The PATH strip maps above the doors on trains do indeed show connections. Subway connections are shown for multiple stations, Amtrak, NJT rail, and the LIRR are shown for 33rd Street, the HBLR is shown for Newport and Exchange Place, the HBLR and NJT rail are shown for Hoboken Terminal, and the Newark Light Rail, NJT rail, and Amtrak are shown for Newark Penn Station.

Regarding Ferry Avenue, trains used to terminate there! They used to run Ferry Avenue Local trains until 1980 when they were replaced by Woodcrest Local trains, and so that third track at Ferry Avenue is now used just to store trains.

Regarding Haddonfield station being built in a trench, NIMBYs is why. Basically it was going to be elevated, but Haddonfield officials created a new committee to investigate people's concerns and make their own recommendations on how to build the ROW through the municipality, whether to depress or to elevate. Nearly 2,500 property owners filled out a questionnaire. The majority wanted the tracks from Woodland Avenue to Cottage Avenue depressed instead of elevated, stating that they felt the elevated structure would affect local property values. DRPA stated that putting the entire New Jersey side of the project under street level would make the project expensive and unfeasible, but Haddonfield kept insisting. Congressman William T. Cahill offered the federal government could help in the $5.6 million needed to depress the project. NJ Governor Meyner  announced in January 1962 that he would sign off on a revised plan from DRPA that depresses the tracks in Haddonfield.

PATCO history: In the early 20th century, there were two railroads that connected Camden with cities and towns across South Jersey, the Atlantic City Railroad (owned by Reading) and the West Jersey & Seashore Railroad (owned by the PRR). While competition was fierce, they had the same flaw, they didn't go into Philly. The history of the PATCO Speedline first began in 1926 with the creation of the Delaware River Bridge Commission and the construction of the Delaware River Bridge, now the Benjamin Franklin Bridge, which was built with space for a railroad track on either side. In 1931, the Delaware River Bridge Commission was reorganized as the Delaware River Joint Commission (DRJC) and was given the authority to construct a high-speed transit line connecting Philadelphia and Camden. In June 1936, the new Bridge Line opened, initially between 8th & Market in Philly and Broadway in Camden. With Broadway being where people could switch trains to head further into South Jersey. Starting in 1949, trains from Camden continued onto the Broad-Ridge Spur and all the way to Girard. But in 1951, Bridge Line service was rerouted to 15-16th & Locust.

It opened amidst pressure by community groups for the construction of a more integrated line that would link nearby NJ suburbs with the Philadelphia-Camden Line. Not to mention, by the 1950s, the Bridge Line's ridership was immensely low. With these concerns in mind, PA and NJ issued a bi-state contract to create the Delaware River Port Authority in 1951. This greatly expanded the powers of the DRJC, and allowed for the construction of a more extensive transit line. Part of this work in the 1960s was building a new platform for the Broad-Ridge Spur, severing it from the Bridge Line. Several studies were done by various engineering firms-including Parsons, Brinckerhoff, Hall and MacDonald- suggesting what kind of transit system would come closest to satisfying the needs of area residents and businesses. The Parsons report recommended the construction of a three-corridor system that would proceed through a new tunnel under the Delaware River. Route A would extend to Moorestown, Route B to Kirkwood (now Lindenwold) and Route C to Woodbury Heights. The estimated cost was 242 million. But it wasn't until the firm of Louis T. Klauder & Associates recommended using the existing rail line on the Benjamin Franklin Bridge and subway connections to Philadelphia instead of building a new tunnel, at a cost of 94 million dollars, that the PATCO dream became a reality. The Klauder report pointed out that the largest concentration of potential riders was in the Kirkwood area and recommended that line be constructed first.

In 2005, PATCO officials wanted to plan a new route in the corridor of the originally proposed Route C that would serve Gloucester County and end in Glassboro on the grounds of Rowan University, formerly Glassboro State College. In May 2009, NJ Governor Jon Corzine formally endorsed a diesel light rail along an existing Conrail right-of-way, selected because of its lower capital cost and operating cost, and so this idea became the Glassboro-Camden Line.

