Capital Budget & 12-Year Program

Capital Budget Introduction

SEPTA’s FY 2026 Capital Budget totals $981.4 million (M), and the 12-Year Capital Program (FY 2026 – 2037) totals $15.2 billion (B), supporting 151 projects that aim at modernizing and maintaining the legacy transit system in a State of Good Repair. These projects prioritize safety, align with the SEPTA Forward Strategic Plan while reflecting “Back to Basics” (safety, reliability, customer service), and aim to deliver a more reliable, accessible, and user-friendly transit experience with enhancements that include wayfinding, cleanliness, and modern fare payment options. The Capital Budget and 12-Year Capital Program must be balanced by the amount of funds that are expected to be available over the program's life.   

While SEPTA’s annual capital funding has grown significantly—averaging $970 million since FY 2021, a $330 M or 52% increase—this growth has been offset by recent significant increases in material, manufacturing, and construction costs.  The growth in funding was driven by the federal Infrastructure Investment & Jobs Act (Bipartisan Infrastructure Law) that passed in November 2021 and the transition of SEPTA’s state capital funding to a bondable funding source (Commonwealth of Pennsylvania Motor Vehicle Sales & Use Tax Revenues) via Act 89 in July 2022. However, ballooning costs caused by unprecedented inflation, limited competition, and construction market saturation created a $3 B shortfall, negating recent capital funding growth.  

To balance the budget, SEPTA deferred 25 projects and reduced the scope of 19 others that generated $1.8 billion in savings and assumed additional debt-financed bond proceeds to secure $1.2 billion in additional funding. Despite these actions, over $4 billion is still needed to fully fund key initiatives like Trolley Modernization and Silverliner IV Fleet Replacement. On June 26, 2025, the SEPTA Board approved the budget with these adjustments.

However, without long-term funding solution or additional funding for transit materializing by mid-August to address the $213 million operating shortfall and maintain operations, SEPTA was forced to take a 20% service reduction that resulted in widespread delays and overcrowding, plus a planned 21.5% fare increase. To restore service, SEPTA received emergency approval from PennDOT to reallocate $394 M of capital funds to support operations through FY 2027. This required deferring five (5) additional capital projects and adding the Preventive Maintenance Program (Capital Transfer to Operating Subsidy) project to the program to reflect the capital-to-operating transfer. 

Additional Deferred Capital Projects to Enable Capital Transfer to Operating ($ in Millions): 

While this capital transfer temporarily stabilized today’s operations through FY 2027, it will delay critical infrastructure upgrades and vehicle replacements. SEPTA continues to face a $10 billion backlog in essential repairs and improvements to keep the system safe, accessible, and reliable, including aging railcars and stations. SEPTA already operates the oldest rail fleet in the country — with hundreds of railcars dating back to the 1970s and 1980s. Many stations and vehicles will remain inaccessible to people with disabilities until additional funding is available to support these critical improvements. 

The budget amendment to allow the transfer was a necessary and temporary step to protect riders, support the regional economy, and ensure long-term sustainability of public transportation in Southeastern Pennsylvania. SEPTA will continue to advocate for sustainable state operating assistance to maintain service levels beyond FY 2027 and for capital assistance to support all capital projects that were deferred and descoped. 

Subsequent pages of this document will provide a summary of how funding is distributed/allocated across different capital program categories and details for all projects listed. 

*Prior Funding includes project costs that were previously incurred and remaining funding balances.

SEPTA organizes capital projects and programs into various categories.  “Other” is a new program category created for projects that do not fit in existing categories. Funding distribution (the allocation of funds that are projected to be available) by these programs of the amended FY 2026 Capital Budget and 12-Year Capital Program is portrayed by graphs on the next page. 

Capital Funding by Program ($ in Millions)

Funding is primarily distributed to Projects of Significance that include Trolley Modernization, [L] Market-Frankford Line (MFL) Vehicles & Infrastructure, Regional Rail Vehicles & Infrastructure, Bus Revolution/New Bus Network, and Regional Rail Master Plan implementation.  These major projects are the key to building a shared lifestyle transit network and a more resilient, prosperous, and equitable region. They are critical links that are instrumental to achieve SEPTA strategic plan goals, while being consistent to the Long-Range Plan goals for the Greater Philadelphia region.

For FY 2026, a $3.6 billion gap remains in order to fully fund all Projects of Significance throughout the Capital Program. Of this amount, both Trolley Modernization and Regional Rail Silverliner IV Fleet Replacements remain underfunded by $2.97 billion.  There is also significantly less funding programmed for station upgrades and accessibility improvements within the Stations, Loops, and Parking Improvements Program as multiple station projects had to be deferred (unfunded in the 12-year program) or descoped (reduced budget and scope) in order to preserve core safety and State of Good Repair projects to keep the system safe and reliable for riders, while producing a balanced budget.

Following Projects of Significance, the next largest funding allocations in this year’s budget are for Vehicle Acquisitions and Overhauls followed by Financial Obligations. 

Vehicle Acquisitions and Overhauls include projects, such as bus and paratransit purchases, the rail and bus Vehicle Overhaul Program (VOH), and non-revenue utility fleet renewal, to ensure continued safe and reliable service, particularly for SEPTA's increasingly aging rail vehicle fleet.  In FY 2026, the Utility Fleet Renewal Program has increased funding to purchase vehicle replacements in order to provide Operating Budget cost savings.  

Financial Obligations include payments on property and trackage rights, leases, and debt service payments (which include new payments expected for the $2.76 billion of planned financing between FY 2028 and FY 2034).

Funding for the remaining programs help keep the transit system safe, operational, clean, modern, and sustainable/resilient in Communications, Signal Systems, & Technology Improvements, Maintenance/Transportation Shops and Offices, ISRP, Resiliency and Sustainability Program, Safe, Clean, and Secure Program, SEPTA Key Program, Substations & Power, and Track and Right-of-Way Improvements.

Project Prioritization:

SEPTA employed a dynamic, multifaceted approach to developing the annual capital program that includes internal and external stakeholder outreach. SEPTA’s budget development follows federal and state requirements including Transit Asset Management, Public Transit Safety Management, Title VI, and Environmental Justice considerations. Factors that influence resource allocation include SEPTA strategic vision, goals, and objectives; asset condition; operational and security needs; ridership; stakeholder/public input; demographic/geographic equity; local government and partner agency plans; project costs and schedules; and if the project has a defined scope. Projects were also assessed based on the following framework:

l​Will the project support safety (the bedrock of the organization) and address SEPTA’s core business function by focusing on “Back to Basics” (Safety, Customer Service, and Reliability)? 

l​Will the project address SEPTA’s State of Good Repair (SGR) backlog to maintain a reliable and fully functioning system?

l​Critical Path Items for Trolley Modernization. The vehicles are coming. Will the project support infrastructure readiness?

l​Does the project have funding obligations, such as executed grant agreements, current contractual commitments, and/or pending grant awards?

l​Will the project result in operational cost savings/potential benefits to the operating budget?

l​Is the project necessary for legal and regulatory compliance?

Total Funding by Program

Capital Funding Source Overview

SEPTA’s FY 2026 Capital Budget totals $981.4 M comprising Federal ($536.0 M), State ($424.1 M), and Local ($21.3 M) funding sources. The Budget Amendment did not alter these funding sources and amounts; however, the uses of these funds are modified to accommodate the $394 M transfer from capital to support SEPTA operations through FY 2027.

