SEPTA by zzzmarcus

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(Southeastern Pennsylvania Transportation Authority)

Info Locale Transit type Delaware Valley • • • • • Interurban Regional rail Rapid transit Tram Transit bus

stations, over 450 miles of track, 2,295 revenue vehicles, and 196 routes. SEPTA also manages Shared-Ride services in Philadelphia and ADA services across the region. These services are operated by third-party contractors. SEPTA is one of only two U.S. transit agencies that operate all of the five major types of transit vehicles: regional (commuter) rail trains, "heavy" rapid transit (subway/elevated) trains, light rail vehicles (trolleys), electric trolleybuses and motor buses. The other is Boston’s Massachusetts Bay Transportation Authority (which runs ferryboat service as well).[1] SEPTA employs more than 9,000 people. Its headquarters is located at 1234 Market Street in Center City Philadelphia.

Operation Operator(s) SEPTA
(some routes in Chester Co. contracted)


Technical Track gauge 1,435 mm (4 ft 8+1⁄2 in) 5 ft 2+1⁄4 in (1,581 mm) 5 ft 2+1⁄2 in (1,588 mm)

The Southeastern Pennsylvania Transportation Authority (SEPTA) is a regional public authority that operates various forms of public transit — bus, subway and elevated rail, regional rail, light rail, and electric trolley bus — that serve 3.8 million people in and around Philadelphia, Pennsylvania. SEPTA also manages construction projects that repair, replace, and expand infrastructure and rolling stock. SEPTA serves the combined city and county of Philadelphia, Delaware County, Montgomery County, Bucks County, and Chester County. SEPTA also serves New Castle County in Delaware, and Mercer County in New Jersey. SEPTA has the 6th-largest U.S. transit system by ridership, with about 306.9 million annual unlinked trips. It controls 280 active

SEPTA logo from the 1970s

SEPTA was created by Pennsylvania state charter on August 17, 1963, to coordinate government subsidies to various transit and railroad companies in southeastern Pennsylvania. On November 1, 1965, SEPTA absorbed two predecessor agencies:


From Wikipedia, the free encyclopedia
• The Passenger Service Improvement Corporation (PSIC), which 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), created on 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.

In 1976, SEPTA acquired the transit operations of Schuylkill Valley Lines, which is today the Frontier Division.

2005 Strike
SEPTA’s contracts with its transportation employees in the City, Victory, and Frontier Divisions expired in April and May 2005. After working without a contract for the next few months, the Transport Workers Union Local 234 and the United Transportation Union Local 1594 set a final deadline of October 31, 2005 at 12:01 AM, at which point the unions would strike if a new deal was not reached. The main disagreement between SEPTA management and union leadership was regarding employees’ contributions to their health insurance premiums. Before the strike, SEPTA tried to negotiate with the union, offering them a new deal whereby SEPTA union employees would pay 5% of their salary towards healthcare costs. The SEPTA unions refused the offer, arguing that when cost of living increases and inflation were factored in, its members would actually make less money than they had before. Negotiators walked out of contract negotiations minutes before the 12:01 AM deadline when they failed to reach an agreement. Shortly after midnight on the morning of October 31, the unions called a strike. All employees in the City, Victory, and Frontier Divisions walked off the job, resulting in a complete suspension of service on all bus, trolley, and subway lines. Service on the regional rail division continued according to contingency plans, with service added to certain stations to help transport displaced city and suburban division passengers. This work stoppage stranded approximately 400,000 riders daily, impacting around 1,000,000 rides daily, forcing commuters to carpool, walk, or arrange other alternative methods of transportation. In addition, over 27,000 public school students who receive free or subsidized transit tokens were forced to miss school completely or have their days cut short due to transportation issues. In the early morning of November 7, 2005, a preliminary agreement was reached between SEPTA management and union leadership, ending the strike. Service on all affected transit lines was fully restored by the late afternoon. This agreement was due in large part to the intervention by former

Subsequent expansion
SEPTA acquired the Philadelphia Transportation Company (PTC) on September 30, 1968, which included bus, trolley, and trackless trolley routes, and the Market-Frankford Line and the Broad Street Line in the City of Philadelphia. This became the City Transit Division. (Established as the Philadelphia Rapid Transit Company in 1907 by the merger of a group of then independent transit companies operating within the city and its environs, the system became the PTC in 1940.) 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 (Route 100), 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.


