SEPTA Subway–Surface Trolley Lines

The Southeastern Pennsylvania Transportation Authority (SEPTA) is a regional public transportation authority that operates bus, rapid transit, commuter rail, light rail, and electric trolleybus services for nearly 4 million people in five counties in and around Philadelphia, Pennsylvania. It also manages projects that maintain, replace and expand its infrastructure, facilities and vehicles.

SEPTA is the major transit provider for Philadelphia and the counties of Delaware, Montgomery, Bucks, and Chester. It is a state-created authority, with the majority of its board appointed by the five Pennsylvania counties it serves. While several SEPTA commuter rail lines terminate in the nearby states of Delaware and New Jersey, additional service to Philadelphia from those states is provided by other agencies: the PATCO Speedline from Camden County, New Jersey is run by the Delaware River Port Authority, a bi-state agency; NJ Transit operates many bus lines and a commuter rail line to Philadelphia's Center City; and DART First State runs feeder bus lines to SEPTA stations in the state of Delaware.

SEPTA has the 6th-largest U.S. rapid transit system by ridership, and the 5th largest overall transit system, with about 302 million annual unlinked trips as of fiscal year 2018. It controls 290 active stations, over of track, 2,350 revenue vehicles, and 196 routes. It also oversees shared-ride services in Philadelphia and ADA services across the region, which are operated by third-party contractors.

SEPTA is one of only two U.S. transit authorities that operates all of the five major types of terrestrial transit vehicles: regional (commuter) rail trains, rapid transit (subway/elevated) trains, light rail vehicles (trolleys), trolleybuses, and motorbuses. (The other is Boston's Massachusetts Bay Transportation Authority, which runs ferryboat service as well.)

History

Formation

SEPTA was created by the Pennsylvania legislature on August 17, 1963, to coordinate government subsidies to various transit and railroad companies in southeastern Pennsylvania. It commenced on February 18, 1964.

On November 1, 1965, SEPTA absorbed two predecessor agencies:
* The Passenger Service Improvement Corporation (PSIC), was created on January 20, 1960, to work with the Reading Company and Pennsylvania Railroad to improve commuter rail service and help the railroads maintain otherwise unprofitable passenger rail service.
* The Southeastern Pennsylvania Transportation Compact (SEPACT), was created September 8, 1961, by the City of Philadelphia and the Counties of Montgomery, Bucks, and Chester to coordinate regional transport issues.

By 1966, the Reading Company and Pennsylvania Railroad commuter railroad lines were operated under contract to SEPTA. On February 1, 1968, the Pennsylvania Railroad merged with the New York Central railroad to become Penn Central, only to file for bankruptcy on June 21, 1970. Penn Central continued to operate in bankruptcy until 1976, when Conrail took over its assets along with those of several other bankrupt railroads, including the Reading Company. Conrail operated commuter services under contract to SEPTA until January 1, 1983, when SEPTA took over operations and acquired track, rolling stock, and other assets to form the Railroad Division.

Subsequent expansion

Like New York's Second Avenue Subway, the original proposal for the Roosevelt Boulevard Subway dates to 1913, but construction has remained elusive. Instead, after completing the Frankford Elevated, transit service in and around the city stagnated until the early 2000s.

On September 30, 1968, SEPTA acquired the Philadelphia Transportation Company (PTC), which operated a citywide system of bus, trolley, and trackless trolley routes, the Market–Frankford Line (subway-elevated rail), the Broad Street Line (subway) and the Delaware River Bridge Line (subway-elevated rail to City Hall, Camden, NJ) which became SEPTA's City Transit Division. The PTC had been created in 1940 with the merger of the Philadelphia Rapid Transit Company (formed in 1902) and a group of smaller, then independent transit companies operating within the city and its environs.

On January 30, 1970, SEPTA acquired the Philadelphia Suburban Transportation Company, also known as the Red Arrow Lines, which included the Philadelphia and Western Railroad (P&W) route now called the Norristown High-Speed Line, the Media and Sharon Hill Lines (Routes 101 and 102) and several suburban bus routes in Delaware County. Today, this is the Victory Division, though it is sometimes referred to as the Red Arrow Division.