Since FY 2022, SEPTA’s Capital Program has realized tremendous growth due to federal and state legislation. The federal Infrastructure Investment and Jobs Act (IIJA), also referred to as the Bipartisan Infrastructure Law (BIL), that was enacted in November 2021 increased SEPTA’s Federal funding sources by approximately 40% and created new and enhanced discretionary programs for legacy agencies like SEPTA. Additionally, in July 2022, Pennsylvania Act 89 Public Transportation funding sources transitioned from reliance on Pennsylvania Turnpike Commission bonds to the Commonwealth’s Motor Vehicle Sales and Use Tax, which increased SEPTA’s State funding allocation and provided SEPTA a leverageable funding stream.

The historic infusion of federal capital assistance, along with the transition of State funding to a sustainable and bondable funding source, has enabled SEPTA to better address its $5.1 B State of Good Repair (SGR) backlog while planning for future service improvements. However, continuing material, manufacturing, and construction cost increases throughout the transportation industry will impact what SEPTA can and wants to accomplish over the next 12 years.

Funding by Source

Capital Budget Levels

Federal Funding

FY 2026 Federal Funding: $536.0 M (55% of overall funding)

Formula Grant Funding

Most of SEPTA’s Federal funding is distributed (apportioned) and administered through the Federal Transit Administration (FTA) under the U.S. Department of Transportation (USDOT) through FTA formula grant programs, which provide predictable annual funding for SEPTA's Capital Program. FTA formula programs are as follows:

l​Section 5307 (FTA Urbanized Area Formula Grants Program): Provides funding to public transit systems in Urbanized Areas for public transportation capital, planning, job access, and reverse commute projects, as well as operating expenses in certain circumstances. Allocations are based on population, density, operating expenses, revenue miles and route miles. An urbanized area is one that has been defined and designated by the U.S. Department of Commerce, Bureau of the Census, as an 'Urban Area' with a population of 50,000 or more.

l​Section 5340 (FTA Growing States and High-Density States Formula Program): SEPTA receives only the FTA Growing States portion of the program funding. Allocations are based on population forecasts and population density. This program was originally established by the previous transportation legislation, Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), to apportion additional funds to the Urbanized Area Formula (Section 5307) and Rural Area (Section 5311) Formula programs.

l​Section 5337 (FTA State of Good Repair Program): Provides funding for maintenance, replacement, and rehabilitation projects of high-intensity fixed guideway (rail) and motorbus systems to help transit agencies maintain assets in a State of Good Repair in urbanized areas. Additionally, State of Good Repair formula grants are eligible for developing and implementing Transit Asset Management plans. Allocations are based on vehicle revenue miles and route miles.

l​Section 5339(a) (FTA Buses and Bus Facilities Program): Provides funding to states and transit agencies through a statutory formula to replace, rehabilitate and purchase buses and related equipment and to construct bus-related facilities. In addition to the formula allocation, this program includes two competitive discretionary components: Section 5339(b), The Bus and Bus Facilities Discretionary Program and Section 5339(c), the Low or No Emissions Bus Discretionary Program.

SEPTA, like many transit agencies across the country, continues to benefit from the substantial increase in federal transit funding that began in FY 2022 due to the IIJA. The IIJA continues to provide SEPTA with an increase of approximately $100 million per year above federal funding levels compared to the previous authorization. This infusion of federal capital assistance provides SEPTA the opportunity to leverage federal formula funding to address critical SGR needs. However, cost increases caused by unprecedented inflation, limited competition, and construction market saturation throughout the transportation industry are expected to continue and will impact what SEPTA can and wants to accomplish over the next 12 years.  This budget assumes that federal funding levels will continue per the IIJA after the IIJA’s last year (Federal FY 2026).

Federal formula funds typically support 80% of the total capital project cost; the remaining 20% local match is provided by the Commonwealth of Pennsylvania, the City of Philadelphia and Bucks, Chester, Delaware, and Montgomery Counties. Competitive grants may require a different matching share, but these vary based on the matching requirements of each competitive awards.

Federal Other Funding

Besides federal formula funding, federal funding is distributed for special purposes (such as flex) or competitively, which is grouped as part of “Federal Other” (but shown distinctively in the graph for clarity).

l​SEPTA receives Federal Highway Congestion Mitigation and Air Quality (CMAQ) "flex" (transfer) funds via direct allocation from PennDOT and CMAQ regional allocations through the DVRPC TIP. CMAQ flex dollars total $550.08 million from FY 2026 to FY 2037, which will continue to help SEPTA commit significant dollars to advance its Projects of Significance. SEPTA also plans to use CMAQ flex funds (approximately $225 M over the next 12 years) to support the Bus Purchase Program.  This regional investment in transit is a critical investment to combat climate change, provide equitable access to opportunities, improve public safety and health, and strengthen the regional economy. SEPTA continues to work with local funding partners to identify additional regional funding to help leverage and maximize federal and state resources to address SEPTA’s capital need.

l​SEPTA conservatively anticipates no competitive, discretionary awards for its projects in the First-Four Years of the Capital Program. Starting in FY 2030, SEPTA assumes $50 million per year of discretionary funding. However, SEPTA expects to obligate years 2 and 3 of the $317 million FTA Rail Vehicle Replacement Program award for the M-5 vehicles. Other competitive grant awards that support capital projects in the program include but are not limited to the FTA All Stations Accessibility Program (ASAP), FTA Low or No Emissions Grant, FTA Buses and Bus Facilities Program (competitive), and other federal competitive grants as they become available. SEPTA regularly applies to the competitive Transit Security Grant Program (TSGP) that is funded by the U. S. Department of Homeland Security.

Federal FY 2026 Program of Projects (POP)

State, Local, and SEPTA Capital Financing Funding

FY 2026 State Funding: $424.1 M (43% of overall funding)

SEPTA’s FY 2026 Capital Budget Amendment includes $424.1 M of State funding. State funding that supports the SEPTA Capital Budget and 12-Year Capital Program comes from Section 1514 (Asset Improvement Program), which is anticipated to increase at 3% per year. Act 44 of 2007 as amended by Act 89 of 2013, authorized the Asset Improvement Program for capital projects, where revenue derives from PA Turnpike funds, Motor Vehicle Sales Tax, other fees, and Capital Bond funds. Section 1514 funds directly support SEPTA capital projects, as well as provide the state’s match commitment to federally funded projects. Funding can also be used for debt service payment and the acquisition of new assets.

The Section 1514 program supports 96.775% of a state-funded project's total cost. The remaining 3.225% of the total cost is matched by Bucks, Chester, Delaware and Montgomery Counties and the City of Philadelphia. SEPTA also uses these state resources to match federal grants, with the state share comprising 96.775% of the non-federal local match commitment (generally a total project share of 19.355%). SEPTA also receives state funding from other programs on a periodic basis, including the PA Department of Environmental Protection (PA DEP).

FY 2026 Local Funding: $21.3 M (2% of overall funding)

The local funding contributions to SEPTA’s FY 2026 Capital Budget Amendment is $21.3 M. Local contributions are required to match state and federal grant funds and are provided by the City of Philadelphia and Bucks, Chester, Delaware, and Montgomery Counties. SEPTA requests capital assistance from the City of Philadelphia as part of the City’s annual Capital Budget process. Capital assistance is requested from the four counties concurrent with the annual operating budget subsidy request.

