Yes, in terms of a separate R-O-W and a lot of cuts, fills, and bridges - but I’m not so sure about the sharper curves and superelevation of them, such as in the vicinity of the Gulph Mills station, Villanova, and a few other of the sharper curves in between, etc. I still think the P&W has aspects of a ‘wanna-be’ roller coaster ! [8D]
- Paul North.
F’r instance, here’s a link to a neat recent photo of a car rounding a curve - photo 38 of 64 in this gallery, which has a few others as well -
http://www.philadelphiatransitvehicles.info/multimedia/albums/userpics/10346/normal_145.jpg
And a link to a little article about it on the ‘‘Philadelphia Transit Vehicles’’ website, which starts out this way -
Route 100, Norristown High Speed Line
SEPTA’s Rt 100 Norristown High Speed Line (a.k.a. the P&W) is one of two remaining interurban lines in the country. Also, it is a very unique line, in the fact that it combines aspects of Light Rail and Heavy Rail. It runs in 1 and 2 car configurations with onboard fare collection like a light rail line, yet has high platforms and 3rd rail like a heavy rail line.
http://www.philadelphiatransitvehicles.info/interurban.php
- Paul North.
Hershey Electric still runs in Cuba and has been modernized with cast-off Barcelona cmu commuter-rapid trainsti cars, but still keeps two classic Brills for railfan charters.
The St. Louis light rail system has all, every one, of the characteristics of a classic passenger interurban, including commuters who ride out to jobs in Bellville near the east end of the system, instead of commuting to St. Louis. And Portland is pretty close too.
As long as the South Shore has street running in Michigan City, it remains an interurban.
Te PATCO Camden-Philadelphia Lindenwals operation is legally an interurban to escape FRA ralroad requirements, but it is a heavy rail rapid transit line.
1912 article in Stone & Webster Public Service Journal, Volume 11.
THE NORRISTOWN BRANCH OF THE PHILADELPHIA & WESTERN RAILROAD
By W. V. Polleys
The Philadelphia & Western Railway is a double track, third rail line, running from the 69th Street terminal of the Philadelphia Rapid Transit Company in Philadelphia to a connection with the main line of the Pennsylvania Railroad at Strafford, Pa., a distance of about ten miles. The road was originally designed for four tracks, and most of the structures were built with this ultimate end in view.
In 1910 it was decided to build a branch from Villa Nova, about midway between the terminals of the original line, to Norristown. This branch affords a direct connection between Norristown, a city of 30,000 population, and Philadelphia, and also affords a connection with the system of the Lehigh Valley Transit Company and permits through service between Philadelphia and the Delaware Water Gap via Norristown and Allentown. The branch also gives indirect connection at Norristown with the lines of the Schuylkill Valley Traction Company, which operate in the Schuylkill Valley to various points south of Norristown, and as far as Reading to the north.
The standard of construction on the Philadelphia & Western is very high, with practically no grade crossings, maximum grades of 2 1/2 per cent, 85 pound rail, stone ballast, block signals, etc., and it was determined to adhere to the same high standard on the Norristown branch. This was rendered both more necessary and more difficult by the nature of the country through which the extension had to pass.
“The Main Line District” as it is called, lying northwest of Philadelphia, along the main line of the Pennsylvania Railroad, is most highly developed and consists largely of magnificent country estates on which the art of the landscape gardener has been largely exercised. About half of the length of the Norristow
Wanswheel always has the right stuff!
Also to add to SEPTA’s single track branches are single car “trains” which are definitely “interurban” style!
Mike/ wanswheel -
Thanks much - once again - for finding and posting that article. Although I’m not a huge Philadelphia & Western fan, I do have an interest in it, and that is by far the most thorough and informative article that I’ve ever seen on it. I found the comments on the route surveying very interesting - not much has changed over the years. I’m going to share that with some acquaintances . . . [;)] For a little more info on it, see - http://en.wikipedia.org/wiki/Philadelphia_and_Western_Railroad
I believe it was previously mentioned here that the western portion of the original line was abandoned many years ago, and I read someplace that it is now a bike trail. It seems to be called the ‘‘Radnor Trail’’ as shown on a map by the Friends Of Radnor Trails or FORT at - http://www.friendsofradnortrails.org/radnortrail.pdf A search for the ‘‘Radnor Trail’’ and ‘‘P&W’’ should yield many useful results.
The terminals aren’t in the most glamorous places, but in between portions of the line are very scenic. The line is very close to the Pennsylvania Turnpike/ I-76 Valley Forge and I-276 Norristown exits, and several exits off both the Schuylkill Expressway/ I-76 and the Blue Route/ I-476, as well as the giant King of Prussia Mall and the shops and neighborhoods of the many quaint ‘‘Main Line’’ communities. Which is to say, that a good way to enjoy a couple hours riding the P&W - and maybe some of the other 2 SEPTA trolley lines out of the 69th St. Terminal - would
Nobody’s mentioned Pittsburgh’s Library line, a true interurban if e’er there was one. Street running, private ROW, a tunnel (now two tunnels), double track, electric, and once was part of longer lines to Washington, PA and Charleroi. It even had its own high headlight-equipped PCC cars and handled LCL freight service. Walks like a duck and quacks like a duck.