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Philadelphia mayor, and Pennsylvania governor, Ed Rendell. current

General Managers include James Kilcur and Bill Stead.

Transfer Disputes
In 2007, as part of a new budget-balancing proposal, SEPTA proposed eliminating bus transfers. This would have resulted in an 80% fare increase for many riders. Because SEPTA has been unable to provide a statistical need for the elimination, they have been forced to hold off. [2]

Routes and ridership
Rapid transit
• Market–Frankford Line (Blue Line): subway and elevated line from the Frankford Transportation Center (rebuilt in 2003) in the Frankford section of Philadelphia to 69th Street Terminal in Upper Darby, via Center City Philadelphia. Weekday ridership averaged 178,715 in 2006[3]. • Broad Street Line and Broad–Ridge Spur (Orange Line): subway line along Broad Street in Philadelphia from Fern Rock Transportation Center to Pattison Avenue/ Sports Complex, via Center City Philadelphia. Weekday ridership averaged 114,816 in 2006[3].

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 County, Chester County, Delaware County, and Montgomery County appoint two members each. These members are appointed by the County Commissioners in Bucks, Chester, and Montgomery County and by the County Council in Delaware County. • 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 of Pennsylvania appoints one member. 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 Joseph M. Casey, who had served as the authority’s Chief Financial Officer/Treasurer until his appointment as General Manager in 2008. Past General Managers include Faye L. M. Moore, Joseph T. Mack, John "Jack" Leary, Lou Gambaccini, and David L. Gunn. Past acting

Trolley and light rail

SEPTA trolley. • Subway–Surface Trolley Lines (Green Line): five trolley routes - 10, 11, 13, 34, and 36 - that run in a subway in Center City and fan out along on street-level trolley tracks in West and Southwest Philadelphia. Daily ridership averaged 55,463 in 2006.[4] • Route 100 (Norristown High-Speed Line): formerly known as the Philadelphia & Western (P&W) Railroad, this interurban rapid transit is considered a light rail line. Daily ridership averaged 8,801 in 2006.[3] • Routes 101 and 102 (Suburban Trolley Lines): two trolley routes in Delaware County which run mostly on private rights-


From Wikipedia, the free encyclopedia
of-way but also have some street running. Daily ridership averaged 7,132 in 2006.[5] • 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 resumed as of September 2005. Route 23 has long been SEPTA’s most heavily traveled surface route, with daily ridership averaging 20,113 in 2006[6]. • Trackless trolley (Trolleybus): Until the summer of 2008, all five of SEPTA’s trackless trolley routes were operated with buses. Routes 29, 59, 66, 75, and 79 were run with trackless trolleys until diesel buses replaced them in 2002 and 2003. The first new pilot trackless trolley arrived in June 2007 and their operation resumed on Routes 59 and 66 on May 21, 2008. Service was later restored on route 75 as well. SEPTA did not purchase enough new trackless trolleys to restore service to routes 29 and 79.


SEPTA 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.