The FY 2026 Budget Amendment did not alter the level of Federal, State, and Local funding sources in FY 2026 and beyond, but it did include State ($114,968,700) and Local ($3,831,300) capital funding in FY 2026 as part of the overall $394 M transfer to support SEPTA operations through FY 2027. See Preventive Maintenance Program (Capital Transfer to Operating Subsidy) project listed in the 12-Year Capital Investments section of this document.

FY 2026 Capital Financing Funding: $0

There is no planned capital financing in FY 2026. SEPTA anticipates issuing debt starting in FY 2028.

Unfunded Projects

SEPTA must produce a Capital Budget and 12-Year Capital Program based on the amount of funds that are expected to be available over the program's life. Through the development of the FY 2026 Capital Budget and 12-Year Capital Program, SEPTA has realized massive cost increases across the gamut of capital projects. Unprecedented inflation, limited competition, and construction market saturation have added $3 B of costs to SEPTA’s Capital Program. To balance the budget, SEPTA determined that it can first increase funding by approximately $1.2 B through additional debt financing. SEPTA then re-evaluated and re-prioritized all projects within the capital program. Through this process, 25 projects were deferred (unfunded in the 12-year program horizon), and 19 projects were descoped (budget and scope reduction). Modifying these 44 projects provided about $1.8 B in cost savings over the next 12 years. All of these projects are necessary for SEPTA and our riders. Many of the projects are Station Accessibility improvements, which is a top priority for SEPTA. However, station accessibility improvements cannot be fully implemented until vehicles and critical infrastructure are replaced so that stations can be served efficiently and effectively.

Following the Board’s approval on June 26, 2025, SEPTA faced a $213 million operating shortfall. When a long-term solution for transit funding failed to materialize by mid-August, it prompted a 20% service reduction and a planned 21.5% fare increase. SEPTA then requested and received emergency approval from PennDOT to reallocate $394 M in capital funds to support operations through FY 2027.  This transfer triggered a Budget Amendment that the Board approved on October 23, 2025. It required SEPTA to defer five (5) additional capital projects and add the Preventive Maintenance Program (Capital Transfer to Operating Subsidy) project to the capital program. The reallocated funds are anticipated to be made available for operating relief in January 2026. 

SEPTA acknowledges that deferring projects beyond the 12-year horizon will undoubtedly result in additional cost increases. There is already a $10 B backlog of essential repairs and replacements needed to maintain a safe, accessible, and reliable transit system. This painful and challenging situation illustrates the importance and urgent need to find a long-term sustainable funding solution for transit.  As additional funding is identified, deferred projects will be added back to the Capital Program. Please see the table below for details related to deferred and descoped projects.

Capital Funding Assumptions

SEPTA's amended FY 2026 Capital Budget and FY 2026 - 2037 Capital Program is fiscally constrained according to forecasted funding levels that are based on the assumptions below. The amended FY 2026 Budget did not alter the level of federal, state, and local funding sources in FY 2026 and beyond, but it did include state ($114,968,700) and local ($3,831,300) capital funding in FY 2026 as part of the overall $394 M transfer to support SEPTA operations through FY 2027. See Preventive Maintenance Program (Capital Transfer to Operating Subsidy) project listed in the 12-Year Capital Investments section of this document.

Federal Formula:

The passage of the IIJA provides SEPTA with sustainable federal funding assumptions for FYs 2022 through 2026. In accordance with PennDOT financial guidance, IIJA FY 2026 funding levels are carried forward from FY 2027 through FY 2037 with 3% annual growth. However, Federal Formula Funding levels beyond FY 2026 could change as the IIJA expires in September 2026.

Federal Other, including Flex and Discretionary:

The IIJA created an unprecedented level of competitive discretionary funding for transit systems and provides additional capital support for SEPTA to advance essential projects.  SEPTA will continue to apply for competitive discretionary grant funding to support the Capital Program as it is available. Competitive discretionary grant programs provide SEPTA and other agencies with an opportunity to acquire additional funding to support and advance essential capital projects as there are often more needs than available resources. These grant programs are typically published through a Notice of Funding Opportunity (NOFO). The sponsoring agency (e.g., FTA, FHWA) will select projects based on program eligibility, evaluation criteria, and priorities.

SEPTA has conservatively programmed no additional discretionary federal funding to be made available by the IIJA from FY 2026 through FY 2029, then $50 million per year starting in FY 2030. However, SEPTA expects to obligate years 2 and 3 of the $317 million FTA Rail Vehicle Replacement Program award for the M-5 vehicles. SEPTA regularly applies to the competitive Transit Security Grant Program (TSGP) that is funded by the U. S. Department of Homeland Security.

The additional Federal Highway CMAQ "flex" funding negotiated at the regional level are expected to continue through FY 2037 to support SEPTA’s Bus Purchase Program. 

State Funding:

SEPTA assumes an annual State funding increase per financial guidance distributed by the Pennsylvania Department of Transportation (PennDOT) and the Delaware Valley Regional Planning Commission (DVRPC). With the transition of state public transportation support to the Motor Vehicle Sales and Use Tax, SEPTA and other providers of public transportation in the Commonwealth of Pennsylvania now have a sustainable and bondable long-term source of capital assistance. As approved by the SEPTA Board, SEPTA leveraged these dollars to pursue an initial $550 M bond issuance in 2022 with subsequent planned annual bond issuances totaling $2.764 B to support the Capital Program from FY 2028 through FY 2034.

Local Funding:

SEPTA assumes regular local match contributions from the City of Philadelphia and Bucks, Chester, Delaware and Montgomery Counties for federal and state formula dollars. Local match contributions to federal projects generally comprise 0.645% of total project costs for projects receiving federal assistance (80% Federal, 19.355% State match, and 0.645% Local match) and a 3.225% match for state-funded projects (96.775% State, 3.225% Local match). Local matching ratios may increase on a case-by-case basis to leverage future federal and state assistance to advance capital projects.

SEPTA Capital Financing:

SEPTA plans to continue leveraging state bondable funds via annual issuances totaling $2.764 B from FY 2028 through FY 2034, which is a $1.2 B increase over last year’s projection. The additional planned financing will mainly support vehicle replacements and vehicle-related infrastructure schedules and costs. Future bond issuances assume continued tax exemptions. Any change to tax-exempt status of municipal debt would change financing assumptions and could impact program capacity.

12-Year Capital Investments

How to Read a Capital Project Profile

Projects of Significance

Bus Revolution (Bus End of Line Projects)

Boulevard Direct Phase B

CPMS # (s)

CC5DB

TIP MPMS #

115472

Location

Philadelphia

Service Area

Bucks, Philadelphia

Line/Corridor:

Bus

Schedule/Status

Design: 2021 – 2025.
Construction: 2025 – 2026.

Project Description:

The Direct Bus Phase B project will build upon the existing Roosevelt Boulevard Direct Bus Service between Neshaminy Mall in Bucks County and Frankford Transportation Center in Philadelphia. Direct Bus B will extend the service from the Frankford Transportation Center to Wissahickon Transportation Center. Direct Bus B will include 20 enhanced bus stations at 10 locations along Roosevelt Boulevard, Hunting Park Drive, and Ridge Avenue. The City of Philadelphia is installing 12 of the bus stations along Roosevelt Boulevard, and SEPTA, utilizing grant funds, will install 8 of the bus stations along Hunting Park Drive & Ridge Avenue. The enhanced bus stations will improve overall site conditions at each location including accessibility enhancements, lighting, landscaping, and real-time information.

