View source for M (SEPTA Metro)

{{Short description|Interurban rapid transit line in Pennsylvania}}
{{Use American English|date=November 2014}}
{{Use mdy dates|date=March 2025}}
{{Infobox rail line
| name = [[File:SEPTA M icon.svg|50px]]
| image = SEPTA N-5.jpg
| image_width = 300px
| caption = SEPTA N-5 train #144 of the M as it enters the [[Gulph Mills station]] in [[Upper Merion, Pennsylvania]].
| type = [[Interurban]]/[[Medium-capacity rail system|Light rapid transit]]
| system = [[SEPTA Metro]]
| status =
| locale = [[Delaware County, Pennsylvania|Delaware]] and [[Montgomery County, Pennsylvania|Montgomery Counties]], [[Pennsylvania]], U.S.
| start = [[Norristown Transit Center]]
| end = [[69th Street Transit Center]]
| stations = 22
| routes = {{plainlist|
* {{ric|SEPTA Metro|M1}}{{nbsp}}Local
}}
| daily_ridership = 4,197 (2023)<ref>{{cite web |title=Fiscal Year 2020 Annual Service Plan|publisher=[[SEPTA]]|date=July 2019|page=38|url=http://septa.org/strategic-plan/reports/FY%202020%20Annual%20Service%20Plan-update.WEB.pdf |access-date=September 27, 2020}}</ref>
| ridership2 =
| website = {{url|septa.org/schedules/M1?}}
| open = 1907
| close =
| owner =
| operator = [[SEPTA]] [[SEPTA Suburban Division bus routes|Suburban Division]]
| character = Surface ([[grade separation|grade separated]])
| stock = 26 [[ASEA]] Type N-5 cars<ref>{{cite web |title=The Modernization of SEPTA Norristown High Speed Line |url=https://www.hillintl.com/PDFs/The%20Modernization%20of%20SEPTAS%20Norristown%20High%20Speed%20Line-Vigrass.pdf |archive-url=https://web.archive.org/web/20160124063106/https://www.hillintl.com/PDFs/The%20Modernization%20of%20SEPTAS%20Norristown%20High%20Speed%20Line-Vigrass.pdf |archive-date=January 24, 2016}}</ref>
| linelength = {{convert|13.4|mi|km|1|abbr=on}}<ref name="SEPTA-Media" />
| tracklength =
| tracks = 1–3
| gauge = {{RailGauge|ussg|allk=on}}
| minradius =
| electrification = [[Third rail]], [[List of railway electrification systems|630 V DC]]
| speed = {{Convert|24|mph|abbr=on}} ({{Tooltip|avg.|average speed (including stops)}})<!-- Calculated using 13.4 mile length and 34 minute end to end run time --><br />{{Convert|55|mph|abbr=on}} ({{Tooltip|top|top speed}})
| elevation =
| routenumber = 100 (''former'')
| map = {{switcher
|{{maplink-road|from=Norristown High Speed Line.map}}
|Show interactive map
|{{M (SEPTA Metro)}}
|Show route diagram map
}}
| map_state =
}}
The '''M''',{{efn|[[Naming convention|Conventions]] for line names state they are to be referred to by letter only (i.e. "the M", not "the M line")<ref>{{cite web|url=https://wwww.septa.org/metro/unification-reorganization/|title=SEPTA Metro: Unification and Reorganization|publisher=[[SEPTA]]|access-date=May 18, 2024}}</ref>}} formerly known as the '''Norristown High Speed Line (NHSL)''',{{efn|Also known as the '''P&W''' or '''Route 100'''<ref>{{Cite web|url=https://iseptaphilly.com/norristownhighspeedline|title=How to Ride – Norristown High Speed Line|publisher=I SEPTA Philly|access-date=February 13, 2020}}</ref>}} is a {{convert|13.4|mi|km|adj=on}}<ref name="SEPTA-Media">{{cite web | title = SEPTA – Media Guide | publisher = Southeastern Pennsylvania Transportation Authority | url = http://www.septa.org/media/guide/pdf/media-guide.pdf | year = 2013 | access-date = November 12, 2013 |url-status=dead |archive-url=https://web.archive.org/web/20101129162159/https://www.septa.org/media/guide/pdf/media-guide.pdf |archive-date=November 29, 2010}}</ref> [[interurban]] [[Medium-capacity rail system|light rapid transit]] line in the [[SEPTA Metro]] network, running between the [[69th Street Transportation Center]] in [[Upper Darby Township, Pennsylvania|Upper Darby]] and the [[Norristown Transportation Center]] in [[Norristown, Pennsylvania|Norristown]], [[Pennsylvania]]. Service is operated by the [[SEPTA#Suburban Division|Suburban Transit Division]] of the [[SEPTA|Southeastern Pennsylvania Transportation Authority]]. Originally the [[Philadelphia and Western Railroad]] line (which is why the line is referred to by locals as "the P&W"), the line runs entirely on its own [[Right-of-way (railroad)|right-of-way]]. By 2020, the M had an average weekday ridership approaching 11,000 passengers.<ref>{{Cite web|date=July 2019|title=Fiscal Year 2020 Annual Service Plan|url=http://septa.org/strategic-plan/reports/FY%202020%20Annual%20Service%20Plan-update.WEB.pdf|access-date=September 27, 2020|website=SEPTA}}</ref>