City Transit Division

SEPTA’S Route 34 trolley in the 4500 block of Baltimore Avenue The City Transit Division operates routes mostly within the City of Philadelphia, including buses, subway-surface trolleys, the Market-Frankford Line, and the Broad Street Line. Some of its routes extend into Delaware, Montgomery, and Bucks counties. This division is the descendant of the Philadelphia Transportation Company (PTC). There are seven depots in this division: five of these depots only operate buses, one is a mixed bus/streetcar depot, one is a streetcaronly facility. Bus and trackless trolley routes • SEPTA City Transit Division surface routes Light rail routes • SEPTA Subway-Surface Trolley Lines • SEPTA Route 15 Garages • Callowhill Depot (buses and streetcars) • Elmwood Depot (streetcars only) • Frankford Depot (buses and trackless trolleys) • Comly Depot (buses only) • Midvale Depot (buses only) • Allegheny Depot (articulated buses only although they swapped 30 articulated buses with Comly for 30 New Flyer D40LFs and got 10 more from Midvale) • Southern Depot (buses only. SEPTA Voted to not have the trackless trolley’s return to South Philly)

SEPTA lists 121 bus routes, not including over 50 school trips, with most routes in the City of Philadelphia proper. Currently, SEPTA generally employs lettered, one and two-digit route numbering for its City Division routes, 90-series and 100-series numbers routes for its Victory ("Red Arrow") Division (Chester, Delaware, and Montgomery Counties) and its Frontier Division (Montgomery and Bucks Counties), 200-series routes for its Regional Rail connector routes (Routes 201, 204, 205 and 206 in Montgomery & Chester Counties), 300-series routes for other specialized and/or thirdparty contract routes, and 400-series routes for limited service buses to schools within the city of Philadelphia.

Commuter rail
SEPTA’s commuter rail service is run by the SEPTA Regional Rail division. This division operates 13 lines serving more than 150 stations covering most of the five county southeastern Pennsylvania region. It also runs trains to Newark, Delaware, Trenton, New Jersey, and West Trenton, New Jersey. Daily ridership averaged over 100,000 in 2006[7], with 1/3 of ridership on the R5 route between Thorndale, Paoli, Lansdale, and Doylestown.


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• Germantown Depot (buses, CCT Oversight(Senior-Disabled) / Phila. Trenton Coach(officially) contract operations) For latest info on Garages

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 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, numerous exceptions exist, e.g. R6 Cynwyd line trains from Cynwyd terminate at Suburban station and do not proceed to Norristown, while R6s from Norristown often continue through center city as R2s. The out-of-state terminals offer connections (and potential connections) with other transit agencies. For example, the R7 Trenton line offers connections in Trenton, New Jersey to NJ Transit (NJT) or Amtrak for travel to New York City. Plans exist to restore NJT service to West Trenton, New Jersey, thus offering a future alternate to New York via the R3 West Trenton line and NJT. Another plan offers a connection for travel to Baltimore and Washington DC via MARC, involving extensions of the SEPTA R2 from Newark, Delaware, an extension of MARC’s Penn service from Perryville MD, or both. SEPTA’s railroad reporting mark SPAX can be seen on non-revenue work equipment including boxcars, diesel locomotives, and other rolling stock.

Suburban Division
Victory District
The Victory District operates suburban bus and trolley (or light rail) routes that are based at 69th Street Terminal in Upper Darby in Delaware County. Its routes include the Norristown High Speed Line (Route 100) light rail line that runs from 69th Street Terminal to Norristown 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. Most residents of the Victory District operating area still refer to this district as the "Red Arrow Division." Light rail routes • SEPTA Route 100 • SEPTA Routes 101 and 102 Bus routes • SEPTA Suburban Division bus routes

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. SEPTA began operating the Bucks County routes in the 1980s.

Suburban contract operations

SEPTA equipment
In 1982, SEPTA made its largest-ever order of buses: the Neoplan USA order, which was at the time also the company’s largest order. Over the years, these buses have made their way all around the system. SEPTA changed their specifications on their new bus order each year. The Neoplan AK’s (8285–8410) which was SEPTA’s first order of Neoplans had longitudinal seating: all their seats face towards the aisle. However, their suburban counterparts (8411–8434) had longitudinal seating only in the rear of the bus. The back door has a wheelchair ramp, which forced SEPTA to limit their use and specify wheelchair-lift operations on their next order