On March 1, 1976, SEPTA acquired the transit operations of Schuylkill Valley Lines, which is today the Frontier Division. Meanwhile, SEPTA gradually began to take over the Pennsylvania Railroad and Reading Company commuter trains. SEPTA primarily sought to consolidate the formerly-competing services, leading to severe cutbacks in the mid-1980s. Subsequent proposals have been made to restore service to Allentown, Bethlehem, West Chester, and Newtown, with support from commuters, local officials and pro-train advocates. SEPTA's planning department focused on the Schuylkill Valley Metro, a "cross-county metro" that would re-establish service to Phoenixville, Pottstown and Reading without requiring the rider to go into Philadelphia. However, ridership projections were dubious, and the Federal Railroad Administration refused to fund the project.

Many derelict lines under SEPTA ownership have been converted to rail trails, postponing any restoration proposals for the foreseeable future. Proposals have also been made for increased service on existing lines, including later evenings and Sundays to Wilmington, Delaware and Newark in Delaware. Maryland's MARC commuter rail system is considering extending its service as far as , which would allow passengers to connect directly between SEPTA and MARC. Other recent proposals have focused on extending and enhancing SEPTA's other transit services. Senator Bob Casey has supported recent proposals expanding the Broad Street Line to the Philadelphia Naval Shipyard. , SEPTA had completed an Environmental Impact Statement to extend the Norristown High Speed Line to the King of Prussia area.

In September 2021, SEPTA proposed rebranding their rail transit services (the Market–Frankford Line, Broad Street Line, Subway–Surface trolley lines, Norristown High-Speed Line, Route 15 trolley, and Routes 101 and 102 trolleys) as the "SEPTA Metro", in order to make the system easier to navigate. Under this proposal, new maps, station signage, and line designations would be created. Under the proposed nomenclature, trunk lines would receive a letter and a color, with services having a numeric suffix and service name. For example, services along with the current Market–Frankford Line would be called the "L Lines" and colored blue, with local service becoming the "L1 Market–Frankford Local" and services along the current Broad Street Line would become the "B Lines" and colored orange, with local service becoming the "B1 Broad Street Local," express service becoming the "B2 Broad Street Express," special service becoming the "B2 Express Sports Special," and spur service becoming the "B3 Broad–Ridge Express." Services along the current subway–surface, Norristown High-Speed Line, Route 15 trolley, and Routes 101 and 102 suburban trolley trunk would receive would become the "T Lines," "M Lines," "G Lines," and "D Lines" respectively.

In March 2022, SEPTA revised the SEPTA Metro proposal based on feedback from a 2 month-long outreach period between September and October 2021. The amended proposal involved describing each lettered service by the word "Line" rather than "Lines." Special service along the Broad Street Line would become part of the "B2 Broad Street Express," with service being differentiated by their end terminals. As part of the proposal, the roll-out of real-time information was stated as a priority.

Governance

SEPTA is governed by a 15-member board of directors:

* The City of Philadelphia appoints two members: one member is appointed by the Mayor, the other by the City Council President. These two board members can veto any item that is approved by the full SEPTA board because the city represents more than two-thirds of SEPTA's local subsidy, fare revenue, and ridership. However, the veto may be overridden with the vote of at least 75% of the full board within 30 days.
* Bucks, Chester, Delaware, and Montgomery counties appoint two members each. These members are appointed by the county commissioners in Bucks, Chester, and Montgomery and by the county council in Delaware.
* The majority and minority leaders of the two houses of the Pennsylvania State Legislature (the Senate and the House of Representatives) appoint one member each, for a total of four members.
* The governor appoints one member.

The members of the SEPTA Board are:

The day-to-day operations of SEPTA are handled by the general manager, who is appointed and hired by the board of directors. The general manager is assisted by nine department heads called assistant general managers.