The M is unique in its combination of transportation technologies. Originally chartered as a Class I (steam) railroad, the line is fully [[grade separation|grade separated]], collects power from a [[third rail]], and has high-level platforms common to [[rapid transit]] systems or [[commuter rail]] systems such as New York City's [[Long Island Rail Road]] and [[Metro-North Railroad]], but has onboard fare collection, mostly single-car operation, and frequent stops more common to [[light rail]] systems. Previously, the M was considered to be a [[light rail]] line, according to a 2008 SEPTA budget report;<ref>{{cite web |url=http://www.septa.org/inside/reports/FY08OperatingBudget2013.pdf |title=Fiscal 2008 Operating Budget |publisher=[[SEPTA]] |page=1 |year=2008 |access-date=June 1, 2009 |url-status=dead |archive-url=https://web.archive.org/web/20081125233213/http://www.septa.org/inside/reports/FY08OperatingBudget2013.pdf |archive-date=November 25, 2008 }}</ref> however, the line is currently considered an interurban [[heavy rail]] line, according to a 2009 SEPTA business plan, and subsequent capital budgets.<ref>{{cite web |url=http://septa.org/inside/reports/5year_plan.pdf |archive-url=https://web.archive.org/web/20241210084835/https://septa.org/inside/reports/5year_plan.pdf |url-status=dead |archive-date=December 10, 2024 |title=SEPTA Five-Year Strategic Business Plan |publisher=[[SEPTA]] |page=4 |access-date=June 1, 2009 }}</ref><ref>{{Cite web|url=http://www.septa.org/strategic-plan/reports/capbudget16.pdf|title=SEPTA Fiscal Year 2016 Capital Budget}}</ref> It has also been categorized by the [[American Public Transportation Association]] as "Intermodal High Speed rapid rail transit".<ref>{{cite web |url=http://www.apta.com/mc/rail/program/Documents/tom-hickey-tour-march-20.pdf |title=American Public Transportation Association – A MULTIMODAL TOUR OF THE DELAWARE VALLEY |publisher=[[American Public Transportation Association|American Public Transportation Association (APTA)]] |date=June 1, 2013 |access-date=November 10, 2013 |url-status=dead |archive-url=https://web.archive.org/web/20131111021441/http://www.apta.com/mc/rail/program/Documents/tom-hickey-tour-march-20.pdf |archive-date=November 11, 2013 }}</ref>

The service is similar in design and use to the [[Mattapan Line]] in Boston. The purple color-coded line was formerly known simply as Route 100, changed to the Norristown High Speed Line in September 2009,<ref>{{cite news|url=http://www.philly.com/inquirer/home_region/20090722_SEPTA_seeks_input_on_Regional_Rail_name_changes.html |title=SEPTA seeks input on Regional Rail name changes |last=Nussbaum |first=Paul |date=July 22, 2009 |work=[[The Philadelphia Inquirer]] |access-date=January 10, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20090725060047/http://www.philly.com/inquirer/home_region/20090722_SEPTA_seeks_input_on_Regional_Rail_name_changes.html |archive-date=July 25, 2009 }}</ref> and to its current name in 2025.

There have been multiple collisions and incidents on the line. The first recorded crash occurred near an Ardmore stop on January 26, 1987 injuring 19.<ref name="Notable">{{cite web |last=Fazlollah |first=Mark |title=Notable SEPTA train accidents |date=August 22, 2017 |url=https://www.inquirer.com/philly/news/notable-septa-train-accidents-20170822.html |access-date=September 15, 2020 |publisher=The Philadelphia Inquirer}}</ref> The operator tested positive for drugs and was convicted on reckless endangerment.<ref name="Notable" /> Another crash occurred on July 6, 2012 between Beechwood-Brookline and Penfield stations when the cars detached and came back together, injuring two.<ref>{{cite web |date=July 6, 2012 |title=Seven hurt when SEPTA trains collide |url=https://www.inquirer.com/philly/news/homepage/20120706_HED_TOO_LONG___At_least_two_people_were_injured_when_two_train_cars_on_the_SEP.html |access-date=September 15, 2020 |publisher=The Philadelphia Inquirer}}</ref> In August 2017, there was a crash involving an unoccupied railcar at the 69th Street Terminal that injured more than 40 people. As a result, the maximum operating speed on the line was decreased to {{convert|55|mph|kph|abbr=on}} from {{convert|70|mph|kph|abbr=on}}.<ref>{{cite news|url=http://www.philly.com/philly/business/transportation/speed-reduced-on-norristown-high-speed-line-in-wake-of-crash-20170929.html|title=Speed reduced on Norristown High-Speed Line in wake of crash|last=Laughlin|first=Jason|publisher=Philly.com|language=en-US|date=September 29, 2017|access-date=December 22, 2018}}</ref>