Regional Rail division
The Regional Rail Division (RRD) operates 13 commuter railroad routes that begin in Central Philadelphia and radiate outwards, terminating in intra-city, suburban, and out-ofstate locations. This division is the descendant of the six electrified commuter lines of the Reading Company (RDG), the six electrified commuter lines of Pennsylvania Railroad (PRR, later Penn Central: PC) railroads, 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


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of coaches. These units also sported a nineliter 6v92 engine and Allison HT-740 transmission. In 1983, SEPTA would join forces with other transit operators in Pennsylvania in an order of 1000 buses from Neoplan of various lengths. SEPTA would ultimately receive 450 of these buses, of which 425 were 40 foot buses(8435-8584 and 8601-8875), which came without wheelchair lifts, and 25 buses that were 35 foot buses(1301-1325). In 1986, SEPTA would buy more Neoplans on its own, and these began to arrive in early 1987. The first two groups(3000-3131 and 3132-3251) came without wheelchair lifts, but the last two groups, the first arriving in late 1987(3252-3371), and a second group that arrived in 1989(3372-3491), would have rear wheelchair lifts. By the early 1990s, SEPTA had 1,092 Neoplan An440 coaches in active service, making the Philadelphia operation the largest transportation authority in North America with the fleet mainly manufactured by Neoplan USA. These buses dominated the streets of Philadelphia through late 1997, when the earlier fleet of AK/BD (8285–8581) was replaced by the 40-foot version of the NABI. More retirements occurred as SEPTA received its lowfloor fleet, with the last ones retired in June, 2008. The Neoplan model has not entirely vanished from Philadelphia’s streets, since SEPTA contracted with Neoplan in 1998 to build a fleet of 155 articulated buses, the first of which began to arrive in late 1999. By the summer of 2000, all were in service. SEPTA.[8] As part of the procurement process that produced the articulated buses, SEPTA also went into smaller buses. This was manifested in an order of 80 buses from National-Eldorado(4501-4580), the first of which began to arrive in late 2000. Most of these buses are on suburban routes, but a group of them is in use in the "LUCY" service in the University City section of West Philadelphia, in a special paint scheme, and a number of them are on lighter lines within Philadelphia. Also, a group of buses called "cutaways" was purchased. These buses were built on Ford van chassis, with bodies similar to those seen on car rental shuttles at various airports. The last, which has steered SEPTA into a new era, was the Low-Floor bus. After evaluating sample buses in the 1995-96 period from New Flyer and Novabus, an order was placed with New Flyer for 100 Low-Floor

buses(5401-5500). A pilot bus arrived in January, 2001, and production models arrived in the Autumn of 2001. More purchases arrived from 2002 to 2005, with the 2002-2004 buses being numbered 5501-5600, 5613-5830, and 5851-5950. The 2005 arrivals were numbered 8000-8119, these numbers presumably chosen so not to run into the 6000’s, which had been reserved for an order of commuter coaches from Motor Coach Industries that SEPTA, in the event, did not pursue. SEPTA has made a purchase to buy 400 New Flyer Hybrid buses to replace the Nabi Ikarus buses in their 12 year life span. These will not be the first hybrid buses, since SEPTA purchased two small groups of hybrids, 5601H-5612H, which arrived in 2003, and 5831H-5850H, which came in 2004. Before the 2008 purchase, SEPTA would borrow an MTA New York City Transit Orion Hybrid to evaluate it in service. While in use for SEPTA, it bore the number 3999. After evaluation, it resumed its New York identity. The first of these hybrids arrived in late 2008, and by early spring, 2009, all were in service.

One of SEPTA’s articulated NEOPLAN AN460 buses

The new face of SEPTA’s bus fleet which is the New Flyer D40LF.

Singleend Kawasaki trolleys waiting in the yard in 1993.

One of SEPTA’s New Flyer E40LFR Trackless Trolley

Subway Light Rail Regional Rail

Eastbound SEPTA 145 makSilverliner II No. ing a sta269 still carrying tion stop "PENNSYLVANIA" in Paoli, in name boards. 1993.