The present general manager is Leslie Richards. Past general managers include Jeffrey Knueppel, Joseph Casey, Faye L. M. Moore, Joseph T. Mack, John "Jack" Leary, Louis Gambaccini, and David L. Gunn. Past acting general managers include James Kilcur and Bill Stead.

SEPTA is a member of the Northeast Corridor Commission, a federal commission on Northeast Corridor rail service.

Routes and ridership

Ridership

Overall annual ridership for the fiscal year of 2020 was 223.5 million individual rides. 17.1 million were rides on SEPTA's "suburban" network. 26.3 million were rides on SEPTA's "regional rail" network. 180.1 million were rides on SEPTA's "city transit" network.

Ridership had decreased 13% from 2014 to 2019 due to many factors. Some explanations mentioned by SEPTA for this decrease are "increased competition, structural changes in ridership patterns, and moderate gas prices." The
24% decrease in ridership from FY 2019 to FY 2020 was mostly due to the impact of government-implemented lock-downs in response to the COVID-19 pandemic that started mid-March 2020.

Rapid transit

* Market–Frankford Line (Blue Line or El): subway and elevated line from the Frankford Transportation Center (rebuilt in 2003) in the Frankford section of Philadelphia to 69th Street Transportation Center in Upper Darby, via Center City Philadelphia. Weekday ridership averaged 191,716 in 2018.
* Broad Street Line and Broad–Ridge Spur (Orange Line): subway line along Broad Street in Philadelphia from Fern Rock Transportation Center to NRG Station/Sports Complex (formerly Pattison Station and AT&T Station) Or 8th and Market, via Center City Philadelphia. Weekday ridership averaged 139,950 in 2018.

Both rapid transit lines run from 5:00 a.m. to 1:00 a.m. Monday through Thursday, with "Night Owl" shuttle bus service running along the line from 1:00 a.m. to 5:00 a.m. Prior to COVID-19, the lines ran nonstop from 5:00 a.m. on Friday to 1:00 on Monday morning. As of late, the trains no longer run all day on weekends and shuttle buses replace trains in the same way that they do during the week.

Interurban transit

* Norristown High Speed Line (Purple Line): formerly known as the Philadelphia & Western (P&W) Railroad and Route 100, this former interurban heavy rail line is powered by third rail and has high level platforms. Daily ridership averaged 10,895 in 2018. It runs from 5:00 a.m. to 1:00 a.m. seven days a week.

Trolley and light rail

* Subway–Surface Trolley Lines (Green Line): Five Subway-Surface Trolley Routes— 10, 11, 13, 34 and 36 run in a subway in Center City and fan out along on street-level as Surface Trolley Lines in West and Southwest Philadelphia, and the Darby and Yeadon boroughs of Delaware County, Pennsylvania. Weekday ridership averaged 62,242 in 2018. Routes 10, 13 and 36 run 24 hours a day while Routes 11 and 34 run from roughly 4:30 am to 2 am.
* SEPTA Routes 101 and 102 (Suburban Trolley Lines): two trolley routes in Delaware County which run mostly on private rights-of-way but also have some street running. Daily ridership averaged 8,476 in 2018.
* Routes 15, 23 and 56: Three surface trolley routes that were suspended in 1992. Routes 23 and 56 are currently operated with buses. Trolley service on Route 15 (the Girard Avenue Line) resumed in September 2005, operating as a heritage streetcar line but was suspended again for at least eighteen months due to maintenance issues and major roadwork; it last operated in January 2020. 4 out of the 18 trolleys passed internal mechanical inspection before everything was converted to bus. Route 23 has long been SEPTA's most heavily traveled surface route, with daily ridership averaging 21,500 in 2010. The route has now split into Route 23 (northern portion remains) and Route 45 (southern portion).
* Route 15 is slated to restart trolley service in January 2023 with rebuilt "PCC III" cars.
* SEPTA has the largest trolley system in the United States.