==History==
{{See also|Philadelphia and Western Railroad|Bullet (interurban)}}
[[File:PSTC 161 (Brill built Strafford Car) on long trestle at Norristown, PA on September 28, 1969 (22662718556).jpg|thumb|upright=1.1|The long trestle of the M with [[Norristown, Pennsylvania|Norristown]] in the background, September 1969]]
The M began service in 1907 as the [[Philadelphia and Western Railroad]] (P&W), which ran from the present [[69th Street Transportation Center]] in [[Upper Darby Township, Pennsylvania]] to a converted farmhouse station in [[Strafford, Pennsylvania]]. In 1911, the line was extended {{convert|0.47|mi}} west to a new Strafford P&W station adjacent to the Pennsylvania Railroad's [[Strafford (SEPTA station)|Strafford station]], allowing easy interchange between the two lines. In 1912, a {{convert|6.2|mi|0|adj=on}} branch was constructed from Villanova Junction, {{convert|0.33|mi}} west of the existing Villanova station, to Norristown.<ref name=pig/> When the newly built branch quickly attracted more ridership than the Strafford main line, the Norristown section became the main line and the Strafford stretch was demoted to branch status; in the mid-1930s, the Strafford spur was narrowed to a single track for its last {{convert|1.74|mi|1}} between the Wayne-St. Davids and Strafford stations, while the Norristown line received a sleek new [[art deco]] terminus at Main and Swede Streets.<ref name=pig>DeGraw, Ronald (2007). ''Pig & Whistle: The Story of the Philadelphia & Western Railway''. Chicago: Central Electric Railfans' Association. {{ISBN|978-0-915348-40-4}}</ref>

===Lehigh Valley connection===
From Norristown, the P&W RR connected its tracks with the [[Lehigh Valley Transit]] Liberty Bell Route to provide direct electric train service from 69th St. Terminal to [[Allentown, Pennsylvania]]. However, in 1951, the [[Lehigh Valley Transit Company]] ended its service on the Liberty Bell Route, and in 1953 the company ended all its remaining rail service. Two years later, the P&W RR was taken over by the Philadelphia Suburban Transportation Company (PSTC), which was more popularly known as the Red Arrow Lines. In 1956, the Red Arrow abandoned the original branch between Villanova and Strafford, leaving only electric MU train service between 69th Street and Norristown, as it is today.<ref name=bell>{{cite web | url=http://web.presby.edu/~jtbell/transit/Philadelphia/NHSL/ | first=Jon | last=Bell | title=Philadelphia, Pennsylvania: Norristown High Speed Line | publisher=[[Presbyterian College]] | date=March 22, 2006 | access-date=August 1, 2007 | url-status=dead | archive-url=https://web.archive.org/web/20070708030307/http://web.presby.edu/~jtbell/transit/Philadelphia/NHSL/ | archive-date=July 8, 2007 | df=mdy-all }}</ref> Part of the Strafford branch right of way has been converted into the [[Radnor Trail]]. The PSTC was absorbed into [[SEPTA]] in 1970,<ref name="SEPTA-Media" /> eliminating the original railroad charter and immediately becoming the "Norristown High-Speed Line ''Trolley''", officially known as Route 100.

=== Modernization ===
By the mid-1980s, the line was in dire condition as the [[Bullet (interurban)|Brill Bullet]] rolling stock reached over 50 years in service. Cars suffered electrical fires and crashes, even causing a shutdown of the line for a number of months in 1985 and 1986, since many of the cars were inoperable. Full service was only restored in December 1986, as SEPTA introduced former [[Chicago Transit Authority|CTA]] [[6000-series (CTA)|6000 series]] elevated cars into service.<ref name=":0">{{Cite journal |last=Vigrass |first=J William |date=1990 |title=Modernization of SEPTA's Norristown High-Speed Line |url=https://trid.trb.org/View/348977 |journal=Transportation Research Record |issue=1266 |pages=247–258 |via=TRID}}</ref> In 1990, as the last Brill Bullet cars were retired, former [[Market–Frankford Line|Market-Frankford line]] M-3 cars were also introduced alongside the CTA cars.<ref name=":1">{{Cite journal |last=DeGraw |first=Ronald |date=1992 |title=AS FAST AS A SPEEDING BULLET: REBUILDING THE NORRISTOWN HIGH-SPEED LINE |url=https://trid.trb.org/View/370915 |journal=Transportation Research Record |language=en-US |issue=1361 |issn=0361-1981}}</ref>

In the late 1980s and early 1990s the line underwent a significant modernization program, rebuilding or improving then-dated tracks, electrical substations, the signaling system, bridges, both terminal buildings, and the maintenance depot.<ref name=":0" /><ref name=":1" /> In addition to these right-of-way improvements, the new [[ASEA]] N-5 rolling stock entered service starting in 1993.<ref>{{Cite web |last=Gambardello |first=Joseph A. |date=August 22, 2017 |title=What is SEPTA's Norristown High Speed Line? |url=https://www.inquirer.com/philly/business/transportation/norristown-high-speed-line-philadelphia-crash-septa-explainer-20170822.html |access-date=February 10, 2025 |website=The Philadelphia Inquirer |language=en}}</ref>

===Ridership===
Ridership on the Norristown Line peaked in 2016 at 3,429,300. The previous peak came in 2014 with 3,147,209 trips. Prior to this modern escalation in ridership the line's ridership was highest in 1973 at 2.86 million annual [[linked trip]]s, and again in 1980 with 2.579 million 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.