Train of Silverliner II and III cars entering the Temple University


From Wikipedia, the free encyclopedia
Year Make Model Length Width Numbers (ft / (in / mm) mm) 40 / 102 / 5001-54000 12,192 2,591 (250 in service) Engine


1996-1997 American 416.08TA Ikarus/ NABI 1998-2000 Neoplan

Detroit Diesel series 50 Detroit Diesel series 50 Detroit Diesel series 50/ Cummins ISB Detroit Diesel series 50

Allison B400

AN460OQ 60 / 102 / 7101-7255 18,288 2,591 D40LF 40 / 102 / 5401-5500 12,192 2,591 96 / 4501-4581 2,438 (80 in service)

Allison B500


New Flyer

Allison B400


ElDorado Transmark 29 / RE29 8,839 New Flyer New Flyer New Flyer D40LF

Allison B300


40 / 102 / 5501-5600 12,192 2,591

Allison B400

2002 2003


40 / 102 / 5601H-5612H Cummins 12,192 2,591 ISL 40 / 102 / 5613-5712 12,192 2,591 Cummins ISL (Used Detroit Diesel 50’s Before overhaul) Detroit Diesel series 50

Allison E drive Allison B400


New Flyer


40 / 102 / 5713-5830, 12,192 2,591 5851-5950 27 / 8,230



Champion Defender

96 / 2070-2097 26 Caterpillar 2,438 in active C7 service

Allison 1000

2004 2005

New Flyer New Flyer


40 / 102 / 5831H-5850H Cummins 12,192 2,591 ISL 40 / 102 / 8000-8045 12,192 2,591 8047-8119 (119 in service) Cummins ISL

Allison E drive ZF 6HP-592


Champion Challenger 27 / 8,230

96 / 2098-2099 to Caterpillar 2,438 replace buses C7 from the 2070–2097 batch lost to fire

Allison 1000

2007-2008 New Flyer


40 / 102 / 800-837 12,192 2,591

Cummins Vossloh Kiepe QSB 4.5 Propulsion (emergency Equipment backup)


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2008-2009 New Flyer Year Make DE40LF 40 / 102 / 8120-8270 12,199 2,591 Length (ft / mm) 67.5 / 20,574 67.5 / 20,574 55 / 16,764 Width (in / mm) 121.5 / 3,086 121.5 / 3,086 110 / 2,974 Gauge Cummins ISL

Allison E Drive Numbers


1981-1983 Kawasaki B-IV singleended 1981-83 Kawasaki B-IV doubleended

Standard gauge 4 ft 8+1⁄2 in (1,435 mm) 5 ft 2+1⁄2 in (1,588 mm) Gauge

501-576 651-699 1001-1032 1035-1220 Numbers 2320-2337

1996-1999 Adtranz[9] M4

Year 1947 (rebuilt 2003) 1981 1981 1993



Length (ft / mm)

Width (in / mm)

St. Louis PCC II Car Kawasaki K-Car Suburban LRV Kawasaki K-Car SubwaySurface LRV ABB N-5 Norristown

46 / 14,021 96 / 2,438

5 ft 2+1⁄2 in (1,588 mm)

53 / 16,154 102 / 2,591 5 ft 2+1⁄2 in (1,588 mm) 49 / 14,935 102 / 2,591 5 ft 2+1⁄2 in (1,588 mm) 65 / 19,812 107 / 2,718 4 ft 8+1⁄2 in (1,435 mm)

100-129 9000-9111 130-155

station in May 2006.

