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{{Short description|Railroad in southeastern Pennsylvania (1852-1879)}}
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The '''North Pennsylvania Railroad''' was a railroad company which served [[Philadelphia]], [[Montgomery County, Pennsylvania|Montgomery County]], [[Bucks County, Pennsylvania|Bucks County]] and [[Northampton County, Pennsylvania|Northampton County]], [[Pennsylvania]]. It was formed in 1852 and began operation in 1855. The [[Philadelphia and Reading Railway]], predecessor to the [[Reading Company]], leased the North Pennsylvania in 1879. Its tracks were transferred to [[Conrail]] and the [[SEPTA|Southeastern Pennsylvania Transportation Authority]] (SEPTA) in 1976.
'''North Pennsylvania Railroad''' was a railroad company which served [[Philadelphia]], [[Montgomery County, Pennsylvania|Montgomery County]], [[Bucks County, Pennsylvania|Bucks County]] and [[Northampton County, Pennsylvania|Northampton County]] in [[Pennsylvania]]. It was formed in 1852, and began operation in 1855. The [[Philadelphia and Reading Railway]], predecessor to the [[Reading Company]], leased the North Pennsylvania in 1879. Its tracks were transferred to [[Conrail]] and the [[SEPTA|Southeastern Pennsylvania Transportation Authority]] (SEPTA) in 1976.


==History==
==History==
{{North Pennsylvania Railroad}}
The company incorporated on April 8, 1852, as the '''Philadelphia, Easton and Water Gap'''. Construction began on June 16, 1853; the company changed its name to the North Pennsylvania Railroad on October 3 that year. The railway opened between Front and [[Willow Street, Philadelphia|Willow Street]]s, Philadelphia and [[Lower Gwynedd Township, Montgomery County, Pennsylvania|Gwynedd]] on July 2, 1855, a distance of {{convert|18+1/2|mi}}.<ref>{{Harvnb|Poor|1860|p=467}}</ref>
The company incorporated on April 8, 1852, as the '''Philadelphia, Easton and Water Gap'''. Construction began on June 16, 1853; the company changed its name to the North Pennsylvania Railroad on October 3 that year. The new name reflected the grand (and unrealized) ambitions of the company to extend all the way across Pennsylvania to [[Waverly, Tioga County, New York|Waverly, New York]] and a junction with the [[Erie Railroad]]. The railway opened between Front and [[Willow Street, Philadelphia|Willow Street]]s, Philadelphia and [[Lower Gwynedd Township, Montgomery County, Pennsylvania|Gwynedd]] on July 2, 1855, a distance of {{convert|18+1/2|mi}}. On October 7 the Doylestown Branch opened to [[Doylestown, Pennsylvania|Doylestown]] via [[Lansdale, Pennsylvania|Lansdale]].<ref name="Poor-1860-467">{{Harvnb|Poor|1860|p=467}}</ref> Within Philadelphia, the company's passenger depot was located at Third and Berks; tracks continued south to a freight depot at Willow and Front street on the waterfront.<ref>{{cite journal | url=https://books.google.com/books?id=sYFRAAAAYAAJ&pg=PA266 | title=Terminal Facilities in Philadelphia | journal=Railway World | date=March 20, 1880 | volume=5 | issue=12 | pages=266}}</ref>


In 1856, the company suffered its first accident in [[The Great Train Wreck of 1856]]. The following year, a branch was built from [[Lansdale, Pennsylvania|Lansdale]] to [[Doylestown, Pennsylvania|Doylestown]] and during the 1860s another extension was built to [[Sellersville, Pennsylvania|Sellersville]], running parallel to [[Bethlehem Pike]]. This railroad was eventually completed to [[Bethlehem, Pennsylvania|Bethlehem]], and later became the [[Reading Company]]'s '''Bethlehem Branch''', a two-track main line, with one portion near [[Telford, Pennsylvania|Telford]] being three-tracked. A [[Perkasie Tunnel|single-track tunnel]] is in [[Perkasie, Pennsylvania|Perkasie]].
In 1856, the company suffered its first accident in the [[Great Train Wreck of 1856]], the most significant railroad wreck in the world up to that time. The railroad continued to expand northward from Philadelphia. The main line reached [[Bethlehem, Pennsylvania|Bethlehem]], running parallel to the [[Bethlehem Pike]], on July 7, 1857. At Bethlehem the railroad interchanged with the [[Lehigh Valley Railroad]]. The Shimersville Branch, from [[Iron Hill, Pennsylvania|Iron Hill]] to [[Shimersville, Pennsylvania|Shimersville]] on the Lehigh Valley Railroad east of Bethlehem, opened on January 1, 1857.<ref name="Poor-1860-467" /> The branch carried little traffic; the North Pennsylvania leased it that same year to the [[Lehigh Valley and Delaware Water Gap Railroad]] as part of a stillborn venture to build a new route through [[Easton, Pennsylvania|Easton]] to a junction with the [[Delaware, Lackawanna and Western Railroad]]. By the time of the Reading lease the branch was out of service.{{Citation needed|date=March 2023}}