{| class="wikitable"
!Fiscal year
!Average weekday
!Annual passengers
|-
|FY 2023
|4,197
|
|-
|align=right| FY 2019 || align=right | 10,893 || align=right |
|-
|align=right| FY 2018 || align=right | 10,525 || align=right |
|-
|align=right| FY 2017 || align=right | 11,080 || align=right | 3,106,320
|-
|align=right| FY 2016 || || align=right | 3,429,300
|-
|align=right| FY 2015 || || align=right | 3,147,209
|-
|align=right| FY 2005 || align=right | 8,801 || align=right | 2,512,690
|-
|align=right| FY 2004 || align=right | 8,428 || align=right | 2,463,500
|-
|align=right| FY 2003 || align=right | 7,925 || align=right | 2,491,074
|-
|align=right| FY 2000 || align=right | 9,250 || align=right | 3,046,927
|-
|}
{| class="wikitable"
!Fiscal year
!Annual linked trips
!
!Fiscal year
!Annual linked trips
|-
|align=right| 1997 || align=right | 1,754,000 || rowspan=13 | &nbsp;
|align=right| 1984 || align=right | 2,338,000
|-
|align=right| 1996 || align=right | 1,696,000
|align=right| 1983 || align=right | 2,484,000
|-
|align=right| 1995 || align=right | 1,926,000
|align=right| 1982 || align=right | 2,089,000
|-
|align=right| 1994 || align=right | 2,079,000
|align=right| 1981 || align=right | 1,899,000
|-
|align=right| 1993 || align=right | 2,251,000
|align=right| 1980 || align=right | 2,579,000
|-
|align=right| 1992 || align=right | 2,222,000
|align=right| 1979 || align=right | 2,133,000
|-
|align=right| 1991 || align=right | 2,234,000
|align=right| 1978 || align=right | 1,992,000
|-
|align=right| 1990 || align=right | 2,162,000
|align=right| 1977 || align=right | 1,832,000
|-
|align=right| 1989 || align=right | 2,295,000
|align=right| 1976 || align=right | 2,218,000
|-
|align=right| 1988 || align=right | 2,185,000
|align=right| 1975 || align=right | 2,162,000
|-
|align=right| 1987 || align=right | 1,888,000
|align=right| 1974 || align=right | 2,425,000
|-
|align=right| 1986 || align=right | 1,915,000
|align=right| 1973 || align=right | 2,860,000
|-
|align=right| 1985 || align=right | 2,255,000
|align=right| 1972 || align=right | 2,496,000
|-
|}

===21st century===
Effective June 14, 2010, SEPTA changed the names of four stations to reflect the streets on which they were located. Township Line Road (formerly West Overbrook station), Roberts Road (formerly Rosemont station), Stadium – Ithan Avenue (formerly Stadium station) and DeKalb Street (formerly King Manor station).

In summer 2013, SEPTA closed the bridge (the Bridgeport Viaduct) carrying the then-Norristown High Speed Line over the Schuylkill River for four months.<ref name="Bridgeport">{{cite web |url=http://www.septa.org/construction/projects/bridgeport-viaduct/2013-11-14-viaduct-project-recap.html |title=Bridgeport Viaduct Improvement Project Recap |publisher=SEPTA |date=November 14, 2013 |access-date=December 8, 2013}}</ref><ref name="Viaduct">{{cite news |url=http://philadelphia.cbslocal.com/2013/07/08/4-month-construction-project-gets-underway-on-the-norristown-high-speed-line/ |last=Adkins |first=Lynne |title=Four-Month Construction Project Gets Underway On The Norristown High Speed Line |newspaper=CBS Philly (CBS 3) |date=July 8, 2013 |access-date=November 12, 2013}}</ref> The bridge, which was built in 1911, had been deteriorating and needed to be rebuilt at a cost upwards of $30 million, though this repair project was budgeted at $7.5 million.<ref name="Viaduct" /> As a result of closing the bridge, buses were used to transport passengers between the Bridgeport station and the Norristown Transportation Center.<ref>{{cite news |url=http://articles.philly.com/2012-12-14/news/35799203_1_septa-plans-jeff-knueppel-norristown-transportation-center |archive-url=https://web.archive.org/web/20131112214051/http://articles.philly.com/2012-12-14/news/35799203_1_septa-plans-jeff-knueppel-norristown-transportation-center |url-status=dead |archive-date=November 12, 2013 |last=Nussbaum |first=Paul |title=SEPTA to close Norristown line's rail bridge over Schuylkill |newspaper=The Philadelphia Inquirer |publisher=Interstate General Media, LLC |date=December 14, 2012 |access-date=December 19, 2012}}</ref> The bridge was reopened in November 2013.<ref name="Bridgeport" /><ref name="reopen">{{cite news |url=http://www.philly.com/philly/blogs/montco_memo/Bridgeport-Viaduct-reopens-for-Norristown-high-speed-line.html |author=<!--Staff writer(s); no by-line.--> |title=Bridgeport Viaduct to reopen for Norristown high-speed line |newspaper=The Philadelphia Inquirer |publisher=Interstate General Media, LLC |date=November 4, 2013 |access-date=November 12, 2013}}</ref> The remaining $30 million renovation of the entire bridge structure is currently unscheduled.<ref name="reopen" />