Trackless trolley (trolleybus)

Trolleybuses, or trackless trolleys as they are called by SEPTA, operate on routes 59, 66, and 75. Service resumed in spring 2008 after a nearly five-year suspension. Until June 2002, five SEPTA routes were operated with trackless trolleys, using AM General vehicles built in 1978–79. Routes 29, 59, 66, 75 and 79 used trackless trolleys, but were converted to diesel buses for an indefinite period starting in 2002 (routes 59, 66, 75) and 2003 (routes 29, 79). The aging AM General trackless trolleys were retired and in February 2006, SEPTA placed an order for 38 new low-floor trackless trolleys from New Flyer Industries—enough for routes 59, 66 and 75 only—and the pilot trackless trolley arrived in June 2007, for testing. The vehicles were delivered between February and August 2008. Trackless trolley service resumed on Routes 66 and 75 on April 14, 2008, and on Route 59 the following day, but was initially limited to just one or two vehicles on each route, as new trolley buses gradually replaced the motorbuses serving the routes over a period of several weeks. The SEPTA board voted in October 2006 not to order additional vehicles for Routes 29 and 79, and those routes permanently became non-electric.

Bus

SEPTA lists 121 bus routes, not including over 50 school trips, with most routes in the City of Philadelphia proper. SEPTA generally employs lettered, one and two-digit route numbering for its City Division routes; 90-series and 100-series routes for its Suburban Division routes; 200-series routes for its Regional Rail connector routes (Routes 201, 204, and 206 in Montgomery & Chester Counties); 300-series routes for other specialized or third-party contract routes; and 400-series routes for limited-service buses to schools within Philadelphia.

Commuter rail

On January 1, 1983, SEPTA took over the commuter rail services formerly operated by Conrail under contract and reorganized them as Regional Rail. This division operates 13 lines serving more than 150 stations covering most of the five-county southeastern Pennsylvania region. It also runs trains to Wilmington, Delaware, and Newark, Delaware as well as Trenton and West Trenton, New Jersey. Daily ridership averaged over 120,000 in 2018, with over 30% of ridership on the Paoli/Thorndale and Lansdale/Doylestown lines.

Most of the cars used on the lines were built between 1976 and 2013. After building delays, the first Silverliner V cars were introduced into service on October 29, 2010. These cars represent the first new electric multiple units purchased for the Regional Rail system since the completion of the Silverliner IV order in 1976 and the first such purchase to be made by SEPTA. As of March 19, 2013, all Silverliner V cars are in service and makeup almost one-third of the current 400 car Regional Rail fleet, which are replacing the older, aging fleet. At the start of July 2016, however, a serious structural flaw (cracks in a weight-bearing beam on a train car's undercarriage) was discovered during an emergency inspection to exist in more than 95% of the 120 Silverliner V cars in the SEPTA regional rail fleet which the company announced would take "the rest of the summer" to repair and would thus reduce the system's capacity by as much as 50%. In addition to regular commuter rail service, the loss of system capacity was also expected to cause transportation issues for the Democratic National Convention being held in Philadelphia on the week of July 25, 2016.

Accessibility

All of SEPTA's buses are fully accessible under the requirements of the Americans with Disabilities Act (ADA). As of February 2022, about 46% of its subway and commuter rail stations combined are ADA-compliant, which is the second-lowest accessibility rate for rail stops in the country (the New York City Subway, at 28% as of September 2021, has the lowest in the nation). The trolleys themselves, meanwhile, are fully inaccessible, meaning that no trolley stop can possibly be compliant with the ADA. SEPTA was sued successfully over its lack of accessibility back in 2009.

Divisions

SEPTA has three major operating divisions: City Transit, Suburban, and Regional Rail. These divisions reflect the different transit and railroad operations that SEPTA has assumed. SEPTA also offers CCT Connect paratransit ⎌service.

City Transit Division

The City Transit Division operates routes mostly within the City of Philadelphia, including buses, subway–surface trolleys, surface Trolley Lines, the Market–Frankford Line, and the Broad Street Line. SEPTA City Transit Division surface routes include bus and trackless trolley lines. Some city division routes extend into Delaware, Montgomery, and Bucks counties. This division is the descendant of the Philadelphia Transportation Company. There are eight operating depots in this division: five of these depots only operate buses, one is a mixed bus/trackless trolley depot, one is a mixed bus/streetcar depot and one is a streetcar-only facility.

