale Line. SEPTA only had funds for one of the two projects, so service to West Chester was terminated.[citation needed] SEPTA did not officially place the line out of service until late 1991. At the time, Delaware County officials were pushing to restore service at least as far as Wawa, but Chester County officials were unenthusiastic and SEPTA General Manager Louis Gambaccini said service restoration between Wawa and West Chester was "not cost-effective." [19] Nonetheless, SEPTA studied the possibility of restoring service on the 3 miles from Elwyn to Wawa later in the decade.[citation needed]

SEPTA activated positive train control on the Media/Elwyn Line on September 26, 2016.[20]

Elywn-Wawa restoration[edit]

In June 2005, SEPTA hired URS Corporation for design and engineering services for a project to restore rail service between Elwyn and Wawa stations. The engineering design phase began the following month, and includes preliminary engineering, environmental impact analysis, and final engineering.[21] Shortfalls in funding delayed completion of the phase to 2010,[22][23] and construction was expected to take 24 to 36 months to complete.[citation needed] As of November 2016, the project's completion date has slipped to the Summer of 2020. As of November 2018, the completion date has been further delayed to the end of 2021.[4]

The project will lay new track; install new catenary, signals, and communications equipment; and build new structures, including a new station at Wawa with a large park-and-ride facility.[24] SEPTA initially estimated that the cost would be $51,327,000,[citation needed] but in SEPTA's 2014 Capital Budget, the estimate had risen to $91,387,000.[11] The extension is expected to reduce traffic congestion through Middletown Township.[24] A new train storage facility at Lenni will also be constructed.[citation needed]

The Wawa Station will be ADA-compliant with high platforms, a sales office, ticket vending machines, and a waiting room. Plans for a parking lot at Wawa were abandoned to avoid flooding from Chester Creek.[24] Nonetheless, the station is expected to see 500 commuters on a typical weekday, as it will sit next to US Route 1 and serve the nearby corporate headquarters of Wawa Food Markets.[25] Bus service will connect the station to Painters Crossing and Concordville, Pennsylvania.

The Delaware County Planning Department is working with SEPTA and Friends of the Chester Creek Branch to build a hiking trail within SEPTA's right-of-way from the new Wawa station to Lenni Road. This will be the northern end of the Chester Creek Trail.[24]

Proposed restoration of service to West Chester[edit]

SEPTA has also been urged to restore service to West Chester by Chester County officials, who originally allowed SEPTA to end service at Elwyn in 1986. The request would give commuters an alternative to driving to the Paoli/Thorndale Line stations in Exton or Paoli, and reduce congestion on U.S. Route 202 between Route 1 and West Chester. West Chester University President Madeleine Wing Adler wrote a letter in support of an extension to West Chester, saying students needed reliable and fast transportation to Media and Philadelphia.[citation needed] In 2014, the borough council of West Chester voted to establish a Committee to Reestablish Rail Service to West Chester.[26] However, in 2014, SEPTA official Byron Comati argued that West Chester lacks ridership demand needed to support expansion of the Media/Elwyn Line, in part due to competition from the Paoli/Thorndale Line.[26] Additionally, according to Comati, the "circuitous alignment" of the Media/Elwyn Line would mean that a trip from West Chester into Philadelphia would take two hours, whereas the Paoli line offers a 45-minute trip from the Exton station.[26]

Station list[edit]

Unused or destroyed stations are in gray.