In 2021, SEPTA proposed rebranding their rail transit service as "SEPTA Metro", in order to make the system easier to navigate. Under this proposal, the Norristown High Speed Line was rebranded as the "M" (for "Montgomery", the county in which Norristown is located), with a purple color and numeric suffixes for service variants. The local service was called the M1 Montgomery Local and the peak-hour express service was to be called the M2 Montgomery Express. Had the proposed spur to [[King of Prussia, Pennsylvania]] been constructed, the proposal would have included services such as the M3 Montgomery Local to KOP, the M4 Montgomery Express to King of Prussia, providing service between [[69th Street Transportation Center|69th Street Transit Center]], and First & Moore/Valley Forge station, and the M5 Norristown / King of Prussia, making local stops between First and Moore/Valley Forge station and Norristown Transportation Center.<ref>{{cite news|last1=Vitarelli|first1=Alicia|author2=Staff|date=September 7, 2021|title=SEPTA Metro? Transit agency mulling big changes including new name, map, and signage|publisher=WPVI-TV|location=Philadelphia, PA|url=https://6abc.com/septa-transportation-public-transit-navigation-city-commuting/11007031/|access-date=September 7, 2021}}</ref><ref name=wayfinding>{{cite web|title=Wayfinding Recommendations|url=https://planning.septa.org/projects/wayfinding-master-plan/recommendations/|publisher=SEPTA|access-date=September 7, 2021|archive-date=September 7, 2021|archive-url=https://web.archive.org/web/20210907141259/https://planning.septa.org/projects/wayfinding-master-plan/recommendations/|url-status=dead}}</ref> After a period of public comment, SEPTA revised its plans to primarily refer to the line as the "M", and local service as the "M1"<ref name=feedback>{{Cite web |title=Design Concept Feedback |url=https://planning.septa.org/design-concept-feedback/ |access-date=March 19, 2023 |website=planning.septa.org |publisher=SEPTA}}</ref>

==Service==
[[File:NorristownHSL2013USOPEN.JPG|thumb|The NHSL ran two-car trains and played a pivotal role in the infrastructure of the [[2013 U.S. Open (golf)|2013 U.S. Open]] at [[Merion Golf Club]].]]
[[File:SEPTA Route 100 map 1974.png|thumb|A 1974 map of Route 100]]
The fare for a single ride as of March 2025 is $2.50 on all payment methods, including cash, [[contactless payments]], or the Travel Wallet feature on a [[SEPTA Key]] card.<ref>{{cite web |title=Fare Information – Southeastern Pennsylvania Transportation Authority |url=https://wwww.septa.org/fares/ |website=wwww.septa.org |access-date=26 March 2025}}</ref> Until September 1, 2014, the line used a "pay-as-you-exit" fare collection system on trains towards 69th Street Transportation Center. As part of a general change on several routes approaching 69th Street, passengers now pay onboard upon entering the train.<ref>{{cite web |url=http://www.septa.org/fares/pay-as-you-enter.html |title=Pay As You Enter| publisher=SEPTA |access-date=December 13, 2014}}</ref> Starting February 22, 2021, fares at 69th Street Transportation Center and Norristown Transportation Center are collected from station turnstiles at all times.<ref>{{cite web|date=February 22, 2021 |title=69TH ST & NORRISTOWN TRANSPORTATION CENTER TURNSTILES OPERATIONAL AT ALL TIMES|publisher=SEPTA|url=http://septa.org/key/updates/69th-st-norristown-transportation-center-turnstiles-operational-at-all-times.html}}</ref>

The service runs seven days a week from 5 AM to 2 AM. Local trains from 69th Street to Norristown stop at all 22 stations, and the trip lasts approximately 30 minutes. Occasionally, local trains may run only between 69th Street and Bryn Mawr, stopping at ten stations, or 69th Street and Hughes Park, stopping at 18 stations.

Before 2019 during weekday peak periods (6:00–9:00 AM, 2:15–6:45 PM), the then-Norristown High Speed Line featured express and limited services, which stop only at select stations, therefore decreasing travel time between 69th Street and Norristown. Norristown Express service, denoted by red destination signs, travels between 69th Street and Norristown in approximately 22 minutes, stopping at only 16 stations. Norristown Limited service, denoted by blue destination signs, travels between 69th Street and Norristown in approximately 26 minutes and stops at 8 stations. All trains share the same two tracks, so a limited leaving Norristown, for example, will be immediately followed by a local, 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 get to 69th Street just before the next express or limited catches up with it.

A former Hughes Park Express service, which was denoted by green destination signs, traveled nonstop from 69th Street to Beechwood–Brookline and made all stops from there to Hughes Park in approximately 22 minutes.

==Station list<!-- This section is linked from [[List of rapid transit systems]] -->==
Before December 7, 2020, if passengers wanted to board the train at the station, they would have to press a button on the platform, which turns on a light that tells the Operator to stop at the station. The train would only stop if it was scheduled to stop at the station; otherwise, trains did not stop even if the passenger pressed the button. All trains stopped at terminals.