The company build, with the [[Delaware and Bound Brook Railroad]], a line from Jenkintown to [[Bound Brook, New Jersey]], creating a new line between Philadelphia and New York. This opened on May 1, 1876, and later became the [[New York Branch]] of the Reading Company.<ref>{{harvnb|Warner|1957|pp=53–54}}</ref>
The company built, with the [[Delaware and Bound Brook Railroad]], a line from Jenkintown to [[Bound Brook, New Jersey]], creating a new route between Philadelphia and New York. The Delaware River Branch opened on May 1, 1876, in time for the [[Centennial Exposition]].<ref>{{harvnb|Warner|1957|pp=53–54}}</ref>


=== Reading control ===
The Reading Company leased North Pennsylvania Railroad on May 14, 1879, which later led to the eventual demise of NPR due to the bankruptcy of the [[Reading Company]] and subsequent merger into [[Conrail]].
[[File:Lansdale SEPTA station October 2018.jpeg|thumb|right|Lansdale station on the North Pennsylvania Railroad, built in 1902 by the Philadelphia & Reading Railway and currently used by SEPTA's Lansdale/Doylestown Line]]

The Philadelphia & Reading Railway leased North Pennsylvania Railroad on May 14, 1879. The North Pennsylvania continued to exist as a company, and would be merged along with the Reading into [[Conrail]] in 1976 as a result of the Reading's final bankruptcy. Most of the North Pennsylvania's lines continue to exist:
As of 2011, the line is owned by [[SEPTA]], which only operates its electric commuter trains as far north as Lansdale, where the [[Lansdale/Doylestown Line]] continues on a branch line to Doylestown. Freight trains are operated on the portion from Lansdale to [[Quakertown, Pennsylvania|Quakertown]] by [[Pennsylvania Northeastern Railroad]] and [[East Penn Railroad]].
* The main line became the Reading's Bethlehem Branch; through passenger service continued under [[SEPTA]] until 1981. The line is out of service north of [[Quakertown, Pennsylvania|Quakertown]] and south of [[Fern Rock, Philadelphia]]. SEPTA operates [[Lansdale/Doylestown Line]] commuter trains to Doylestown. Freight trains are operated on the portion from Lansdale to Quakertown by [[Pennsylvania Northeastern Railroad]] and [[East Penn Railroad]].

* The Delaware River Branch became the [[New York Branch]]; the Reading also leased the Delaware and Bound Brook Railroad. Through passenger service to [[Jersey City]] was diverted to [[Newark, New Jersey]] in 1967 with the [[Aldene Plan]] until 1981; SEPTA [[West Trenton Line (SEPTA)|West Trenton Line]] trains continue to operate as far as West Trenton (and until 1982 there was NJ Transit provided service from West Trenton to Newark). The line remains open for freight use as part of CSX's [[Trenton Subdivision (CSX Transportation)|Trenton Subdivision]].
The former [[Jersey City, New Jersey|Jersey City]] main line of the Reading branches just north of the [[Jenkintown, Pennsylvania|Jenkintown/Wyncote]] station, although SEPTA only operates the [[West Trenton Line (SEPTA)|West Trenton Line]] as far as [[Ewing, New Jersey]].
* The North East Pennsylvania Railroad's route became the [[New Hope Branch]]; SEPTA's [[Warminster Line]] trains run as far as [[Warminster, Pennsylvania|Warminster]]. The [[New Hope Railroad]] owns and operates Warminster–New Hope.