In November 2019, SEPTA was selected to receive $2 million through the Federal Transit Administration (FTA) FY 2019 Buses and Bus Facilities Grant Program to support implementation.

Wissahickon Transportation Center

CPMS # (s)

CCTWC

TIP MPMS #

115472

Location

Philadelphia

Service Area

Montgomery, Philadelphia

Line/Corridor:

Bus

Schedule/Status

Design is complete (2017 – 2023).
Construction: 2023 – 2025.

Project Description:

This project will expand and improve the Wissahickon Transportation Center (WTC) in Philadelphia to effectively accommodate its ridership and enhance the transportation network, intermodal connections, and access to jobs and essential services. Expansion of the WTC will allow vehicles and pedestrians to safely navigate the area while reducing congestion. These improvements will strategically position the facility for future connectivity with the Roosevelt Boulevard Direct Bus project. 

South Philadelphia Transportation Center

CPMS # (s)

CCSST

TIP MPMS #

115472

Location

Philadelphia

Service Area

Philadelphia

Line/Corridor:

Bus

Schedule/Status

Design: 2023 – 2026.
Construction: 2026 – 2029.

Project Description:

Work on a new South Philadelphia Transportation Center was selected by the Federal Transit Administration (FTA) to receive $9.8 M in Federal FY 2021 Grants for Buses and Bus Facilities Program funding to construct new end of line bus facilities at Pier 70 and South Front Street in South Philadelphia to serve multiple bus lines.

Currently, there is no SEPTA-owned or controlled property to serve as a transportation center for the numerous bus routes that end trips in South Philadelphia. The construction of a new South Philadelphia Transportation Center would provide dedicated layover facilities, which would benefit service reliability and improve connectivity of the bus network by creating common endpoints for many routes, allowing easier transfers among them. It will include operator relief amenities for employees and installation of ADA accessible bus stops with passenger amenities (shelters, benches, lighting, signage) adjacent to the bus layover areas.

Micro Transit Service Implementation

CPMS # (s)

CC5MT

TIP MPMS #

115472

Location

Philadelphia

Service Area

Bucks, Chester, Delaware, Montgomery

Line/Corridor:

Bus

Schedule/Status

2025 – 2026 Vehicle Acquisition & Implementation

Project Description:

Micro transit service (named Go) is a new on demand mode designed to improve service delivery in low-density, suburban jurisdictions. The mode will use new, smaller vehicles. The new vehicle specification will be coordinated with Access (formerly CCT) for future paratransit fleet procurements. 

Knights Road Loop/End of Line

CPMS # (s)

CCIKR

TIP MPMS #

115472

Location

Philadelphia

Service Area

Philadelphia

Line/Corridor:

Bus

Schedule/Status

Design: 2023 – 2025.
Construction: 2025 – 2027.

Project Description:

Property acquisition, design, and construction of a new bus end-of-line facility at 12123 Knights Road in Philadelphia to serve multiple bus lines and proposed micro-transit vehicles. End-of-line facilities provide designated spaces for SEPTA buses to layover, as well as improve operations and amenities for riders and operators. 

Restroom Facility Rendering

Bus Revolution (Bus Network Enhancements: Transit Priority Projects)

Bus Network Enhancements: Transit Priority Projects

CPMS # (s)

CC5BP

TIP MPMS #

115472

Location

Bucks,Chester,Delaware,Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Bus

Schedule/Status

Ongoing

Project Description:

A key goal of the Bus Revolution is to ensure SEPTA’s bus network is more equitable by increasing opportunities for disadvantaged communities, who depend on public transportation to meet their needs more than the population at large. Projects will be informed by the results of Bus Revolution network redesign to ensure investments serve the people most dependent on transit, resulting in better service and customer experience. These infrastructure improvements include right-of-way enhancements including transit priority measures, bus end of line facilities, bus wayfinding, and enhanced bus stops. Transit Priority interventions will leverage projects often being led by other organizations along high-impact corridors, including: Olney Avenue, 19th/20th Streets, 7th/8th Streets, Chestnut/Walnut Streets, West Market/JFK Streets, and West Chester Pike.

Bus Network Enhancements (Transit Priority): North Philadelphia West Bus Improvements

CPMS # (s)

CCSWB

TIP MPMS #

115472

Location

Philadelphia

Service Area

Philadelphia

Line/Corridor:

Bus

Schedule/Status

2026 Planning

Project Description:

SEPTA, in conjunction with the City of Philadelphia, was awarded an FTA American Rescue Plan Route Planning Discretionary Grant to identify, study, and develop transportation improvements for the North Philadelphia West neighborhood between 18th and 33rd Street, and Lehigh and Girard Avenue, an area of roughly two (2) square miles. This area is served by nine (9) bus routes, with service concentrated on seven (7) primary transit corridors.

Bus Network Enhancements (Transit Priority): Erie Ave Transit First

CPMS # (s)

CC5EA

TIP MPMS #

115472

Location

Philadelphia

Service Area

Philadelphia

Line/Corridor:

Bus

Schedule/Status

2025 – 2026 Planning. Design and Construction schedule to-be-determined after planning study is complete.

Project Description: 

Erie Avenue in North Philadelphia is a critical transit corridor linking the B and L Metro lines and serving thousands of daily bus riders. Despite its importance, current operating conditions result in slow and unreliable bus service. Additionally, Erie Avenue is on the City of Philadelphia’s High Injury Roadway Network and sees 24 times the city-wide per-mile average of killed and serious injury crashes.

SEPTA’s Erie Avenue Transit First Project will identify, evaluate, and develop a conceptual design for transit priority improvements along Erie Avenue between Old York Road and Kensington Avenue that will make bus service quicker and more reliable while improving roadway safety. Planning activities for this project are supported by FTA Areas of Persistent Poverty Program funding. DVRPC will provide modeling and analysis support for this project through a separate FY 2025 Unified Planning Work Program (UPWP) project (Transit Supportive Program Special Study).

Bus Revolution (Bus Network Enhancements: Bus Stop Improvements)

Bus Network Enhancements: Bus Stop Improvements

CPMS # (s)

CC5BP

TIP MPMS #

115472

Location

Bucks,Chester,Delaware,Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Bus

Schedule/Status

2025 – 2026 Planning and Implementation

Project Description: 

A key goal of Bus Revolution is to ensure SEPTA’s bus network is more equitable by increasing opportunities for disadvantaged communities, who depend on public transportation to meet their needs more than the population at large. Projects will be informed by the results of the Bus Revolution to ensure investments serve the people most dependent on transit resulting in better service and customer experience. These infrastructure improvements include Better Bus Stops and bus stop signage improvements, such as ePaper.

Bus Stop Signage:  Every SEPTA bus stop must have a sign. Providing SEPTA customers with information through better bus stop signage, such as wayfinding signage and real-time information, can help them get to their next, final, or future destination and create a better passenger experience.

ePaper:  To provide riders with the most up to date and accurate real-time and scheduled service information, SEPTA will transition from static signage to electronic, or ePaper displays. These solar-powered digital displays offer information, such as route information, arrival times, detour information, planned and unplanned service disruptions, closure of stops and talk-to-speech options for visually impaired riders. These digital screens ensure that all riders, regardless of language, internet or app access, or visual ability have access to timely and accurate transit information.