After December 7, 2020, if passengers want to board the train at the station they have to be physically visible to the Operator for the train to stop. This is the same as on a light rail or tram/trolley line. In both cases detraining passengers must press a button on board to request the train to stop.
{| class="wikitable"
!Location
!Miles (km)
!Station
!Notes/Connections
!Weekday<br />Boardings (2018)<ref>{{Cite web|title=Fiscal Year 2020 Annual Service Plan|url=http://septa.org/strategic-plan/reports/FY%202020%20Annual%20Service%20Plan-update.WEB.pdf|access-date=September 27, 2020|website=SEPTA}}</ref>
!Weekday <br />Boardings (2024)<ref>{{Cite web |title=Spring 2024 Stop Summary (NHSL) |url=https://data-septa.opendata.arcgis.com/datasets/a875742cb2274ab686c22f4d9525a457_0/explore?location=40.047856,-75.315568,12.33 |access-date=February 26, 2025 |website=data-septa.opendata.arcgis.com |language=en-us}}</ref>
|-
|rowspan=2|[[Upper Darby Township, Pennsylvania|Upper Darby]]
|{{convert|0.0|mi|1|abbr=values}}
|[[69th Street Transit Center]] {{Access icon}}
|{{ric|SEPTA Metro|name=y}}: {{ric|SEPTA Metro|L|name=}} {{ric|SEPTA Metro|D|name=}} <br>{{rint|bus|1}} [[SEPTA City Transit Division surface routes|SEPTA City Bus]]: {{SEPTA bus link|21|30|65|68}}<br>{{rint|bus}} [[SEPTA Suburban Division bus routes|SEPTA Suburban Bus]]: {{SEPTA bus link|103}}, {{SEPTA bus link|104}}, {{SEPTA bus link|105}}, {{SEPTA bus link|106}}, {{SEPTA bus link|107}}, {{SEPTA bus link|108}}, {{SEPTA bus link|109}}, {{SEPTA bus link|110}}, {{SEPTA bus link|111}}, {{SEPTA bus link|112}}, {{SEPTA bus link|113}}, {{SEPTA bus link|120}}, {{SEPTA bus link|123}}, {{SEPTA bus link|126}}
|4,965
|2,049
|-
|{{convert|0.7|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Parkview}}
|
|66
|88
|-
|rowspan=7|[[Haverford Township, Pennsylvania|Haverford]]
|{{convert|1.4|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Township Line Road}}
|{{rint|bus}} [[SEPTA Suburban Division bus routes|SEPTA Suburban Bus]]: {{SEPTA bus link|103}}
|83
|89
|-
|{{convert|1.9|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Penfield}} {{Parking symbol}}
|
|288
|89
|-
|{{convert|2.5|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Beechwood–Brookline}}
|
|210
|97
|-
|{{convert|3.1|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Wynnewood Road}} {{Access icon}} {{Parking symbol}}
|
|140
|84
|-
|{{convert|3.4|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Ardmore Junction}} {{Parking symbol}}
|{{rint|bus}} [[SEPTA Suburban Division bus routes|SEPTA Suburban Bus]]: {{SEPTA bus link|103}}
|500
|172
|-
|{{convert|3.9|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Ardmore Avenue}} {{Access icon}} {{Parking symbol}}
|
|116
|69
|-
|{{convert|4.5|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Haverford}} {{Parking symbol}}
|
|145
|93
|-
|rowspan=6|[[Radnor Township, Pennsylvania|Radnor]]
|{{convert|5.4|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Bryn Mawr}} {{Parking symbol}}
|
|562
|283
|-
|{{convert|5.9|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Roberts Road}}
|
|65
|50
|-
|{{convert|6.4|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Garrett Hill}}
|
|562
|64
|-
|{{convert|6.8|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Stadium}} {{Access icon}}
|
|NO DATA
|81
|-
|{{convert|7.0|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Villanova}} {{Parking symbol}}
|{{rint|bus}} [[SEPTA Suburban Division bus routes|SEPTA Suburban Bus]]: {{SEPTA bus link|106}}
|357
|85
|-
|{{convert|7.9|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Radnor}} {{Parking symbol}}
|{{rint|bus}} [[SEPTA Suburban Division bus routes|SEPTA Suburban Bus]]: {{SEPTA bus link|106}}
|462
|200
|-
|rowspan=2|[[Lower Merion Township, Pennsylvania|Lower Merion]]
|{{convert|8.6|mi|1|abbr=values}}
|{{stl|SEPTA Metro|County Line}}
|
|14
|NO DATA
|-
|{{convert|9.4|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Matsonford}} {{Parking symbol}}
|
|32
|44
|-
|rowspan=2|[[Upper Merion Township, Pennsylvania|Upper Merion]]
|{{convert|10.3|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Gulph Mills}} {{Access icon}} {{Parking symbol}}
|{{rint|bus}} [[SEPTA Suburban Division bus routes|SEPTA Suburban Bus]]: {{SEPTA bus link|95|124|125}}
|577
|212
|-
|{{convert|11.0|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Hughes Park}}
|
|339
|128
|-
|rowspan=2|[[Bridgeport, Pennsylvania|Bridgeport]]
|{{convert|12.3|mi|1|abbr=values}}
|{{stl|SEPTA Metro|DeKalb Street}} {{Parking symbol}}
|{{rint|bus}} [[SEPTA Suburban Division bus routes|SEPTA Suburban Bus]]: {{SEPTA bus link|99}}
|314
|166
|-
|{{convert|12.8|mi|1|abbr=values}}
|{{stl|SEPTA Metro|Bridgeport}}
|
|106
|89
|-
|[[Norristown, Pennsylvania|Norristown]]
|{{convert|13.4|mi|1|abbr=values}}
|[[Norristown Transit Center]] {{Access icon}} {{Parking symbol}}
|{{rint|septa}} [[SEPTA Regional Rail]]: {{ric|SEPTA|NOR}}<br>{{rint|bus}} [[SEPTA Suburban Division bus routes|SEPTA Suburban Bus]]: {{SEPTA bus link|90}}, {{SEPTA bus link|91}}, {{SEPTA bus link|93}}, {{SEPTA bus link|96}}, {{SEPTA bus link|97}}, {{SEPTA bus link|98}}, {{SEPTA bus link|99}}, {{SEPTA bus link|131}}
|1,441
|861
|-
|}