Zone
[27]
Station Miles (km)
from Center City
Date
opened
Date
closed
Connections / notes
C University City Handicapped/disabled access 1.8 miles (2.9 km)     SEPTA: Airport Line, Warminster Line, West Trenton Line, Wilmington/Newark Line; Bus transport 40, LUCY
1 49th Street Handicapped/disabled access 3.3 miles (5.3 km)     SEPTA: Bus transport 13, 64
Angora 4.5 miles (7.2 km)     SEPTA: Bus transport 34, 46, G
Philadelphia city line
2 Fernwood–Yeadon 5.5 miles (8.9 km)     SEPTA: Bus transport 68, 108
Lansdowne 6.3 miles (10.1 km)     SEPTA: Bus transport 109, 113, 115
Gladstone 7.0 miles (11.3 km)    
Clifton–Aldan 7.6 miles (12.2 km)     SEPTA: 102 (Sharon Hill)
Primos Handicapped/disabled access 8.2 miles (13.2 km)     SEPTA: Bus transport 107
Secane 8.9 miles (14.3 km)    
Morton Handicapped/disabled access 10.0 miles (16.1 km)     SEPTA: Bus transport 107
3 Swarthmore Handicapped/disabled access 11.4 miles (18.3 km)     SEPTA: Bus transport 109
Wallingford 12.4 miles (20.0 km)    
Moylan–Rose Valley 13.3 miles (21.4 km)    
Media Handicapped/disabled access 14.0 miles (22.5 km)     SEPTA: 101 (Media)
Elwyn Handicapped/disabled access 15.1 miles (24.3 km)     SEPTA: Bus transport 117
4 Williamson School 15.9 miles (25.6 km)   September 19, 1986[28]
Glen Riddle 16.7 miles (26.9 km)   September 19, 1986[28]
Lenni 17.4 miles (28.0 km)   September 19, 1986[28]
Wawa 18.1 miles (29.1 km)   September 19, 1986[28] Planned extension from Elwyn slated to open in 2020.[29]
Darlington 18.7 miles (30.1 km)   October 4, 1981[30]
Glen Mills 20.3 miles (32.7 km)   September 19, 1986[28]
Locksley 21.6 miles (34.8 km)   October 4, 1981[30]
Cheyney 22.2 miles (35.7 km)   September 19, 1986[28]
5 Westtown 23.9 miles (38.5 km)   September 19, 1986[28]
Oakbourne 25.5 miles (41.0 km)   1961
West Chester University 27.1 miles (43.6 km)   September 19, 1986[28]
West Chester 27.5 miles (44.3 km)   September 19, 1986[28]

Ridership[edit]

Between FY 2008–FY 2014 yearly ridership on the Media/Elwyn Line ranged from 2.8 to 3.0 million.[1]:94[31][32][33][34][35][36]

1,000,000
2,000,000
3,000,000
4,000,000
FY 2008
FY 2009
FY 2010
FY 2011
FY 2012
FY 2013
FY 2014

References[edit]