Draft template (subject to change)

Draft template (subject to change)

Bus Network Enhancements: Bus Stop Improvements: North Broad Bus-Subway Transfer Improvement Project

TIP MPMS #

122325

Location

Philadelphia

Service Area

Philadelphia

Line/Corridor:

Bus

Schedule/Status

2026 Planning and Design

Project Description: 

This project was allocated funding through the Consolidated Appropriations Act of 2024. It will involve designing and building safer, more attractive bus stops at the intersection of Allegheny Avenue and North Broad Street in Philadelphia. Where feasible, elements will include:

l​Expanded passenger areas through curb extensions or bus boarding islands;

l​Upgraded lighting (e.g. integrated lighting or pedestrian scale lighting);

l​Additional trash receptacles;

l​Repaired sidewalks;

l​Installation of landscaping, planters, and trees; and

l​Installation of a bus shelter at the northeast corner of Allegheny Avenue and North Broad Street.

The proposed work is necessary because the existing bus stops at this intersection lack comfortable, safe, high-quality bus stop infrastructure. Due to a lack of dedicated bus curb space, transfer points within the project area often require commuters to make irregular and unprotected boardings and alightings. In lieu of transferring to the subway at the project locations, many bus riders choose longer bus rides. With the proposed improvements, SEPTA and the City of Philadelphia will provide dedicated space for passengers to board and alight buses and transfer between transit modes, increasing customer safety, comfort, and accessibility.

Rail Transit Vehicle Acquisition

Market-Frankford Line (MFL) Vehicle Replacement and Infrastructure

CPMS # (s)

CC2MF (Vehicles), CCLMF (Signal), CCMBS (69th St. and Bridge St. Yard), CCM69 (69th St. Yard)

TIP MPMS #

115472

Location

Delaware,Philadelphia

Service Area

Delaware, Philadelphia

Line/Corridor:

[L]

Schedule/Status

[L] Rail Vehicle Acquisition and Delivery: 2025–2036.
[L] Signal System Modernization: Design complete (2023–2024). Construction (2025–2033).
[L] Shop Facilities (Bridge Street Yard & 69th Street Yard): 2025 – 2032 Design and Construction.

Project Description: 

New M-5 vehicles ($1.024 B): In February 2024, SEPTA was awarded $317 million by the Federal Transit Administration (FTA) to support the replacement of Market-Frankford Line (L) M-4 railcars that were purchased in the early 1990s. SEPTA awarded the contract for the vehicles in July 2024. Included within the project’s budget are vehicle specification development , vehicle production costs, and vehicle delivery. Key features of the new M-5 fleet are open gangways, staggered passenger doors, and dynamic passenger information systems. Infrastructure to support the new fleet is necessary, such as signal system design and construction, and facility improvements. They include the following:.

l​Bridge St. Yard Improvements ($75.75 M): Infrastructure upgrades located at Bridge Street to support the new M-5 vehicles.

l​69th St. Yard Facility Improvements ($51.15 M): Design and construction for stream bank restoration for areas of Cobbs Creek adjacent to SEPTA's 69th Street Facility and the widening of the north access road to allow for bi-directional traffic on the entire access road.

l​Market-Frankford Signal System Modernization ($411.60 M): Modernization of the signal system on the Market-Frankford Line will improve operational reliability for the train control systems on the entire corridor.

Broad Street Line (BSL) Vehicle Replacement and Infrastructure

CPMS # (s)

CC2BS

TIP MPMS #

115472

Location

Philadelphia

Service Area

Philadelphia

Line/Corridor:

[B]

Schedule/Status

2037 and Beyond Rail Vehicle Design and Acquisition

Project Description: 

This project includes the purchase of modern trainsets to replace the aging Broad Street Line [B] railcars. Included within the project’s budget is vehicle specification development, as well as signal system and infrastructure improvements needed to enhance operational efficiency of the new railcars. Modernization of the signal system on the [B] will improve operational reliability for the train control systems on the entire corridor. Note that $600 million of the Broad Street Line [B] Vehicle Replacement and Infrastructure project is deferred after FY 2037 (beyond the 12-year programming period).

Regional Rail Vehicle Acquisition & Facility Improvements

Regional Rail Cars Silverliner IV Vehicle Replacement

CPMS # (s)

CCRSR

TIP MPMS #

115472

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Regional Rail

Schedule/Status

2025 – 2036 Design, Procurement, and Delivery/Construction

Project Description: 

The Silverliner lV cars constitute the bulk of SEPTA's electric multiple-unit fleet. This fleet of 230 cars was built by General Electric between 1974 and 1977. While this fleet is currently being kept operable and safe, the age and design of the cars result in lower reliability, more repairs, increased difficulty in obtaining parts, and lower service availability than the newer electric multiple-unit cars in the SEPTA fleet.

Funding programmed will provide for vehicle design specifications, infrastructure improvements, and a partial fleet replacement that supports Reimagining Regional Rail Master Plan implementation. Note that the Silverliner IV Replacement and Infrastructure project is one of SEPTA’s Projects of Significance that remains underfunded by $970.02 M.

The new Silverliner VI fleet will provide SEPTA with the opportunity to improve the passenger experience and operating efficiency. A fundamental design goal for the Silverliner VI is the overall energy cost reduction associated with fleet operation and maintenance. Increased energy efficiency is a hallmark of the Silverliner-VI vehicle design. The railcar will be designed to have a lower tare weight resulting in increased energy efficiency. Technology-based enhancements will also be featured in the design of the Silverliner VI EMU fleet. The Silverliner VI will feature equipment requiring lower energy density compared to older fleets, thus resulting in a significantly lower per unit energy consumption rate. The regenerative braking capabilities will enable the vehicle to generate energy for reuse by other trains. Additional energy conservation measures include LED lighting, improved air compressor control, and adaptive HVAC controls.

Additionally, the new Silverliner VI cars will fully comply with Americans with Disabilities Act (ADA) requirements and federal and state regulations. The cars will include passenger amenities, such as bicycle and micromobility storage areas, automated station announcements, and video displays that include destination information and upcoming station stops. The railcars will feature wider aisles to permit easier movement within the vehicle, and wider side doors that will decrease the time needed to board and alight from the train. Such enhancements will increase the operating efficiency of SEPTA Regional Rail service, providing our customers with faster service while reducing energy consumption.

Regional Rail Cars Silverliner IV Infrastructure

CPMS # (s)

CCRFF

TIP MPMS #

115472

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Regional Rail

Schedule/Status

2026 Facility Acquisition. 2027 – 2037 Facility Improvements

Project Description: 

This project will include facility acquisition ($25 M) and infrastructure improvements ($103.06 M) to the regional rail maintenance and storage facilities to support the new Silverliner VI fleet.

Trolley Modernization

Trolley Modernization

CPMS # (s)

Various

TIP MPMS #

115472

Location

Delaware,Philadelphia

Service Area

Delaware, Philadelphia

Line/Corridor:

[T], [G], [D]

Schedule/Status

Trolley Vehicle Acquisition: 2023 – 2033.
Design & Construction: 2023 – 2037.

Project Description: 

The Trolley Modernization program will help deliver SEPTA's vision of an accessible, fast, and easy-to-use trolley system. SEPTA is committing approximately $2.986 billion (B) to the Trolley Modernization program, which consists of $2.314 billion (B) over the next 12 years (FY 2026 to FY 2037) and almost $672 million (M) of prior funding.  However, Trolley Modernization is one of SEPTA’s Projects of Significance that remains underfunded by $2 B. Programmed funds will enable SEPTA to advance the acquisition of 130 new ADA-compliant streetcars to replace the Authority's aging fleet and upgrade trolley network infrastructure to improve safety, accessibility, capacity, and reliability.

