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Pottsville Line

A Reading Company Budd Rail Diesel Car leaves Reading Terminal in 1964
Overview
Status	Discontinued
Last service	26 July 1981 (1981-07-26)
Route
Average journey time	2 hours 30 minutes
Line(s) used	Reading main line Norristown Branch Ninth Street Branch
Technical
Rolling stock	Budd Rail Diesel Cars
Route map Legend 0:00 Pottsville 0:08 Schuylkill Haven 0:16 Auburn Schuylkill County Berks County 0:29 Hamburg 0:36 Shoemakersville 0:38 Mohrsville 0:43 Leesport 0:56 0:59 Franklin Street (Reading) 1:11 Birdsboro 1:15 Monocacy Berks County Montgomery County 1:23 Pottstown 1:31 Linfield 1:36 Royersford 1:44 Phoenixville 1:52 Valley Forge Trains to Norristown–Elm Street 2:01 Norristown Montgomery County Philadelphia County Trains to Glenside, Jenkintown, and points north 2:24 North Broad Street 2:30 Reading Terminal (Philadelphia) This diagram: view talk edit

The Pottsville Line was a commuter rail service in the Delaware Valley, connecting Pottsville, Reading, and Pottstown with Philadelphia. It was the last vestige of passenger service on the former Reading main line. The service lasted into the SEPTA era and was discontinued in 1981. SEPTA continues to operate Manayunk/Norristown Line commuter trains between Philadelphia and Norristown.

Route

Trains originated at Pottsville, at the northern end of the Reading main line and 93.6 miles (150.6 km) from the Reading Terminal in Philadelphia. Major intermediate stops included Reading, Pottstown, and Phoenixville. At Norristown, trains left the main line and crossed the Schuylkill River, joining the electrified Norristown Branch. Pottsville trains skipped most intermediate stops, stopping only at Norristown-De Kalb and North Broad Street before reaching Reading Terminal.

History

The Reading's electrified territory ended at Norristown; the Great Depression curtailed plans to extend electrification up the main line. Electrification and multiple unit operation permitted more frequent service to Norristown. At the end of the 1970s service operated at 30 minute headways, compared to seven round-trips per day to Reading or Pottsville.

When Amtrak was forming in 1970–1971, the Reading determined that its longer-distance trains qualified as commuter trains and stayed out of the system. Public subsidy of the trains began in the late 1960s. Conrail replaced the Reading as the operator of the service after the latter's bankruptcy. SEPTA subsidized operations within its five-county area; practically speaking, no further than Pottstown. Federal and state subsidies made up the difference.

The Pottsville line was one of four diesel routes that were part of the SEPTA network at the end of the 1970s. Most trains ran with Budd Rail Diesel Cars; SEPTA also had three EMD FP7 locomotives and a set of coaches. The Pottsville service faced several challenges:

1. The section between Pottstown and Pottsville lay outside SEPTA's five-county area. Funds to operate that part of the service had to be drawn from state and federal sources, or from entities within Berks and Schuylkill County.
2. The diesel-powered equipment was aging and increasingly unreliable.
3. The Center City Commuter Connection, begun in 1978, would open in 1984. The tunnel would link the ex-Pennsylvania Railroad and ex-Reading parts of the commuter rail network, transforming operations. It would also lead to the closure of the Reading Terminal, and the end of direct diesel service to Philadelphia.

A change in Pennsylvania state law, effective at the start of 1981, significantly reduced the subsidy for SEPTA services outside the five-county area. SEPTA estimated the combined shortfall for the Bethlehem and Pottsville trains at $2 million. Berks and Schuylkill counties refused to subsidize the service, and SEPTA initially planned to truncate service at Pottstown, the last station within the five-county area. Through operation to Philadelphia would be replaced by a rail shuttle to Norristown. A final attempt to preserve service, with the Pennsylvania Department of Transportation (PennDOT) providing subsidies and the Berks Area Reading Transportation Authority (BARTA) acting as operator, foundered when BARTA rejected the arrangement.

Service north of Pottstown ended on July 1, 1981. SEPTA, in the middle of a major funding dispute with Conrail, discontinued the Pottstown shuttles on July 26, 1981, as part of broader system cutbacks.

Restoration proposals

Since the end of the Pottsville trains there have been various proposals for restoring service over the former Reading main line:

• the Schuylkill Valley Metro, which contemplated service between Philadelphia and Reading using the former Reading main line and parts of the abandoned ex-Pennsylvania Railroad Schuylkill Branch. The project failed to obtain funding was canceled in 2006.
• Amtrak, as part of its "Amtrak Connects US", proposed restoring Philadelphia to Reading service using the main line and bypassing the Norristown Branch. The proposal was announced in 2021 and received funding from the Federal Railroad Administration in 2023.

Notes

1. The Interstate Commerce Commission had defined various criteria for assessing whether a train qualified as a "commuter train," including the character of the operation and ridership and the distance traveled.
2. The others were the Bethlehem/Quakertown service, extending from Lansdale, the former Wall Street and Crusader trains to Newark, and the shuttles on the Newtown Branch.

