by Pacobell73
Another snapshot from Delaware Valley Rails by John R. Pawson. What is most fascinating about this writeup on the Rergional Rail network is how very little has changed in 31 years. While other transit agencies in the northeast have truly redefined themselves since Conrail washed their hands of the money-losing commuter trains, SEPTA's misguided management strategies have truly weakened what was once a superb railway system. Other interesting facts are funding sources and how the loss of freight seriously hurt the commuter system. Commuter trains have always been a tough propostion. Only in the early days did they make a smidge of a profit. Read on...
23% of the Philadelphia area's public transportation riders use the two railroad systems which give local passenger service to many parts of the city and its suburbs. These systems consist of 13 mostly-electrified routes covering about 215 separate route miles. They were first developed separately under PRR and RDG ownership and operation. They serve many outlying areas where no transit lines go and provide alternate transport especially needed when the city transit system is struck or otherwise disrupted.
Service is controlled but not operated by SEPTA. The authority owns the rolling stock, which now consists mostly of electric MU cars less than 15 years old. Ownership of track and other facilities is divided among SEPTA, Amtrak and Conrail (CR). CR crews operate the trains, most of the stations, and maintenance facilities. CR's Philadelphia division runs the the former PRR routes out of Penn Center Suburban Station in downtown Philadelphia; Reading division, those out of Reading Terminal.
Under the legislation which created CR, the railroad as prime contractor now receives operating subsidies which fully cover losses. Payments of about $50 million annually come from the U.S., Pennsylvania, Delaware, Philadelphia, and the Bucks, Chester, Delaware and Montgomery County governments.
EARLY DEVELOPMENT
Railroads began carrying local passengers here even before a transit system existed. Commutation began soon after the state-built railroad to the west opened in 1834. The railroad, in an effort to fill seats on otherwise lightly used trains, offered to "commute" or exchange the right to ride within a specific zone for one year to persons who would make annual payment to the company. Industrialization of Philadelphia had already caused some of the wealthy to move beyond the built-up areas. Others soon took up residence near outlying train stations and began commuting.
Eventually special trains were run for this traffic. Some branch lines (to Chestnut Hill, Frankford, etc.) and stations were built largely for this business, sometimes at the behest of directors who dabbled in real estate. After the two major companies each built consolidated downtown terminals (PRR's Broad Street Station and RDG's Reading Terminal) around 1890, the practice of living in the suburbs and commuting by train became popular among office workers generally.
Suburban services were mildly profitable at best, but they were thought justified by the amount of freight traffic generated by the new suburbs. Also they were a convenience to employees who rode on pass to the downtown company headquarters which were located in the terminal buildings.
Between 1915 and 1938, the companies implemented electric MU operation to stem rising costs and speed up operations. The PRR built an underground terminal (Penn Center Suburban Station) to replace Broad Street, which it was recognized occupied too much valuable downtown real estate.
As elsewhere in public transport, several negative trends began at this time. Widespread automobile ownership allowed their owners to make their own schedules. Growth of jobs and shopping centers in the suburbs reduced railroad traffic. Freight profits, which had offset passenger service losses, declined.
By the late 1950s, Philadelphia had become one of only five U.S. cities to retain a major suburban railroad network. Even here, many of the minor routes (especially those in New Jersey operating out of the Camden ferry terminal) had been discontinued. Service cuts on the more heavily-used routes were meeting increased opposition. There seemed to be three alternatives
1) abandon all service
2) convert to rail transit
3) have the taxpayers subsidize operations
The first alternative was considered detrimental to Philadelphia because of its poor road access. The first two were opposed by the railroad unions. The last, backed by downtown business interests, politicians and unions, was the one which PRR and RDG, under pressure, adopted.
23% of the Philadelphia area's public transportation riders use the two railroad systems which give local passenger service to many parts of the city and its suburbs. These systems consist of 13 mostly-electrified routes covering about 215 separate route miles. They were first developed separately under PRR and RDG ownership and operation. They serve many outlying areas where no transit lines go and provide alternate transport especially needed when the city transit system is struck or otherwise disrupted.
Service is controlled but not operated by SEPTA. The authority owns the rolling stock, which now consists mostly of electric MU cars less than 15 years old. Ownership of track and other facilities is divided among SEPTA, Amtrak and Conrail (CR). CR crews operate the trains, most of the stations, and maintenance facilities. CR's Philadelphia division runs the the former PRR routes out of Penn Center Suburban Station in downtown Philadelphia; Reading division, those out of Reading Terminal.
Under the legislation which created CR, the railroad as prime contractor now receives operating subsidies which fully cover losses. Payments of about $50 million annually come from the U.S., Pennsylvania, Delaware, Philadelphia, and the Bucks, Chester, Delaware and Montgomery County governments.
EARLY DEVELOPMENT
Railroads began carrying local passengers here even before a transit system existed. Commutation began soon after the state-built railroad to the west opened in 1834. The railroad, in an effort to fill seats on otherwise lightly used trains, offered to "commute" or exchange the right to ride within a specific zone for one year to persons who would make annual payment to the company. Industrialization of Philadelphia had already caused some of the wealthy to move beyond the built-up areas. Others soon took up residence near outlying train stations and began commuting.
Eventually special trains were run for this traffic. Some branch lines (to Chestnut Hill, Frankford, etc.) and stations were built largely for this business, sometimes at the behest of directors who dabbled in real estate. After the two major companies each built consolidated downtown terminals (PRR's Broad Street Station and RDG's Reading Terminal) around 1890, the practice of living in the suburbs and commuting by train became popular among office workers generally.
Suburban services were mildly profitable at best, but they were thought justified by the amount of freight traffic generated by the new suburbs. Also they were a convenience to employees who rode on pass to the downtown company headquarters which were located in the terminal buildings.
Between 1915 and 1938, the companies implemented electric MU operation to stem rising costs and speed up operations. The PRR built an underground terminal (Penn Center Suburban Station) to replace Broad Street, which it was recognized occupied too much valuable downtown real estate.
As elsewhere in public transport, several negative trends began at this time. Widespread automobile ownership allowed their owners to make their own schedules. Growth of jobs and shopping centers in the suburbs reduced railroad traffic. Freight profits, which had offset passenger service losses, declined.
By the late 1950s, Philadelphia had become one of only five U.S. cities to retain a major suburban railroad network. Even here, many of the minor routes (especially those in New Jersey operating out of the Camden ferry terminal) had been discontinued. Service cuts on the more heavily-used routes were meeting increased opposition. There seemed to be three alternatives
1) abandon all service
2) convert to rail transit
3) have the taxpayers subsidize operations
The first alternative was considered detrimental to Philadelphia because of its poor road access. The first two were opposed by the railroad unions. The last, backed by downtown business interests, politicians and unions, was the one which PRR and RDG, under pressure, adopted.
"A train running once a week is better than no train at all." - Me