Had the full plans for PATCO been realized, it would have been far more expansive than the current one-line system. Keep an eye out, I'm working on something discussing the original plans for a Classy Whale contest video! As of now, it's like a decent commuter-metro hybrid.

Ferry Ave has that extra track as some trains used to terminate there! They haven't run that in a while, but sometimes you can see trains stored there.

Just west of Haddonfield, the trench splits off where the old PRSL rights of way branch, from the one the PATCO runs on to the one towards Cherry Hill, Pennsauken, the Delair Bridge, and North Philly, carrying the NJT ACL to where it joins onto the NEC leading into 30th St. One of their trains running through the trench next to Haddonfield is in part of my regular video intro!

I can never find ridership data by station, but Woodcrest anecdotally seems to get good ridership. It has a huge parking lot and is a popular park-and-ride as it's just off of Rt. 295. It's actually the second-"newest" station (counting Franklin Square) as it opened in the 80s. From a rider's perspective, Ashland seems to be the least-used.

And that announcement voice is, indeed, Bernie Wagenblast! She's an icon!


Glad you got to experience the PATCO, and it looks like you enjoyed it!

PATCO is awesome! Riding PATCO is definitely worth the hype because riding over the Ben Franklin Bridge is incredible. I first rode the system in April 2025, and it is really like riding the LIRR Babylon Branch since it's elevated through the suburbs surrounded by parking lots, if the Babylon Branch acted more like a subway. Especially with how much in common the PATCO Speedline has with the LIRR (PATCO Speedline and LIRR M1 rolling stock were both built by Budd and share many design features, both the LIRR and PATCO are 24/7, both use 750 V over-running third-rail). PATCO is a Great Society metro, meaning it came out of the Great Society programs by President Lyndon B. Johnson. The goal was to solve traffic from suburbs to city centers by combining the speed and infrastructure of a subway with the comfort of commuter rail. So it's a hybrid subway/commuter rail system. The DC Metro, MARTA, and BART are also Great Society Metros.

PATCO was a pioneer! PATCO was one of the first transit systems to employ automated fare collection and tickets with magnetically stored data (smart cards were eventually introduced in 2006). It was the first system in the US to be built with ATO or automatic train operation, as PATCO opened in 1969 while BART opened in 1972! First fully-automated system in North America was Montreal's former Expo Express. The PATCO ATO is an analog system that makes use of pulse code cab signaling supplied by Union Switch & Signal.  The cab signals supply one of five different speeds (20 mph, 30 mph, 40 mph, 65 mph or full stop) and the on-board ATO gear supplies maximum acceleration or maximum braking force to reach that target speed. GE wasn't prepared for the constant rapid acceleration and deceleration of PATCO, this caused the motors to easily break down during its early days, with GE having to repeatedly work with PATCO's shops to overhaul motors.

Many PATCO design features were included in the M1/M3s for the LIRR, aka the Metropolitans. As mentioned, both the original PATCO rolling stock and the M1/M3s were made by the Budd Company, with both rolling stock being built in 1968 (though the M3s entered service in the 1980s), while GE designed the motors. The M1s were the catalyst of change for the LIRR and MNR systems as it required all stations in the electrified zone to be rebuilt for high-level boarding between 1966 and 1968 (stations in the LIRR's diesel zone wouldn't have high-level boarding until the 1990s for the C3s, though the Port Jeff Branch got high-level platforms in the 1980s in preparation for future electrification), and the increased power demand forced the LIRR to update its third rail power supply from 650 V DC to 750 V DC to take advantage of the car's performance. The M1s were designed for 100 mph, but they only achieved 80 mph in service due to track and signaling limitations. The Metropolitans even included support for ATO just like the PATCO Speedline, however, ATO was never used on those trains on the LIRR. You can see two preserved M1s at the Railroad Museum of Long Island in Riverhead, and when the museum is open, which I volunteer at, we let visitors step inside them, and sit inside where the driver typically sits! The LIRR M1s retired in 2007, and the ones at the museum still have ads from that era. The specific M1s at the museum, 9547 and 9548, are special in that they are the only known M1s to have ever traveled to Grand Central Terminal. On October 1, 1998, the married pair were the LIRR’s Ambassador to the grand reopening ceremony of the restored terminal and were placed on view at track level to promote East Side Access.