* The Stony Creek Railroad became the Stony Creek Branch under the Reading. SEPTA operates the [[Manayunk/Norristown Line]] here from [[Norristown Transportation Center]] to [[Elm Street station|Elm Street]], while [[CSX Transportation|CSX]] has trackage rights.
A branch extends from [[Glenside, Pennsylvania|Glenside]] to [[New Hope, Pennsylvania|New Hope]], although SEPTA only operates the [[Warminster Line]] as far as [[Warminster, Pennsylvania|Warminster]]. The {{convert|17|mi|km}} portion from Warminster north to New Hope is owned and operated by the [[New Hope & Ivyland Railroad]].

North of Quakertown, the double-track line is out of service. Until 2008, most of the rail infrastructure was intact except for a cut made near [[DeSales University]] to extend Preston Lane. In addition, the northernmost section between Bethlehem and [[Hellertown, Pennsylvania|Hellertown]] including Saucon Yard, which is owned by freight operator [[Norfolk Southern Railway]], was removed.

None of the former stations remain north of Quakertown, and all of the block signals north of Lansdale have been destroyed by [[vandals]], although many are still in place.

==Rail trail==
{{undue section|date=September 2015}}
[[File:Center valley - before.jpg|right|thumb|North Pennsylvania Railroad in Center Valley, Pennsylvania, shortly before trackage removal.]]
[[Rail trail]] discussions began in 2008 between Hellertown, Upper and Lower Saucon officials and SEPTA. Talks of converting the unused, double-track rail corridor into a bicycle and pedestrian pathway had floated around for a while, but pro-rail advocates protested that commuter service be reinstated (it had terminated on July 1, 1981). Proposals had been made to reinstate passenger service north of Lansdale since the 1990s, but SEPTA showed little interest in operating trains without electrification. To remedy this, local residents along the line suggested that [[PPL (utility)|PPL Electric]] run their proposed high-tension electric line along the right-of-way, which would allow SEPTA to electrify the line.

Rather than abandoning the line outright, SEPTA leased the line to the communities, as the transit agency was looking for a "caretaker" for the line. SEPTA has emphasized that they are aware service restoration will terminate the lease with the communities. SEPTA currently owns the right-of-way and has no plans to abandon or sell the land.<ref>The Morning Call; May 8, 2008.</ref>

To this end, the trail will be a simple dirt path: a paved trail would increase the cost of the restoring the line should service be resurrected. Though the suggestion of maintaining one track and removing the other had been discussed—known as "[[rails with trails]]"—township officials balked at the idea, as it would still involve rail infrastructure maintenance and create a tripping hazard. Officials also cited the possibility of being struck by a train using the remaining track, though SEPTA had no plans of reinstating any sort of train activity. The rail line was opened up into the Saucon Rail Trail that runs from Coopersburg to Hellertown and is extremely popular with local residents.


==See also==
==See also==
Line 64: Line 54:


==Notes==
==Notes==
{{reflist|30em}}
{{Reflist|30em}}


==References==
==References==
* {{Holton-Reading-1|ref=harv}}
* {{Holton-Reading-1}}
* {{cite book | last=Poor | first=Henry Varnum | authorlink=Henry Varnum Poor | title=History of Railroads and Canals in the United States | year=1860 | url=https://books.google.com/books?id=BO8cAAAAIAAJ | location=New York | publisher=J.H. Schultz & Co. | ref=harv}}
* {{cite book |last=Poor |first=Henry Varnum |author-link=Henry Varnum Poor |title=History of Railroads and Canals in the United States |year=1860 |url={{Google books|BO8cAAAAIAAJ|plainurl=yes}} |location=New York |publisher=J. H. Schultz & Co. }}
* {{cite journal |title=Eight-Wheelers Between New York and Philadelphia 1870-1900 |last=Warner |first=Paul T. |journal=[[Railway and Locomotive Historical Society Bulletin]] |volume=96 |date=May 1957 |pages=44–62 |jstor=43520154 }}


==External links==
==External links==
*[http://www.septa.org/business/bidtab/Internet%20Bethlehem%20RR%20Line%20Tabulation.pdf Bids for track removal as proposed by SEPTA, 2008]
*[http://findingaids.hagley.org/xtf/view?docId=ead/1999.xml Finding aid] for North Pennsylvania Railroad Company records at [[Hagley Museum and Library]]
*[http://findingaids.hagley.org/xtf/view?docId=ead/1999.xml Finding aid] for North Pennsylvania Railroad Company records at [[Hagley Museum and Library]]