==King of Prussia Spur==
[[File:Red Arrow map.svg|thumb|upright=1.1|Map of the Red Arrow Lines showing the current M in blue; the former branch to [[Strafford, Pennsylvania|Strafford]] is dashed, and the former trolley routes: D1 (101), D2 (102), 103 and 104 (red, still in use, and orange, disbanded)]]
In 2013, it was proposed to create a branch off the then-Norristown High Speed Line to serve the [[King of Prussia (shopping mall)|King of Prussia Mall]], Valley Forge office parks, and the [[Valley Forge Casino Resort]].<ref name=inq71613>{{cite news|last=Geringer|first=Dan|url=http://articles.philly.com/2013-07-16/news/40592247_1_rail-service-prussia-mall-norristown-high-speed-line|archive-url=https://web.archive.org/web/20130719061532/http://articles.philly.com/2013-07-16/news/40592247_1_rail-service-prussia-mall-norristown-high-speed-line|url-status=dead|archive-date=July 19, 2013|title=SEPTA mulls rail service to King of Prussia, Valley Forge|newspaper=The Philadelphia Inquirer|date=July 16, 2013|access-date=July 17, 2013}}</ref> Many possible routes were planned for this extension, including one following [[U.S. Route 202 in Pennsylvania|US 202]] from Norristown to King of Prussia, another following a utility right-of-way paralleling US 202 and the [[Pennsylvania Turnpike]], and another following the utility right-of-way and Gulph Road.<ref name=inq71713>{{cite news|last=Parks|first=Jessica|url=http://www.philly.com/philly/business/20130717_SEPTA_seeks_to_extend_Norristown_line.html|title=SEPTA studies high-speed rail extension to King of Prussia|newspaper=The Philadelphia Inquirer|date=July 17, 2013|access-date=July 17, 2013}}</ref> In 2014, SEPTA estimated that the expansion would cost between $500 million to $650 million, and was at least eight years away.<ref name=JShelly>{{cite news|last=Shelly|first=Jared|url=http://www.bizjournals.com/philadelphia/news/2014/01/30/septa-releases-new-plans-for-expanded.html|title=SEPTA's new plans for $500M King of Prussia Rail project|newspaper=Philadelphia Business Journal|date=January 30, 2014|access-date=October 7, 2014}}</ref>

On February 29, 2016, SEPTA announced the preferred route based on cost-efficiency and environmental impact.<ref name="King of Prussia">{{cite news|last=Smith|first=Sandy|url=http://www.phillymag.com/news/2016/02/29/septa-king-of-prussia-rail-route/|title=SEPTA Picks a King of Prussia Rail Route|newspaper=Philadelphia Magazine|date=February 29, 2016|access-date=March 2, 2016}}</ref> The route would have branched off from the then-Norristown High Speed Line between [[Hughes Park (SEPTA station)|Hughes Park]] and [[DeKalb Street (SEPTA station)|DeKalb Street]], followed a [[PECO Energy Company|PECO]] transmission line right-of-way to the Pennsylvania Turnpike, and then run parallel to the Turnpike to reach the King of Prussia Mall. It would then have followed Mall Boulevard before crossing the Turnpike and following First Avenue. Stations would have been located at Henderson Road, Allendale Road, Mall Boulevard, the intersection of First and Clark Avenues in the King of Prussia Business Park, and at First Avenue near the Valley Forge Casino Resort.<ref name=KOPrailmap/>