PATCO was also a pioneer in one-person train operation. It was designed for such by exclusively utilizing island platforms and right-handed operation with operators sitting on the left side of the vehicle where they can open their window and monitor the boarding process. Where trains have to use the "wrong" side, mirrors are provided to give the operator a proper view. Prior to the rebuild, the operator was not isolated from the passenger cabin, instead being surrounded by a low partition. Operators wishing privacy could pull a curtain closed during operation but were still on call to answer inquiries from passengers and when the booth was not in use, a lockable cover slid over the console controls. All of the legacy vehicles have since been rebuilt (by Alstom) with modern controls and full width cabs. The operators are still responsible for the doors, sounding the horn, starting the train from station stops, and full manual operation of the train (when necessary). Because of ATO limitations, drivers must make one trip per day under manual operation to stay in practice and are not penalized for running their trains manually at any time of their choosing. Automatic station stops are handled by track mounted transponders and can be overridden by the operator for non-stopping trains.

Under Alstom, the refurbishment saw wheelchair access, more reliable HVAC systems, roll signs replaced with digital displays, and the cars received automated announcements by Bernie Wagenblast. These changes reduced seating by eight seats, from 160 to 152. It also saw the replacement of the propulsion and automatic train operation systems, which used technology last updated in the early 1980s. The camshaft resistance type motor controller was replaced by a new solid-state unit using IGBTs and the relay based ATO unit was replaced by a computerized system. The General Electric DC motors, Pioneer III trucks and gearboxes were not replaced, but rebuilt by Alstom as well. Also, Alstom purchased many extra GE 1255 A2 motors from retired Metro-North M1A's from a scrap dealer in Ohio and rebuilt them to provide PATCO with extra DC motors for future replacement if needed or required. Before the Alstom rebuild, single-unit trains were occasionally seen late at night, while 3- or 5-car trains were encountered only when not enough cars were available to meet the service requirement.

Trains operate at a maximum of 65 mph (or 105 km/h) on the surface portion of the system and 40 mph (64 km/h) in the subway portion and over the bridge. Trains used to have a top speed of 75 mph (121 km/h) on the surface portion, but this caused excessive wear on the traction motors and was cut back to 65 mph (105 km/h) in the 1970s.

It's kind of wild how there's a metro running through this area. Too bad it doesn't run further east or north

thank you for this informative video! very helpful.

yeah patco is goated

It’s interesting how PATH and PATCO are basically siblings that went different directions. PATH which took over from the H&M in 1963 maintains the traditional subway system of the past. They’ve only expanded to the WTC in the 1970s but despite that they have maintained a good system that will thankfully get better frequencies in the future. Meanwhile PATCO which took over and expanded from the bridge line in 1969 created the new metro formula that can be seen on newer metros like in DC, Baltimore, Atlanta to name a few.

You'll have to ride the part that goes over the Ben Franklin Bridge

PATCO absolutely rules man. One of my favorite Metro lines in the country. The trains are SO awesome

Haddonfield wanted it in the trench because they didn't like the idea of having it elevated, or at ground level like the old PRSL standard train line station it replaced. It's kind of a shame they didn't take advantage of it to build some transit development instead of just the giant flat parking lots.

Unfortunately that's also a major bottleneck on extending Atlantic City Line services, since it would be very costly to widen the trench to add a second track through there, or to build a new alternate ACL route to bypass the area.

Anyway, PATCO normally does run 24 hour service, but there's some temporary overnight stoppages for right now as part of a massive maintenance plan. Not sure how long that's lasting but when I used to live down there I'd often be leaving Philly on it around like 3 am to get back to my car at one of the park and ride stations. They still have weekend around the clock service though to support Philly nightlife travel.

