The Norristown High Speed Line (NHSL), formerly known as Route 100, is an interurban line system operating between Upper Darby and Norristown, Pennsylvania, USA. The system is operated by SEPTA, and runs entirely on its own right-of-way, inherited from the original Philadelphia and Western Railroad line. Some people still refer to the line as the P&W in reference to that carrier. The line is unique in its combination of transportation technologies. Originally a Class I railroad, the line is fully grade separated, collects power from a third rail, and has high-level platforms common to rapid transit systems, but has onboard fare collection, mostly single-car operation, and frequent stops more common to light rail systems. Previously, the Norristown High Speed Line was considered to be a light rail line, according to a 2008 SEPTA budget report; however, the line is currently considered as heavy rail interurban line, according to a 2009 SEPTA business plan.

History

The Norristown High Speed Line began service in 1907 as the Philadelphia and Western Railroad (P&W), which ran from the present 69th Street Terminal in Upper Darby, Pennsylvania to Strafford, Pennsylvania. In 1912, a branch was constructed from a point 1/4 mile west of the existing Villanova station to Norristown. The newly built branch experienced more ridership than the main line to Strafford, therefore the Norristown line became the main line and the Strafford line became a branch. In 1911 the Strafford line was extended 1/2 mile to the PRR Strafford station.

From Norristown, the P&W RR connected its tracks with Lehigh Valley Transit Liberty Bell Route to provide direct electric train service from 69th St. Terminal to Allentown, Pennsylvania. However, in 1951, Lehigh Valley Transit ended its service on the Liberty Bell Route, and in 1953 the company ended all its remaining rail service altogether. Two years later, the P&W RR was later taken over by the Philadelphia Suburban Transportation Company (PSTC) in 1953, which was more popularly known as the Red Arrow Lines. In 1956, the PSTC abandoned the original branch between Villanova to Strafford, only providing electric MU trains between 69th Street and Norristown, as it is today. The PSTC absorbed into the SEPTA in 1969, eliminating the original railroad charter and immediately becoming the "Norristown High-Speed Line Trolley," but was officially known as Route 100.

Ridership on the Norristown line peaked in 1973 with 2,860,000 annual linked trips, and again in 1980 with 2,579,000 annual linked trips. Ridership statistics for fiscal years 2000 and later are from SEPTA Annual Service Plans. Data for years 1972 to 1997 are from the SEPTA 1997 Ridership Census. There may be some discrepancy in how the ridership is reported since the Annual Service Plans report total unlinked trips, while the ridership census uses linked trips, which may exclude passengers transferring from other lines.

Station list

Mileage	Station	Zone	Township	County
0.0	69th Street Terminal	1	Upper Darby	Delaware
0.7	Parkview
1.4	West Overbrook		Haverford
1.9	Penfield
2.5	Beechwood–Brookline
3.1	Wynnewood Road
3.4	Ardmore Junction	1 and 2
3.9	Ardmore Avenue
4.5	Haverford
5.4	Bryn Mawr		Radnor
5.9	Rosemont	2
6.4	Garrett Hill
6.8	Stadium
7.0	Villanova
7.9	Radnor
8.6	County Line		Lower Merion	Montgomery
9.4	Matsonford
10.3	Gulph Mills		Upper Merion
11.0	Hughes Park
12.3	King Manor		Bridgeport
12.8	Bridgeport
13.4	Norristown Transportation Center		Norristown

Service

The fare as of is $2.00 cash on board, or $1.45 using pre-purchased tokens, with an additional $0.50 zone charge when traveling in more than one zone. The service runs seven days a week, from about 5:00 AM in the morning to 1:00 AM at night.

Local trains from 69th Street to Norristown stop at all 22 stations, and the trip lasts approximately 32 minutes. Occasionally, locals trains may run only between 69th Street and Bryn Mawr, stopping at ten stations.