Maintenance-of-way vehicles
• C-145 snow sweeper 1923 • Harsco Track Technologies Corporation work car • PCC work car 2194 • SEPTA Railroad OPS-3161 work car • W-56 work Car • W-61 work Car • 1033-1034 Market Frankford line Work Cars

Retired vehicles
List updated June 2008:

SEPTA Neoplan An440EZ 3374 • 1984 Volvo B-10m Articulated buses (known to Philadelphians as "Accordion buses") • 1982-85 Neoplan An440 AK-CD series • 1980 General Motors RTS II’s (T8W603/ T8J603 are 40 footers, T7W603 is the 35 foots • 1979 American General/Flyer 10240-T Trackless Trolleys • 1971-1976 Flxible New Looks • 1963-1970General Motors Fishbowls

• 1996-97 North American Bus Industries 416.08TA (Some of these buses are now starting to get be withdrawn from service) • 1986-89 Neoplan USA An440-DK-EZ series • 1984 Neoplan USA An435-BP


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Year Make 1963 Budd Model Numbers Total Hp Tare Seats (Ton/t) 50.7/ 46.1


Silverliner 201-209, II 211-219, 251-264, 266-269, 9001-9017

53 of 56 624 active *Note 9003 involved in collision with work train January 27, 2009, status and damage not yet known 19 of 20 active 624

124-127 200 series cars are former Pennsylvania Railroad cars. 9000 series cars are former Reading Railroad cars.

1967 St. Louis Car

Silverliner 220-223, III 225-239

50.7/ 46.1

122 Former (232-239 Pennsylvania seat 90) Railroad cars used on what is now the Keystone Service. These cars have leftside cabs, instead of standard right-side cabs. 125 400-series units are cars renumbered from lower series or from Reading Railroad cars 9018–9031 when PCB transformers were replaced with silicone transformers. Locomotives for push-pull trains Push-pull coaches hauled by locomotives.

1975 GE

Silverliner 101-188, IV 306-399, 417-460 (married pairs) 276-305, 400-416 (single cars)

231 of 232 active

Not 62.5/ known 56.8

1987 EMD


2301-2307 7

7,000 101/ 91.9


1987 Bombardier Comet II

2401-2410 (cab cars) 2501-2516 (trailer)

10 cab cars 25 trailers

Push- 50/45.4 118 pull (cab cars) 131 (trailers)


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1996 ABB ALP-44 2308 1 7000 99.2/ 90.2 Locomotive

Locomotive for push-pull trains. Delivered as a result of a settlement for late delivery of N-5 cars. These cars have a center door, and are used in pushpull service. Replacements for Budd and St. Louis Car railcars.

2000 Bombardier Comet IV

2550-2559 10 trailers

Push pull

50/45.4 117

2009- Rotem

Silverliner 701-739 120-126 V Single Cars (Double Ended), 801-883 Married Pair Units • • • •

62.5/ 56.8


• 1955-1957 General Motors Old Looks • 1947 J.G. Brill and Company TC-44 Trackless Trolleys

Railroad cars and trolleys
• 1906-1911 Market Street el’ cars, #1-135, Pressed Steel Car Co., Class A-8 (M1) • 1911-1913 Market Street el’ cars, #136-215, J.G. Brill Co., Class A-8 (M1) • 1922 Frankford el’ cars, #501-600, J.G. Brill Co., Class A-15 (M2) • 1960 Budd el’ cars, #601-646, Budd Co., Class A-49 (M3) • 1960 Budd el’ cars, #701-743, Budd Co., Class A-50 (M3) • 1960 Budd el’ cars, #702-924, Budd Co., Class A-51 (M3) • 1960 Budd el’ cars, #745-923, Budd Co., Class A-50 (M3) • 1928 North Broad subway cars, #1-150, J.G. Brill Co. (B1) • 1938 South Broad subway cars, #151-200, Pressed Steel Car Co. (B3) • 1936 Bridge Line subway cars, #1001-1026, J.G. Brill Co. (B2), acquired second-hand from DRPA (Delaware River Port Authority) subsidiary PATCO (Port Authority Transit Corporation) • 1927 to 1929 J.G. Brill and Company Strafford Cars • St. Louis Car Company Ex-CTA Cars • 1932 to 1933 J.G. Brill and Company Master Unit Cars

1940 J.G. Brill and Company Brillliners 1926 J.G. Brill and Company Center Door 1949 St. Louis Car Company Interurbans 1941 St. Louis Car Company Liberty Liners • 1940 to 1942 PCC Air Cars • 1946 to 1948 PCC All Electrics