  1. ^ a b "Fiscal Year 2016 Annual Service Plan" (PDF). SEPTA. June 2015. Retrieved August 13, 2016.
  2. ^ "RATES, RULES AND REGULATIONS GOVERNING THE PROVISION OF PARKING FACILITIES," SEPTA, 2007
  3. ^ "Media/Elwyn Line Timetable (effective October 2, 2016)" (PDF). SEPTA. Retrieved 5 November 2016.
  4. ^ a b "Elwyn to Wawa". septa.org. SEPTA. February 2016.
  5. ^ West Chester Railroad website
  6. ^ a b "Railroad Division: Timetable #1" (PDF). SEPTA. January 17, 2000. pp. 99–102.
  7. ^ "Pennsylvania Railroad Company's Lines (East of Pittsburgh and Erie)" (JPEG). Rutgers Mapmakers. 1 July 1899. Retrieved 23 March 2017.
  8. ^ Lynch, James J. D. Jr. (1988). "The West Chester Branch". The High Line. Philadelphia Chapter of the Pennsylvania Railroad Technical & Historical Society. 8 (2–3): 29, 31–32.
  9. ^ SEPTA. "Rebuilding for the Future: Media/Elwyn Regional Rail Line Crum Creek Viaduct (M.P 11.87)". Southeastern Pennsylvania Transportation Authority. Retrieved 29 January 2015.
  10. ^ SEPTA. "Rebuilding for the Future: Media/Elwyn Regional Rail Line Bridge Repairs". Southeastern Pennsylvania Transportation Authority. Retrieved 29 January 2015.
  11. ^ a b SEPTA. "Fiscal Year 2014 Capital Budget Proposal: Fiscal Years 2014 - 2025 Capital Program Including Unfunded Capital Needs" (PDF). Southeastern Pennsylvania Transportation Authority. Retrieved 22 May 2013.
  12. ^ Poor, Henry V. (1860). History of the Railroads and Canals of the United States of America. 1. New York: John H. Schultz & Co.
  13. ^ Ashmead, Henry G. (1884). "XX. Traveling and Transportation". History of Delaware County, Pennsylvania. Philadelphia: L.H. Everts. p. 199.
  14. ^ a b Railroad Accident Report: Collision of Conrail Commuter Trains, Philadelphia, Pennsylvania, October 16, 1979 (Report). Washington, D.C.: National Transportation Safety Board. May 12, 1980. NTSB-RAR-80-5.
  15. ^ Vuchic, Vukan; Kikuchi, Shinya (1984). General Operations Plan for the SEPTA Regional High Speed System. Philadelphia: SEPTA. pp. 2–8.
  16. ^ DeGraw, Ronald (1994). "Regional Rail: The Philadelphia Story" (PDF). Transportation Research Record (1433): 108.
  17. ^ Lustig, David (November 2010). "SEPTA makeover". Trains Magazine. Kalmbach Publishing: 26.
  18. ^ "Media/Elwyn Line" (PDF). SEPTA. September 10, 2017. Retrieved November 15, 2017.
  19. ^ Pawson, John (January 6, 1992). "Cheyney-West Chester: Out of Service". Delaware Valley Rail Passenger. Archived from the original on 15 March 2012.
  20. ^ "Positive Train Control Update". SEPTA. May 1, 2017. Retrieved May 17, 2017.
  21. ^ R3 extension expected to ease Elwyn parking, Delco Times, April 6, 2006
  22. ^ SEPTA Fiscal Year 2009 Capital Budget and Fiscal Years 2009–2020 Capital Program, p. 45
  23. ^ SEPTA proposed Capital Budget 2010
  24. ^ a b c d Planning Matters, Newsletter of the Delaware County Planning Department, Winter 2009, p.2 Archived 2011-06-08 at the Wayback Machine.
  25. ^ "R3 rail line extension on track." Delaware County Times. 2004-10-18.
  26. ^ a b c Gerrard, Jeremy (27 February 2014). "Bring back trains, some in West Chester urge". Daily Local News. Retrieved 7 October 2014.
  27. ^ "Media/Elwyn Line Timetable" (PDF). Philadelphia, Pennsylvania: Southeastern Pennsylvania Transportation Authority. September 10, 2017. Retrieved October 30, 2017.
  28. ^ a b c d e f g h i "The Potential of Rail Service to West Chester Borough". Borough of West Chester. p. 24. Retrieved November 4, 2017.
  29. ^ "Elwyn to Wawa". septa.org. SEPTA. February 2016.
  30. ^ a b Tulsky, Fredric N. (September 24, 1981). "Rail Cuts Approved by SEPTA". The Philadelphia Inquirer. p. 23. Retrieved October 30, 2017 – via Newspapers.com. open access publication – free to read
  31. ^ "Fiscal Year 2015 Annual Service Plan" (PDF). SEPTA. May 2014. p. 60. Retrieved August 13, 2016.
  32. ^ "Fiscal Year 2014 Annual Service Plan" (PDF). SEPTA. May 2013. p. 44. Retrieved August 13, 2016.
  33. ^ "Fiscal Year 2013 Annual Service Plan" (PDF). SEPTA. May 2012. p. 55. Retrieved August 13, 2016.
  34. ^ "Fiscal Year 2012 Annual Service Plan" (PDF). SEPTA. July 2011. p. 94. Retrieved August 13, 2016.
  35. ^ "Fiscal Year 2011 Annual Service Plan" (PDF). SEPTA. June 2010. p. 70. Retrieved August 13, 2016.
  36. ^ "FY 2010 Annual Service Plan" (PDF). SEPTA. June 2009. p. 63. Retrieved August 13, 2016.

External links[edit]