On January 25, 2018, the SEPTA board approved a final route alignment, selecting the locally preferred routing from among the options studied in the project's draft [[environmental impact statement]] (EIS).<Ref name="1/18 routing"/> The {{convert|4.5|mi|km|adj=on|sp=us}} line was estimated to cost between $1 billion and $1.2 billion, with ridership estimated at 9,500 daily by 2040.<ref name="1/18 routing">{{cite web | url=http://www.railjournal.com/index.php/north-america/septa-moves-forward-with-king-of-prussia-rail-project.html | title=Septa moves forward with King of Prussia Rail Project | publisher=International Rail Journal | date=January 26, 2018 | access-date=January 28, 2018}}</ref> In January 2019, SEPTA engaged the engineering firm [[HNTB]] to design Phase I of the project.<ref>{{cite web |url=https://philly.curbed.com/2019/1/28/18200844/septa-design-kop-rail-7m-norristown-nhsl-htnb|title=SEPTA awards $7M contract for first part of KOP rail design|website=[[Curbed]] Philadelphia|author= Anna Merriman|date=January 28, 2019|access-date=April 3, 2019}}</ref> On December 1, 2020, SEPTA held a meeting to update the proposed alignment. The final environmental impact statement was planned to be submitted to the [[Federal Transit Administration]] (FTA) in early 2021. Construction on the spur to King of Prussia was projected to cost $2 billion and service was expected to begin between 2025 and 2027.<ref>{{cite news|last=Madej|first=Patricia|title=SEPTA doubles down on commitment to $2B King of Prussia Rail project|work=The Philadelphia Inquirer|date=December 2, 2020|url=https://www.inquirer.com/transportation/septa-king-of-prussia-rail-extension-20201202.html|access-date=December 2, 2020}}</ref>

Five new stations were to be added to the line as follows:<ref name=KOPrailmap>{{cite web|url=https://www.kingofprussiarail.com/interactivemap/|title=King of Prussia Rail Project Interactive Map|publisher=King of Prussia Rail|access-date=December 2, 2020}}</ref>
* Henderson Road station
* Allendale Road station
* Mall Boulevard station
* First & American Forge station
* First & Moore/Valley Forge station (terminus)

On March 17, 2023, SEPTA stopped work on the spur to King of Prussia after determining it would not have the money to proceed forward after the FTA denied a capital grant to the project.<ref>{{cite news|last=Fitzgerald|first=Thomas|title=SEPTA stops work on proposed King of Prussia Rail Line after federal government denies funding|work=The Philadelphia Inquirer|date=March 17, 2023|url=https://www.inquirer.com/news/septa-stops-king-of-prussia-rail-extension-project-20230317.html|access-date=March 17, 2023}}</ref>

== See also ==
{{Portal|Trains}}
* [[Electroliner]]
* [[Medium-capacity rail transport system]]

==References==
=== Notes ===
{{notelist}}

=== Citations ===
{{reflist}}

===Bibliography===
* {{cite web |url= http://www.publictransit.us/ptlibrary/NorthAmericaRailTransitOpenings/Railopenings_US_Updated2011.pdf |title= U.S. Urban Rail Transit Lines Opened From 1980 |url-status= dead |archive-url= https://web.archive.org/web/20131104023212/http://www.publictransit.us/ptlibrary/NorthAmericaRailTransitOpenings/Railopenings_US_Updated2011.pdf |archive-date= November 4, 2013 |df= mdy-all }}
* {{cite web| url=http://www.planning.dot.gov/Peer/Philadelphia/Philadelphia.htm| url-status=dead| archive-url=https://web.archive.org/web/20090730120112/http://www.planning.dot.gov/Peer/Philadelphia/Philadelphia.htm| archive-date=July 30, 2009| title=Transportation Planning Capacity Building Program – Peer Exchange Report| date=June 16, 2004| publisher=Delaware Valley Regional Planning Commission}}
* {{cite magazine| publisher=McGraw Publishing Co.| title=Norristown Extension of Philadelphia & Western Railway| magazine=[[Electric Railway Journal]]| volume=XL| issue=16| date=October 26, 1912| page=906}}

==External links==
{{Attached KML |display=title,inline}}
{{Commons category|Norristown High Speed Line}}
* {{official website|http://www.septa.org/service/highspeed}}
* {{cite web|url= http://www.septa.org/service/sched/pdfs/NHSL.pdf |title=Norristown High Speed Line schedule }}&nbsp;{{small|(164&nbsp;KB)}}
* {{cite web |url= https://www.hillintl.com/PDFs/The%20Modernization%20of%20SEPTAS%20Norristown%20High%20Speed%20Line-Vigrass.pdf |title= The Modernization of SEPTA Norristown High Speed Line (Includes ABB N-5 Specifications) |url-status= bot: unknown |archive-url= https://web.archive.org/web/20160124063106/https://www.hillintl.com/PDFs/The%20Modernization%20of%20SEPTAS%20Norristown%20High%20Speed%20Line-Vigrass.pdf |archive-date= January 24, 2016 |df= mdy-all }}&nbsp;{{small|(6.03&nbsp;MB)}}

{{SEPTA |state=autocollapse}}
{{Delaware Valley transit}}
{{Upper Darby}}
{{USSubway}}
{{authority control}}{{DEFAULTSORT:M, Norristown High Speed Line}}
[[Category:600 V DC railway electrification]]
[[Category:1907 establishments in Pennsylvania]]
[[Category:Interurban railways in Pennsylvania]]
[[Category:Radnor Township, Pennsylvania]]
[[Category:Rapid transit in Pennsylvania]]
[[Category:SEPTA Metro lines]]
[[Category:Standard-gauge railways in the United States]]