{{Philadelphia train terminals}}
{{Authority control}}


{{DEFAULTSORT:North Pennsylvania Railroad}}
{{DEFAULTSORT:North Pennsylvania Railroad}}

Latest revision as of 02:38, 14 November 2023

"Bethlehem Branch" redirects here. For other uses, see Bethlehem Branch (disambiguation).
North Pennsylvania Railroad
Map
Overview
Dates of operation1852 (1852)–1976 (1976)
Successor
Technical
Track gauge4 ft 8+1⁄2 in (1,435 mm)

North Pennsylvania Railroad was a railroad company which served Philadelphia, Montgomery County, Bucks County and Northampton County in Pennsylvania. It was formed in 1852, and began operation in 1855. The Philadelphia and Reading Railway, predecessor to the Reading Company, leased the North Pennsylvania in 1879. Its tracks were transferred to Conrail and the Southeastern Pennsylvania Transportation Authority (SEPTA) in 1976.

History[edit]

North Pennsylvania RR
Legend
Lehigh Valley Railroad
to Allentown
 Bethlehem
Lehigh Valley Railroad
to New York City
 Shimersville
Shimersville Branch
 Iron Hill
Hellertown
Doylestown
Doylestown Branch
 Lansdale
Stony Creek Railroad
 Norristown
Philadelphia and Reading RR
to Philadelphia
 Hartsville
North East Pennsylvania RR
 Abington
Delaware and Bound Brook RR
to Bound Brook
 Yardley
Delaware River Branch
 Jenkintown
Philadelphia
Third and Berks
Philadelphia
Willow and Front

The company incorporated on April 8, 1852, as the Philadelphia, Easton and Water Gap. Construction began on June 16, 1853; the company changed its name to the North Pennsylvania Railroad on October 3 that year. The new name reflected the grand (and unrealized) ambitions of the company to extend all the way across Pennsylvania to Waverly, New York and a junction with the Erie Railroad. The railway opened between Front and Willow Streets, Philadelphia and Gwynedd on July 2, 1855, a distance of 18+1⁄2 miles (29.8 km). On October 7 the Doylestown Branch opened to Doylestown via Lansdale.[1] Within Philadelphia, the company's passenger depot was located at Third and Berks; tracks continued south to a freight depot at Willow and Front street on the waterfront.[2]

In 1856, the company suffered its first accident in the Great Train Wreck of 1856, the most significant railroad wreck in the world up to that time. The railroad continued to expand northward from Philadelphia. The main line reached Bethlehem, running parallel to the Bethlehem Pike, on July 7, 1857. At Bethlehem the railroad interchanged with the Lehigh Valley Railroad. The Shimersville Branch, from Iron Hill to Shimersville on the Lehigh Valley Railroad east of Bethlehem, opened on January 1, 1857.[1] The branch carried little traffic; the North Pennsylvania leased it that same year to the Lehigh Valley and Delaware Water Gap Railroad as part of a stillborn venture to build a new route through Easton to a junction with the Delaware, Lackawanna and Western Railroad. By the time of the Reading lease the branch was out of service.[citation needed]

The company built, with the Delaware and Bound Brook Railroad, a line from Jenkintown to Bound Brook, New Jersey, creating a new route between Philadelphia and New York. The Delaware River Branch opened on May 1, 1876, in time for the Centennial Exposition.[3]

Reading control[edit]

Lansdale station on the North Pennsylvania Railroad, built in 1902 by the Philadelphia & Reading Railway and currently used by SEPTA's Lansdale/Doylestown Line

The Philadelphia & Reading Railway leased North Pennsylvania Railroad on May 14, 1879. The North Pennsylvania continued to exist as a company, and would be merged along with the Reading into Conrail in 1976 as a result of the Reading's final bankruptcy. Most of the North Pennsylvania's lines continue to exist:

See also[edit]

Notes[edit]

  1. ^ a b Poor 1860, p. 467
  2. ^ "Terminal Facilities in Philadelphia". Railway World. 5 (12): 266. March 20, 1880.
  3. ^ Warner 1957, pp. 53–54

References[edit]

External links[edit]

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