Patco does have its plus: it's cheaper and easier to travel on than SEPTA, and it has only one destination from Philly, as opposed to multiple termini on the other side of the river. The only downside is that it leads to practically the middle of nowhere.

It's way better! Cleaner stations, more frequent weekend trains etc

Yes, PATCO is better than PATH, because PATCO doesn't have an idiotic ban on photography like PATH does.

What I always found fascinating is the PATCO trains sometimes have a conductor driver....Then sometimes is ran remote via driverless from a computer navigation system.....Riding a remote control Metro Train is so futuristic...I love it...
🤔🤔🤔🤔🤔🤔🤔🤔🤔

Does PATH still run 24-7? PATCO shuts down overnight Sunday through Thursday nights as part of a 6 month period to step up cleaning and repairs. No guarantee it'll restart overnight trips in March or extend it to weekends.

Yes PATH does. You gotta really look at the map

I mean Patco is cool but yeah PATH definitely takes it lol. It has multiple lines and the every 15 minute schedule is only really better than weekend and overnight PATH. Most PATH lines are every 5 minutes during rush hour, you really can’t beat that

I had to go look to believe it. Apparently it's true, patco no longer runs 24/7 (on weeknights at least)

8:25 Delta Rail Grinder

Every suburban stop on PATCO is built on the site of a former PRSL stop. Lindenwold is the busiest stop as it's the end of the line and as a result, serves the further out towns in Camden County. It has the biggest parking lot. Woodcrest is almost as busy as Lindenwold as it has its own exit on 295, just like how Greenbelt on the Green Line has its own exit on the Beltway. Ashland, Haddonfield, Westmont, and Collingswood aren't as busy, but because their lots are much smaller, they fill up quickly. It's not uncommon for Haddonfield, Twp, and Collingswood residents to walk or bike to the train rather than drive given how pedestrian friendly all three towns are allowing residents in nearby Barrington, Heights, and Audubon to use the parking lots. Ashland is likely the least busiest station on the line as its too far from the Echelon Mall (dead mall) and its nearby apartment complexes and the density is lower than the stops between it and Camden. PATCO was planned as a 3 line system replacing existing rights of way to Mt. Holly, Lindenwold, and Glassboro, but due to budget cuts, only the line to Lindenwold was built because of higher density in Camden County than Burlington and Gloucester County and no opposition from the towns it serves. The Wikipedia article for Haddonfield's station was updated recently to cover the history of the station, but in short, Haddonfield supported PATCO (asides from the residents who lost their homes to build the parking lot) with the request that their station is trenched to blend in better with the historic downtown.

NJ Transit's River Line was originally planned to run from Camden to Mt. Holly but was met with opposition in Burlington County, especially in Moorestown where residents had concerns with traffic and street-running. The opposition led to the current line running between Camden and Trenton. The planned Glassboro-Camden Line has experienced heavy opposition in Gloucester County since day 1, and I don't see it ever being built. Wenonah and Mantua voted against building GCL stops in their towns, and I believe Pitman recently did as well. Main reasons GCL faces heavy opposition are concerns with traffic, noise, increased crime, and lower property values, but there are more absurd reasons for opposition including increased pollution, less parking and disruption to holiday parades in Pitman, and kids playing on the tracks.

South Jersey had an extensive commuter rail network before PATCO with lines connecting Camden and Philly with shore towns such as Atlantic City, Cape May, and Toms River, but the construction of the AC Expressway and Garden State Parkway led to the demise of passenger rail with many lines abandoned or replaced with rail trails such as one in Blackwood. PATCO ironically contributed to this as well as it was built on the existing PRSL Camden-AC main line and would've done the same to the lines that went out to Toms River and Cape May. PRSL closed its Broadway terminal in Camden in 1966 in anticipation for PATCO. If PATCO were never built and Broadway terminal never closed, it's SEPTA's downtown commuter tunnel would have been built with a connection to Camden via a tunnel under the Delaware River with NJ Transit taking over the old commuter rail lines providing a one seat ride to downtown Philly.