Restored service has been proposed, but is not planned by SEPTA. The line is currently used by the East Penn Railroad, serving Quakertown's industrial complexes and distribution centers. With 6,884 daily riders every weekday in Fiscal year 2022, it is the second busiest line in SEPTA's Regional Rail network.[2]
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, it was owned by Conrail between 1976 and 1983 and by the Reading Railroad before 1976. The main part of the line, from Philadelphia north to Lansdale, was part of the Reading Railroad's northbound 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.[3]
Electrified service between Philadelphia and Hatboro, Lansdale, Doylestown and West Trenton was opened on July 26, 1931. Equipment consisted of dark green painted electric multiple unit cars built at the Reading's own shops. Some of the cars were rebuilt during the 1960s receiving air conditioning, refreshed interior and a new blue paint scheme resulting in their being referred to as "Blueliners". Today, the line uses the Silverliner family of EMU cars which operate throughout SEPTA's Regional Rail system.[3]
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.[3] Trackage north of Quakertown was dismantled after the railbed was leased for use as the interim Saucon Rail Trail.
Between 1984–2010 the route was designated R5 Doylestown and R5 Lansdale as part of SEPTA's diametrical reorganization of its lines. Lansdale and Doylestown trains operated through the city center to the Paoli Line on the ex-Pennsylvania side of the system.[4]
21st century
In the early 2000s, upgrades were made to several stations to make them ADA-accessible by giving them elevated platforms. In 2005, construction began[5] on a new station at Fort Washington which was moved 300 feet to the south.[6] In 2007, construction began to reconstruct the platforms at North Wales station and build a new station atop the existing footprint.[7] In 2008, construction began to build a new station at Ambler across the street from the existing station.[7] All three projects were complete by 2010.[8][9]
The R-number naming system was dropped on July 25, 2010.[10] As of 2022[update], most Lansdale/Doylestown Line trains continue through Center City to Wilmington or Newark on the Wilmington/Newark Line on weekdays and to Malvern or Thorndale on the Paoli/Thorndale Line on weekends.[11]
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 then continued on to call at Colmar before terminating at Link Belt, providing half-hourly service at Colmar between the morning and afternoon rush hours.[12][13]
On December 18, 2011, SEPTA eliminated weekend service at Link Belt and New Britain due to low ridership.[13][14] In the fall of 2012, New Britain was added back to the weekend schedule as a flag stop.[15][16]
SEPTA activated positive train control on the Lansdale/Doylestown Line from Doylestown to Glenside on June 13, 2016. Positive train control was activated from Glenside to Fern Rock on December 12, 2016 and from Fern Rock to 30th Street on January 9, 2017.[21]
On April 9, 2020, service on the line was truncated to Lansdale due to the COVID-19 pandemic. Service to Doylestown resumed on June 22, 2020.[22][23] While service has resumed, it remains more limited than before the COVID-19 pandemic, especially during peak hours.
Pre-pandemic, during peak hours there were 10 trains in the morning (arriving in Center City from open until 9:30 a.m.) and 11 peak trains in the afternoon (leaving Center City between 4 and 7 p.m.).[24][25] Of the peak morning trains, 5 originated in Doylestown, 2 originated in Colmar, and 3 originated in Lansdale. Five of the peak morning trains were express trains; 3 were express from Fort Washington to Temple University and 2 were express from Jenkintown to Temple University.[25] Of the peak afternoon trains, 5 terminated at Lansdale, 1 terminated at Link Belt, and 5 terminated at Doylestown. Five of the peak afternoon trains were express trains; 4 were express from Temple University to Fort Washington and 1 was express from Temple University to North Wales.[25]
The Reading Company constructed the current building at Jenkintown–Wyncote station in 1932Penllyn station opened in 1930Lansdale station, a major station along the lineColmar station in 2006Doylestown station, which serves as the terminus of the Lansdale/Doylestown Line
The Lansdale/Doylestown Line makes the following station stops after leaving the Center City Commuter Connection; stations indicated with a gray background are closed.
Known as Sandy Run from 1855–March 1884,[31] Camp Hill from March 1884–February 16, 1931,[32] and Sellwick.[32] Closed on November 10, 1996 due to low ridership.[33]
BCT: Doylestown DART, DART WestThe station was named Farm School until the 1960s, reflecting the college's original name. The station was then called Delaware Valley College until 2015.
Between FY 2013–FY 2019 yearly ridership on the Lansdale/Doylestown Line ranged between 4.6–5.0 million before collapsing during the COVID-19 pandemic.[note 1]
1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
FY 2013
FY 2014
FY 2015
FY 2016
FY 2017
FY 2018
FY 2019
FY 2020
FY 2021
FY 2022
FY 2023
Notes
^Data for individual lines is not available for FY 2020.[1]
^ abcWilliams, Gerry (1998). Trains, Trolleys & Transit: A Guide to Philadelphia Area Rail Transit. Piscataway, New Jersey: Railpace Company. pp. 80–83. ISBN978-0-9621541-7-1.
^Vuchic, Vukan; Kikuchi, Shinya (1984). General Operations Plan for the SEPTA Regional High Speed System. Philadelphia: SEPTA. pp. 2–8.
^"New Rail Schedules Set". The Philadelphia Inquirer. Philadelphia, Pennsylvania. October 2, 1992. p. 36. Retrieved October 19, 2017 – via Newspapers.com.
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