Footnotes

1. ^ "Pottsville–Reading–Philadelphia". Reading Company. February 6, 1972. Retrieved July 6, 2022.
2. ^ Williams (1998), p. 47.
3. Pawson 1979, pp. 44, 56.
4. Thoms (1973), pp. 21–22.
5. Thoms (1973), p. 48.
6. Pawson (1979), p. 62.
7. Woodland (2003), p. 21.
8. USRA (1975), p. 46.
9. Woodland (2003), p. 23.
10. Pawson (1979), p. 63.
11. "SEPTA expected to halt rail service to Pottsville". Standard-Speaker. December 27, 1980. p. 15. Retrieved July 10, 2022 – via Newspapers.com.
12. Opdyke, Tom (January 7, 1981). "Montco commissioners eye transit alternatives to SEPTA rail cutbacks". The Morning Call. p. 22. Retrieved July 10, 2022 – via Newspapers.com.
13. Lockerby, Ken (March 26, 1981). "SEPTA Votes to Trim 2 Rail Lines". Philadelphia Daily News. p. 14. Retrieved July 10, 2022 – via Newspapers.com.
14. Hilferty, John (June 25, 1981). "PennDOT to halt commuter trains on Pottsville and Bethlehem lines". The Philadelphia Inquirer. p. 17. Retrieved July 10, 2022 – via Newspapers.com.
15. "Train service ending". Pottsville Republican. June 30, 1981. p. 3. Retrieved July 10, 2022 – via Newspapers.com.
16. Tulsky, Fredric N. (July 23, 1981). "SEPTA votes cut in trains". The Philadelphia Inquirer. p. 19. Retrieved July 10, 2022 – via Newspapers.com.
17. "Rail Service Marks End of An Era". News Herald. July 29, 1981. p. 1. Retrieved July 10, 2022 – via Newspapers.com.
18. King, Larry (August 24, 2006). "Proposed line dead in its tracks". The Philadelphia Inquirer. p. B3. Retrieved July 14, 2022 – via Newspapers.com.
19. "Amtrak reveals 'vision' for service between Reading, NYC". WFMZ-TV. August 20, 2021. Retrieved July 14, 2022.
20. "Houlahan: Reading on track to restore rail service". Berks Weekly. 5 December 2023. Retrieved 6 December 2023.

References

• Pawson, John R. (1979). Delaware Valley Rails: The Railroads and Rail Transit Lines of the Philadelphia Area. Willow Grove, PA: Pawson. ISBN 0-9602-0800-3. OCLC 5446017.
• Thoms, William E. (1973). Reprieve for the Iron Horse: The AMTRAK Experiment–Its Predecessors and Prospects. Baton Rouge, Louisiana: Claitor's Publishing Division. OCLC 1094744.
• United States Railway Association (1975). Final system plan for restructuring railroads in the Northeast and Midwest region pursuant to the Regional Rail Reorganization Act of 1973 (PDF). Vol. 1. Washington, DC. OCLC 2889148.{{cite book}}: CS1 maint: location missing publisher (link)
• Williams, Gerry (1998). Trains, Trolleys & Transit: A Guide to Philadelphia Area Rail Transit. Piscataway, New Jersey: Railpace Company. ISBN 978-0-9621541-7-1.
• Woodland, Dale W. (December 2003). "SEPTA's Diesels". Railpace Newsmagazine. pp. 21–26, 42–43, 46–47. ISSN 0745-5267.

v t e  SEPTA (Southeastern Pennsylvania Transportation Authority)
Metro	Lines Current  Market–Frankford Line  Broad Street Line  Subway–Surface Trolleys  Route 10  Route 34  Route 13  Route 11  Route 36  Route 15 Trolley  Media–Sharon Hill Line  Norristown High Speed Line Former Trolley routes 6 23 50 53 56 60 Proposed Roosevelt Boulevard Subway Stations Proposed List of stations Major stations 69th Street T.C. Darby T.C. Drexel Station at 30th Street Fern Rock T.C. Frankford T.C. Norristown T.C. Olney T.C. Equipment Proposed Kawasaki Type K LRV SEPTA PCC III B-4 M-4 N-5
Regional Rail	Lines Current      Airport Line      Chestnut Hill East Line      Chestnut Hill West Line      Cynwyd Line      Fox Chase Line      Glenside Combined      Lansdale/​Doylestown Line      Manayunk/​Norristown Line      Media/Wawa Line      Paoli/​Thorndale Line      Trenton Line      Warminster Line      West Trenton Line      Wilmington/​Newark Line Former Bethlehem Line Cynwyd-Ivy Ridge service Elwyn-West Chester service Fox Chase-Newtown service Pottsville Line Thorndale-Parkesburg service Proposed Schuylkill River Passenger Rail Stations Proposed List of current stations List of former stations Major stations 30th Street Suburban Jefferson Temple University Equipment Current Siemens ACS-64 Comet Silverliner Silverliner IV Silverliner V  Former ABB ALP-44 EMD AEM-7 Silverliner Silverliner I Silverliner II Silverliner III
Buses and trolleybuses	Current Trackless trolley routes 59 66 75 City bus routes 6 23 29 35 37 38 53 56 60 79 Suburban bus routes 103 104 Former Trackless trolley routes 29 79
Miscellaneous	1983 Regional Rail strike 25 Hz traction power system Callowhill Depot Center City Commuter Connection SEPTA Key

• Railway services discontinued in 1981
• SEPTA Regional Rail