Maintenance facilities
• 69th Street Yard (Market-Frankford Line) • Allegheny Depot (City Transit Division/ Bus) • Berridge Shops (formerly Wyoming Shops) (Bus Maintenance and Overhauls) • Callowhill Depot (City Transit Division/Bus and Streetcar) • Comly Depot (City Transit Division/Bus) • Elmwood Depot (City Transit Division/ Streetcar) • Fern Rock Yard (Broad Street Line) • Frankford Depot (City Transit Division/ Bus) • Frazer Yard (Regional Rail Push and Pull sets) • Frontier Depot (Suburban Transit Division/Bus) • Germantown Brakes Maintenance Facility (Bus Maintenance/Trenton-Philadelphia Coach (officially)or Contract Operationsbus for government agencies and senior or disabled person transportation oversight (CCT))


From Wikipedia, the free encyclopedia
• Midvale Depot (City Transit Division/Bus) • Overbrook Maintenance Facility (Regional Rail) • Powelton Yard (Regional Rail) • Roberts Yard (Regional Rail) • Southern Depot (City Transit Division/Bus) • Woodland Maintenance Facility (Streetcar Overhaul and Repairs) • Victory Depot (69th Street) (Suburban Transit Division/Bus and Rail) • Bridge Street Yard (Market-Frankford Line)

Philadelphia suburbs. They also provide contract services to SEPTA. • Pottstown Area Rapid Transit (formerly known as Pottstown Urban Transit) operates five bus routes in the northwestern Philadelphia suburbs within Pottstown Borough and the neighboring townships of Lower Pottsgrove, Upper Pottsgrove, and West Pottsgrove in Montgomery County and North Coventry Township in Chester County. Regional services • NJ Transit runs buses from Philadelphia to New Jersey points. Many NJT buses stop at the Philadelphia Greyhound Terminal, which is immediately north of Market East Station, or at other locations in Center City Philadelphia. NJT also operates the River Line light rail line between Camden and Trenton, the Northeast Corridor Line between Trenton and New York, and the Atlantic City Line between 30th Street Station and Atlantic City. Both the Northeast Corridor Line and River Line connect with SEPTA’s R7 Trenton Regional Rail line at the Trenton train station. • DART First State provides bus service in Delaware. This service connects with SEPTA’s R2 Wilmington-Newark Regional Rail line in Wilmington and Newark. In February, 2009, SEPTA Bus Route #113 and Bus Route #405 commenced connecting bus service with DART at the Tri-State Mall and Brandywine Town Centre respectively, the former allowing Marcus Hook-Wilmington service on Sundays as the R2-Marcus Hook/ Wilmington/Newark does not operate beyond Marcus Hook on Sundays. National services • Amtrak provides rail service between Philadelphia (at 30th Street Station) and points beyond SEPTA’s range, including Lancaster and Harrisburg to the west, Baltimore and Washington, D.C. to the southwest, and New York and Boston to the northeast. Amtrak’s service overlaps to some degree with the R2, R5, and R7 lines. In addition to 30th Street Station, shared Amtrak/SEPTA Regional Rail stations include Wilmington and Newark on the R2, Ardmore, Paoli, Exton, and Downingtown on the R5, and North

Connecting transit agencies in the Philadelphia region
Local services

SEPTA Market-Frankford Line at 52nd Street Station. • The PATCO Speedline is a rapid transit line that runs from Center City Philadelphia to Camden, New Jersey and terminates in Lindenwold, New Jersey. At the 8th and Market Streets, one can transfer to the Market-Frankford Line and Broad-Ridge Spur with an additional transfer fare. Paid transfers are also available at PATCO’s 12th-13th Street Station and 15th-16th Street Station with SEPTA’s Broad Street Line Walnut-Locust Station. The PATCO Speedline crosses over the Delaware River via the Ben Franklin Bridge. It is owned by the Delaware River Port Authority. • Krapf’s Transit runs regularly scheduled buses between Coatesville, Downingtown, Exton, and West Chester in the western