SEPTA’s Trolley system is the largest in North America and serves tens of thousands of riders in Philadelphia and Delaware counties every day. The current vehicles are over 40 years old and were acquired prior to the passage of the ADA when people with disabilities, seniors, and anyone with mobility issues or using a stroller were not able to take full advantage of the connections they provide. Trolley Modernization opens the doors to these communities with new, low-floor vehicles and improved station infrastructure that will make the system fully ADA-compliant.

This program advances equity by improving trolley access and service that disproportionately serves people of color, low-income populations, and individuals with disabilities. SEPTA's Trolley Modernization program will catalyze over 38,000 permanent jobs and create an increase of $5.8 B in property values across the region. 

Specific activities include the following:

l​Acquisition of 130 modern, fully ADA-compliant trolley vehicles that are longer and have higher capacity to move more passengers. 

l​Property acquisition, design, and construction of a new Trolley Heavy Maintenance Facility in Southwest Philadelphia. 

l​Design of stations with fully accessible platforms, shelters, and modern amenities, and identification of new station locations with public input and community engagement.

l​ADA Accessibility and State of Good Repair Improvements at 19th, 22nd, 33rd, 36th and 37th Street Trolley Stations.

l​Trolley Tunnel improvements, including replacement of the existing signal system and creation of a new substation at 40th Street to provide additional power for the new trolleys.

l​Study and advancement of end-of-line improvements and extensions.

l​Coordination with utilities, the City of Philadelphia, Delaware County and PennDOT.

l​Design and construction for Bridge, Communication & Signals, Power, and Track system upgrades required to run the new trolleys.

For further project information, please visit www.septa.org/trolley-modernization. 

Regional Rail Master Plan Implementation

Regional Rail Master Plan Program Management

CPMS # (s)

CRRRR (Master Plan)

TIP MPMS #

115472

Location

Bucks,Chester,Delaware,Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Regional Rail

Schedule/Status

2024 - 2032 Program Management

Project Description: 

This project will progress concepts and alternatives evaluated through the Regional Rail Master Plan effort, including more detailed alternative analysis and concept design. SEPTA’s Planning Division is establishing a Program Management Plan and has undertaken two initiatives in Fall 2024 that will continue through 2025: the Regional Rail Service Development Plan and the Regional Rail Fleet & Facilities Strategy. Future work may include progression of appropriate NEPA work with a focus on increasing grant program readiness. Specific components for further study are currently being identified but will include continued coordination with external stakeholders.

Coatesville Service Restoration

CPMS # (s)

CR2CS

TIP MPMS #

115472

Location

Chester

Service Area

Chester, Delaware, Montgomery, Philadelphia

Line/Corridor:

Paoli/Thorndale Line

Schedule/Status

2028 – 2032 Design

Project Description: 

The Coatesville Service Restoration project will restore rail service on the Paoli/Thorndale Regional Rail Line from its existing terminus at Thorndale, Chester County, to a new terminus in Coatesville, Chester County. Regional Rail service beyond Thorndale was discontinued in 1996. PennDOT is reconstructing the Coatesville Station with completion expected in late 2025. The new station will be ADA accessible and include improved lighting, overhead canopies, elevators, and a passenger connection for crossing the tracks. Amtrak Keystone Line trains will serve the station. For SEPTA to restore Regional Rail service, additional track and signal infrastructure improvements are needed along the line. SEPTA, in coordination with PennDOT, Amtrak, & Chester County, will facilitate the design of track and signal infrastructure improvements that are necessary to operate an efficient service to Coatesville Station. While designing the infrastructure upgrades, SEPTA will coordinate with its partners to schedule implementation and secure funding for construction and operations.

Mainline–Schuylkill Bridges and Interlockings (30th Street Station to Suburban Station)

CPMS # (s)

Various

TIP MPMS #

115472

Location

Philadelphia

Service Area

System-wide

Line/Corridor:

Glenside Combined

Schedule/Status

Design: 2025 – 2027
Construction: 2028 – 2037.

Project Description: 

When the Center City Commuter Connection Tunnel was built in the early 1980s to connect the Pennsylvania and Reading Railroads, it created the only fully electrified, through-running railroad in North America and the heart of SEPTA’s Regional Rail network.

With all Regional Rail lines culminating in this stretch of track, the underlying infrastructure plays a crucial role in SEPTA’s ability to provide a reliable and frequent service. While the connection between Suburban Station and Jefferson Station consists of modern infrastructure, the seven bridges between Suburban Station and 30th Street Station were originally built in 1929 and require significant rehabilitation: Mile Post (MP) 0.49 (21st Street); MP 0.58 (22nd Street); MPs 0.61, 0.64 and 0.68 (22nd Street/23rd Street); MP 0.72 (CSX Tracks); and MP 0.76 (Schuylkill River).

SEPTA will rehabilitate these bridges, while phasing the work to keep service running. Additionally, while reconstructing the bridges, SEPTA will replace and upgrade railroad right-of-way infrastructure including signals, interlockings, and power lines.

Phase 1 (completed) included critical repairs to bridges MP 0.49 and MP 0.58.

Phase 2 will include duct bank and cable work (see Mainline-Schuylkill Bridges - Ductbank in the Bridge Program).

Phase 3 will include the complete rehabilitation of all seven bridges and the replacement and reconfiguration of the Schuylkill & Broad Interlockings to achieve a State of Good Repair.

Vehicle Acquisitions and Overhauls

Bus Purchase Program

Bus Purchase Program

CPMS # (s)

CC2ZN. CC438, CC5HE, CC5NF

TIP MPMS #

60599

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Bus

Schedule/Status

340 40-Ft. Hybrid Buses: 2023 – 2026 Delivery. 10 40-Ft. Fuel Cell Buses: 2024 – 2026 Delivery. 38 Trackless Trolley Buses: 2025 – 2029 Delivery. 20 New ZEB Buses: Deferred to Beyond FY 2037. Future Bus Purchases: 2031 – 2037 Procurement and Delivery.

Project Description: 

SEPTA is planning to fully transition to Zero-Emission Buses (ZEBs) by the year 2040 in support of SEPTA’s sustainability plan. The Zero Emission Bus (ZEB) Master Plan provides groundwork for the bus fleet of the future. SEPTA has completed the first phase of analysis that examines the feasibility of procuring Battery Electric Buses (BEBs) and installing charging infrastructure to support the fleet. The next phase of the plan will evaluate Fuel Cell Electric Buses (FCEBs) and the necessary fueling infrastructure to support them.

340 40-Ft. Hybrid Bus Purchase: To ensure the reliability and continuity of bus operations while the ZEB Master Plan and transition plan is finalized, the Authority contracted with New Flyer to purchase 220 hybrid buses with an option for 120 additional buses totaling 340 buses, which SEPTA has executed. This bus procurement will allow SEPTA to retire the last of the 40-foot all-diesel fleet that is now more than 15 years old (purchased in 2005).

10 FCEBs: SEPTA was selected to receive an FTA Low or No Emission Vehicle Program grant award for the purchase of 10 hydrogen FCEBs (that will operate out of Midvale Depot) and the requisite fueling equipment.