During weekday peak periods (6:00-9:00 AM, 2:15-6:45 PM), the Norristown High Speed Line features express and limited services, which stop only at select stations, therefore decreasing travel time between 69th Street and Norristown. Norristown Express service, which is noted by red destination signs, travels between 69th Street and Norristown in approximately 26 minutes, and stops at 17 stations. Hughes Park Express service, which is noted by green destination signs, travels between 69th Street and Hughes Park in approximately 22 minutes, stopping at 16 stations. Norristown Limited service, which is noted by blue destination signs, travels between 69th Street and Norristown in approximately 22 minutes, stopping at only eight stations. All trains share the same two tracks, so a limited leaving Norristown, for example, will be immediately followed by an express, which stops at more stations, and therefore is spaced farther from the previous train. The next limited will catch up with it. Similarly, a local may leave Bryn Mawr right after an express stops there, and gets to 69th St. just before the next express or limited catches up with it.

Local	Norristown Express	Hughes Park Express	Norristown Limited
69th Street Terminal	69th Street Terminal	69th Street Terminal	69th Street Terminal
Parkview	—	—	—
West Overbrook	—	—	—
Penfield	Penfield	—	—
Beechwood–Brookline	—	Beechwood–Brookline	—
Wynnewood Road	—	Wynnewood Road	—
Ardmore Junction	Ardmore Junction	Ardmore Junction	Ardmore Junction
Ardmore Avenue	Ardmore Avenue	Ardmore Avenue	—
Haverford	—	Haverford	—
Bryn Mawr	Bryn Mawr	Bryn Mawr	—
Rosemont	Rosemont	Rosemont	—
Garrett Hill	Garrett Hill	Garrett Hill	—
Stadium	Stadium	Stadium	—
Villanova	Villanova	Villanova	—
Radnor	Radnor	Radnor	Radnor
County Line	County Line	County Line	—
Matsonford	Matsonford	Matsonford	—
Gulph Mills	Gulph Mills	Gulph Mills	Gulph Mills
Hughes Park	Hughes Park	Hughes Park	Hughes Park
King Manor	King Manor	—	King Manor
Bridgeport	Bridgeport	—	Bridgeport
Norristown	Norristown	—	Norristown

Extension to King of Prussia

There is a to extend the Norristown High Speed Line to serve the King of Prussia Mall and Valley Forge office parks. The extension would branch from the existing line just north of the Hughes Park station, continue westward along the Norfolk Southern Morrisville Line right-of-way, and then northward through King of Prussia to Valley Forge. This extension would include of elevated track.

It is projected that this extension would add an additional 3,800 daily riders. SEPTA already has enough N-5 rail vehicles to cover this extended service. It would also complement the Schuylkill Valley Metro line that will have a "Cross-County" segment that will also use the Norfolk Southern freight line from King of Prussia to Glenloch near Exton.

Fiscal year	Average weekday	Annual passengers
FY 2005	8,801	2,512,690
FY 2004	8,428	2,463,500
FY 2003	7,925	2,491,074
FY 2000	9,250	3,046,927

Fiscal year	Annual linked trips		Fiscal year	Annual linked trips
1997	1,754,000		1984	2,338,000
1996	1,696,000		1983	2,484,000
1995	1,926,000		1982	2,089,000
1994	2,079,000		1981	1,899,000
1993	2,251,000		1980	2,579,000
1992	2,222,000		1979	2,133,000
1991	2,234,000		1978	1,992,000
1990	2,162,000		1977	1,832,000
1989	2,295,000		1976	2,218,000
1988	2,185,000		1975	2,162,000
1987	1,888,000		1974	2,425,000
1986	1,915,000		1973	2,860,000
1985	2,255,000		1972	2,496,000

See also

• List of rapid transit systems

References

1. SEPTA History

• US DOT Planning Report
• McGraw Publishing Co.: Norristown Extension of Philadelphia & Western Railway. Electric Railway Journal, Vol. XL, No. 16, October 26, 1912, p. 906.