From Wikipedia, the free encyclopedia
Philadelphia, Cornwells Heights, and Trenton on the R7. Amtrak is faster than SEPTA, but significantly more expensive, particularly for services along the Northeast Corridor. • Greyhound and a variety of interregional bus operators, most of which are part of the Trailways system, stop at the Philadelphia Greyhound Terminal. In addition to being adjacent to Market East Station, the terminal is one block from the Market-Frankford Line 11th Street station and various SEPTA bus routes. Major destinations served with one seat rides to/ from the terminal include Allentown, Atlantic City, Baltimore, Harrisburg, Newark (NJ), New York, Pittsburgh, Reading, Scranton, Washington, and Wilmington.

and Philadelphia, 1880-1912, Harvard University Press, 1980. ISBN 0674588274

See also
• List of rapid transit systems • List of United States rapid transit systems by ridership • Commuter rail in North America • List of suburban and commuter rail systems • List of United States commuter rail systems by ridership • List of light-rail transit systems • List of United States light rail systems by ridership • List of United States local bus agencies by ridership

[1] "SEPTA Facts," SEPTA Web site [2] "Judge Orders SEPTA To Continue Selling Bus Transfers", Philadelphia Inquirer, July 31, 2007 [3] ^ SEPTA 2007 Annual Service Plan, pg. 79, ASP2007.pdf, retrieved May 7, 2007 [4] SEPTA 2007 Annual Service Plan, p. 79-80, reports/ASP2007.pdf, retrieved May 7, 2007 [5] SEPTA 2007 Annual Service Plan, pg. 81, ASP2007.pdf, retrieved May 7, 2007 [6] SEPTA 2007 Annual Service Plan, pg. 81, ASP2007.pdf, retrieved May 7, 2007 [7] SEPTA 2007 Annual Service Plan, pg. 82, ASP2007.pdf, retrieved May 7, 2007 [8] history/neoplanhistory.php [9] The body-shells were manufactured in Australia - See ADtranz Exports Australian Railway Historical Society Bulletin, March, 1998 pp112-117

External links
Official: • Southeastern Pennsylvania Transportation Authority - Official Website Fares: • General Fares • Regional Rail Fares • Train Tickets Fares • Train Tickets Via Center City • Promotional Roundtrip Weekend Fares Program • Travel On SEPTA & NJ Transit Enthusiast: • Philadelphia Transit Fan Discussion Boards • Philly NRHS SEPTA History • SEPTA Photo Pages-Stan’s Railpix • The Dash Gallery SEPTA info website! • SEPTA bus and rail pictures Fansite bustitution • Philly Trolley Tracks • SEPTA Transit stops mapped onto Google Maps • Studio 34’s Eponymous Trolley; Or, A Short History of Route 34 • SEPTA daily rail operations visualized (Java applet, unofficial) • Philadelphia Transit Vehicles (Fan Site) • Must Love SEPTA fan site • SEPTAfail blog satire site

Further reading
• Cheape, Charles W., Moving the masses: urban public transit in New York, Boston, Retrieved from ""


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Categories: SEPTA, 1965 establishments, Intermodal transportation authorities in the United States, Bus transportation in Pennsylvania, Transit authorities with hybrid buses, United States regional rail systems, Light rail in the United States, Rapid transit in the United States, Passenger rail transport in Pennsylvania, Passenger rail transport in Delaware, Passenger rail transport in New Jersey, Transportation in Philadelphia, Pennsylvania, Public benefit corporations in Pennsylvania, Acronyms, Tram, urban railway and trolley companies This page was last modified on 13 May 2009, at 02:47 (UTC). All text is available under the terms of the GNU Free Documentation License. (See Copyrights for details.) Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a U.S. registered 501(c)(3) taxdeductible nonprofit charity. Privacy policy About Wikipedia Disclaimers


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