38 Trackless Trolley Buses: SEPTA will replace 38 trackless trolley buses that are reaching the end of their 18-year useful life.

Future Bus Purchases: Future bus purchases will be guided by asset management plans and service requirements.  

20 New ZEB Buses: This project is deferred until additional funding is available.

Paratransit Vehicle Acquisition

Paratransit Vehicle Purchase

CPMS # (s)

CC5PA

TIP MPMS #

60599

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Paratransit

Schedule/Status

Ongoing

Project Description: 

SEPTA routinely acquires new ADA-accessible vehicles for its paratransit and shared-ride services to replace vehicles that have exceeded their useful life of five (5) years. These vehicles are provided to private carriers, which operate the services and maintain the vehicles under contract to SEPTA. SEPTA ownership of these vehicles provides the following benefits:

l​The flexibility to rapidly exchange vehicles between carrier networks should the need arise

l​Creates an economic incentive for carriers to provide quality service

l​More control over fleet composition and standardization of the fleet

l​More control over vehicle design features.

Utility Fleet Vehicle Acquisition

Utility Fleet Renewal (Non-Revenue Vehicles)

CPMS # (s)

CCU26 (UFR), CCUBB (B&B UFR), CCUMO (MOW UFR)

TIP MPMS #

59973

Line/Corridor:

Utility Fleet

Schedule/Status

Ongoing

Project Description: 

The Utility Fleet Renewal Program is a comprehensive effort to upgrade and replace the Authority’s utility fleet and automotive service fleet. SEPTA utility vehicles support transit and railroad operations. To have adequate and reliable utility vehicles, SEPTA has developed a program to periodically renew this fleet on a vehicle-by-vehicle basis, contingent upon the vehicle’s age, condition and usage within the Authority. 

The utility fleet comprises the following types of vehicles and equipment: 

l​Sedan and SUV vehicles for transit and paratransit supervisors, and SEPTA police officers. 

l​Maintenance vehicles are used for inspection, maintenance and construction of buildings, overhead power systems, communications systems, signal systems and track. These vehicles include light duty and heavy-duty trucks, cranes, construction equipment, high rail vehicles and maintenance-of-way equipment. 

l​Transport vehicles are used in garages and shops, including revenue collection trucks, pick-up trucks for material movement between depots and shops, and for snow removal. 

l​Road Service support vehicles used for vehicle maintenance include wreckers, tow tractors, and utility trucks. 

l​Miscellaneous equipment such as generators, compressors, trailers, floor scrubbers, man lifts, welding units and forklifts for material handling.

Vehicle Overhaul Program

Automatic Passenger Counters

CPMS # (s)

CC5AP

TIP MPMS #

60582

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia

Service Area

System-wide

Schedule/Status

2024 – 2027 Implementation

Project Description: 

Automatic Passenger Counters (APCs) measure and monitor real-time and historic transit ridership and operating characteristics for SEPTA’s bus and rail transit fleets. APCs collect stop-level ridership, running time, on-time performance, speed, passenger miles, and other information necessary for smart schedule-making, transit planning, federal reporting, and strategic decision-making. All new SEPTA vehicles come equipped with APCs upon delivery, but many SEPTA vehicles were delivered before SEPTA’s APC program was mandatory on new vehicles and therefore require retrofits with the APC equipment. This project retrofits those existing fleets, including New Flyer 40-foot hybrid buses and trackless trolleys, Nova 40-foot and 60-foot buses, all trolley fleets, Silverliner Vs, M-4 vehicles serving the Market-Frankford Line [L], and BIV cars serving the Broad Street Line {B]. Additionally, the APC system’s geolocation capabilities are being leveraged to advance the Real Time Vehicle Location (RTVL) pilot program that looks to provide real-time arrival information to passengers in the underground portion of the system.

Vehicle Overhaul Program (VOH)

CPMS # (s)

VOH

TIP MPMS #

60582

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Bus and Rail

Schedule/Status

Ongoing

Project Description: 

SEPTA’s annual Vehicle Overhaul Program (VOH) provides for the overhaul of SEPTA's rolling stock and VOH support equipment. Vehicles are scheduled for overhauls during their service lives based on vehicle type. A vehicle must receive periodic overhauls if it is to achieve, or exceed, its useful service life. Prudent fleet management requires a program of heavy maintenance and overhauls for optimal fleet reliability, service quality, cost efficiency, and passenger comfort. The advanced scheduling of vehicle overhauls allows SEPTA to purchase material and produce rebuilt components in an efficient and effective manner. 

In addition to vehicle overhauls, this program also provides for vehicle campaigns. Each vehicle type undergoes its own specialized overhaul program and campaign work. Campaigns address both critical items and vehicle equipment upgrades and modifications, which are accomplished on a fleet-wide basis. The Vehicle Overhaul Program will allow SEPTA to continue its overhaul of rolling stock cost-effectively, thus ensuring continued safe and reliable service.

Highlights of the FY 2026 program will include the following activities: 

Bus Overhaul: 40-Ft Hybrid Xcelsior Buses (3000 - 3089), 40-Ft Hybrid Xcelsior Buses (3090 - 3194) and 30-foot MiDi Series fleets. 

Rail Overhaul: Broad Street B-IV cars, City and Suburban trolleys, Regional Rail Silverliner IV and V cars, Regional Rail Push-Pull cars, Market Frankford M-4 cars, Route 15 PCC-II Trolley Cars, Norristown High Speed Line N-5 cars, and support vehicles and equipment.

Bridge Program

Regional Rail Bridge

Chestnut Hill East Line Bridge Rehabilitation Program

CPMS # (s)

CCBCE

TIP MPMS #

95402

Location

Philadelphia

Service Area

Philadelphia

Line/Corridor:

Chestnut Hill East [CHE]

Schedule/Status

Design and Construction: 2024 –2026

Project Description: 

This project involves the rehabilitation of five (5) bridges on the Chestnut Hill East Regional Rail Line.

l​Mile Post (MP) 5.04 (Wayne Avenue), Built 1893

l​MP 5.72 (Logan Street), Built 1932

l​MP 7.63 (Chew Avenue), Built 1901

l​MP 8.90 (Mt. Pleasant Avenue), Built 1907

l​MP 9.59 (Cresheim Valley Drive), Built 1931

Chestnut Hill West Line Bridge Rehabilitation Program

CPMS # (s)

CCBCW

TIP MPMS #

95402

Location

Philadelphia

Service Area

Philadelphia

Line/Corridor:

Chestnut Hill West [CHW]

Schedule/Status

Design: 2023 – 2025.
Construction: 2025 – 2028.

Project Description: 

As part of infrastructure improvements and maintenance, the Chestnut Hill West Line Bridge Rehabilitation project will include the rehabilitation of three (3) bridges and replacement of four (4) bridges on the Chestnut Hill West Regional Rail Line at:

l​Mile Post (MP) 0.06 (SEPTA Main Line), Built 1913 (Replacement);

l​MP 0.83 (22nd Street), Built 1918 (Rehabilitation);

l​MP 1.17 (Hunting Park Avenue), Built 1910 (Replacement);

l​MP 1.26 (CSX Tracks), Built 1917 (Replacement);

l​MP 2.98 (Rittenhouse Street), Built 1918 (Replacement);

l​MP 4.42 (Carpenter Lane), Built 1928 (Rehabilitation); and

l​MP 5.67 (Springfield Avenue), Built 1917 (Rehabilitation).