Suburban Division

Victory District

The Victory District operates suburban bus and trolley (or light rail) routes that are based at 69th Street Transportation Center in Upper Darby in Delaware County. Its light rail routes comprise the Norristown High Speed Line (Route 100) that runs from 69th Street Transportation Center to Norristown Transportation Center and the SEPTA Surface Media and Sharon Hill Trolley Lines (Routes 101 and 102). This district is the descendant of the Philadelphia Suburban Transportation Company, also known as the Red Arrow Lines. Some residents of the Victory District operating area still refer to this district as the "Red Arrow Division."

Frontier District

The Frontier District operates suburban bus routes that are based at the Norristown Transportation Center in Montgomery County and bus lines that serve eastern Bucks County. This district is the descendant of the Schuylkill Valley Lines in the Norristown area and the Trenton-Philadelphia Coach Lines in eastern Bucks County. SEPTA took over Schuylkill Valley Lines operations on March 1, 1976. SEPTA turned over the Bucks County routes (formerly Trenton-Philadelphia Coach Line Routes, a subsidiary of SEPTA) to Frontier Division in November 1983.

Suburban contract operations

Krapf Transit operates one bus line under contract to SEPTA in Chester County: Route 204 between Paoli Regional Rail Station and Eagleville. This route is operated from Krapf's own garage, located in West Chester, Pennsylvania. Krapf has operated three other bus routes for SEPTA in the past. Route 202 (West Chester to Wilmington), Route 207 (The Whiteland WHIRL) and Route 208 (Strafford Train Station to Chesterbrook) are no longer operating. SEPTA contracted bus operations before in Chester County. SEPTA and Reeder's Inc. joined forces in 1977 to operate three bus routes out of West Chester. These routes were Route 120 (West Chester to Coatesville), Route 121 (West Chester to Paoli), and Route 122 (West Chester to Oxford). Bus service between West Chester and Coatesville was a replacement for the previous trolley service operated by West Chester Traction. SEPTA did replace two of the routes with their own bus service. Route 122 service was replaced by SEPTA's Route 91 on July 6, 1982, after only one year of service, Route 91 was eliminated due to lack of ridership. Route 121 was replaced by SEPTA's Route 92 on October 11, 1982, and this service continues to operate today. Since ridership on the Route 120 was strong it continued to operate under the operations of Reeder's Inc. even after SEPTA pulled the funding source. Krapf purchased the Reeder's operation in 1992 and designated the remaining (West Chester to Coatesville) bus route as Krapf Transit "Route A". Route 205 (Paoli Station to Chesterbrook) was formerly operated by Krapf until late 2019 when it was merged into SEPTA's own Route 206 (Paoli Station to Great Valley).

Railroad Division

The Railroad Division operates 13 commuter railroad routes that begin in Center City Philadelphia and radiate outwards, terminating in intra-city, suburban and out-of-state locations.

This division is the descendant of the six electrified commuter lines of the Reading Company (RDG), the six electrified commuter lines of the Pennsylvania Railroad (PRR, later Penn Central: PC), and the new Airport line constructed by the City of Philadelphia between 1974 and 1984.

With the construction and opening of the Center City Commuter Connection Tunnel in 1984, lines were paired such that a former Pennsylvania Railroad line was coupled with a former Reading line. Seven such pairings were created and given route designations numbered R1 through R8 (with R4 not used). As a result, the routes were originally designed so that trains would proceed from one outlying terminal to Center City, stopping at 30th Street Station, Suburban Station and (formerly Market East Station), then proceed out to the other outlying terminal assigned to the route. Since ridership patterns have changed since the implementation of this plan, SEPTA removed the R-numbers from the lines in July 2010 and instead refers to the lines by the names of their termini.

The out-of-state terminals offer connections with other transit agencies. The Trenton Line offers connections in Trenton, New Jersey