Critical Bridge Program

CPMS # (s)

CRBCB

TIP MPMS #

95402

Location

Bucks, Delaware, Montgomery,Mercer County (New Jersey),Philadelphia

Service Area

System-wide

Line/Corridor:

Regional Rail

Schedule/Status

Ongoing

Project Description: 

Annual program to rehabilitate or replace bridges throughout the system to restore infrastructure to a State of Good Repair. Bridges programmed for design and/or construction in FY 2026 include but are not limited to:

Bucks County:

l​Doylestown Line Mile Post (MP) 7.34 (Cooks Run Creek); built 1887; superstructure was last replaced in 1986; work will include embankment rehabilitation and bearing repairs. Design is nearly completed. 

Delaware County:

l​Media/Elwyn Line MP 10.12 (Small Run); built 1965; work will include a complete bridge replacement. 

l​Media/Elwyn Line MP 9.75 for Design and Construction.

l​Media/Elwyn Line MP 13.81 (Park Ave.); built 1917; work will include superstructure replacement and substructure repairs. Design is complete.

Montgomery County:

l​Lansdale/Doylestown Line MP 11.62 (Keswick Ave.); built 1904; work will include superstructure replacement and substructure repairs.

l​Lansdale/Doylestown Line MP 11.83 (Easton Road); built 1928; work will include deck waterproofing, steel and concrete repairs.

l​Manayunk/Norristown Line MP 17.16 (Dekalb St.); built 1931; work will include superstructure replacement and substructure repairs. Design is complete. 

l​Manayunk/Norristown Line MP 17.77 (Stoney Creek); built 1900; work will include deck waterproofing, steel and concrete repairs. Design is complete. 

City of Philadelphia:

l​Chestnut Hill West Line MP 0.21, 0.64, 1.56, and 4.01; work will include deck waterproofing, steel repairs, superstructure paintings and concrete repairs.

l​Manayunk/Norristown Line MP 3.83 (Allegheny Ave.); built 1939; work will include deck waterproofing, steel repairs, superstructure painting and concrete repairs.

l​Manayunk/Norristown Line MP 3.87.

Mercer County (New Jersey):

l​West Trenton Line MP 31.63 (Delaware & Raritan Canal); built 1902; work will include timber deck replacement of two spans and steel repairs.

Multi-County:

l​Norristown-High Speed Line (NHSL) [M] MP 5.83, 6.79, 9.31, 9.35 and 9.50.

 Four bridge structures from the Critical Bridge Program at SEPTA, labeled with their mile posts: LAD MP 11.83, CHW ML 04.01, DOP MP 7.34, and NOR_BR MP 17.16. 

 Four bridge structures from the Critical Bridge Program at SEPTA, labeled with their mile posts: BR 31.63, DOY MP 7.34-1, CHW ML 00.21, and MDL MP 10.12

Mainline-Schuylkill Bridges - Ductbank

CPMS # (s)

CRLDB

TIP MPMS #

95402

Location

Philadelphia

Service Area

System-wide

Line/Corridor:

Glenside Combined

Schedule/Status

Design: 2019 – 2025.
Construction: 2026 – 2029.

Project Description: 

This project involves duct bank and cable work of seven (7) bridges between 30th Street Station and Suburban Station located at: Mile Post (MP) 0.49 (21st Street); MP 0.58 (22nd Street); MPs 0.61, 0.64 and 0.68 (22nd Street/23rd Street); MP 0.72 (CSX Tracks); and MP 0.76 (Schuylkill River). This project supports the Mainline-Schuylkill Bridges and Interlockings project within Projects of Significance.

Stone Arch Bridge Program - Phase 2

CPMS # (s)

CRBS2

TIP MPMS #

95402

Location

Bucks, Montgomery,Mercer County (New Jersey),Philadelphia

Service Area

System-wide

Line/Corridor:

​Lansdale/Doylestown Line, West Trenton Line

Schedule/Status

Design is complete (2023).
Construction: 2024 – 2027.

Project Description: 

The rehabilitation of Stone Arch Bridges on Regional Rail that have an average age of 116 years old will include the following: 

Phase 2A (Construction completed):  

l​Lansdale/Doylestown Line Mile Post (MP) 18.91 (Stream), Built 1903, Location: Bucks, Montgomery, and Philadelphia Counties 

l​West Trenton Line MP 13.70 (Stream), Built 1912, Location: Bucks and Philadelphia Counties, Mercer County (New Jersey) 

l​West Trenton Line MP 15.95 (Stream), Built 1876

l​West Trenton Line MP 18.52 (Stream), Built 1948

Phase 2B (in Design/Construction): 

l​Lansdale/Doylestown Line MP 4.87 (Creek), Built 1915 

l​Lansdale/Doylestown Line MP 17.31 (Honey Run Creek), Built 1903 

Transit Bridge

NHSL Viaduct over Schuylkill River

CPMS # (s)

CABBV

TIP MPMS #

95402

Location

Montgomery

Service Area

Montgomery, Delaware

Line/Corridor:

[M]

Schedule/Status

Design: 2022 – 2024.
Construction: 2024 – 2029.

Project Description: 

The Bridgeport Viaduct at Mile Post 12.81 (Schuylkill River) on the Norristown High Speed Line [M] will be rehabilitated. The project includes steel, concrete, bearing repairs, and painting. The viaduct was constructed in 1911 and is 3,165 feet long.

 Railway track on the NHSL extends into the distance, flanked by green trees on the left and buildings on the right, under a clear sky

Communications, Signal Systems and Technology Improvements

Communications & Signals

Broad Street Subway Line Signals

CPMS # (s)

CALBR (Ridge-Spur Signals), CCLBR (Signal Modernization), CCSCH (Reverse Signals)

TIP MPMS #

102571

Location

Philadelphia

Service Area

Philadelphia

Line/Corridor:

[B]

Schedule/Status

[B] Broad St. Subway Signals: 2028 – 2037 Design & Construction. Broad Ridge- Spur Signals: 2015 Design. 2016 – 2025 Construction. [B] Reverse Signals Project: 2025 – 2029 Design & Construction.

Project Description:

Broad Street Subway Signal Modernization ($233.84 M): The overall signal upgrade project will renew the entire signal system from NRG Station to Fernrock Station.

Broad Street Line Ridge Spur Signals ($14.66 M): Modernization of the signal system on the Broad Street Line and Broad-Ridge Spur. Work includes upgrades to improve operational reliability for the train control systems on the entire corridor.

Broad Street Line Reverse Signals Project ($90.00 M): Modernization of the signal system on the Broad Street Line between Walnut-Locust Interlocking and Girard Interlocking. Work includes the design and construction of a reverse signal system on Tracks 2 and 3 to improve operational reliability for the train control systems between Walnut-Locust Interlocking and Girard Interlocking to allow for the reconstruction of City Hall Station. The project will also replace equipment at each interlocking that has reached the end of its service life.

Computer Aided Radio Dispatch (CARD) System Replacement

CPMS # (s)

CCCCS

TIP MPMS #

102571

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Various

Schedule/Status

Design is complete.
Construction: 2022 – 2029.

Project Description: 

This project will retire the existing Computer Aided Radio Dispatch (CARD) system. The CARD system is made up of two main subsystems: the Radio System and the Computer-Aided Dispatch / Automatic Vehicle Location system (CAD/AVL). Both systems are at the end of the system design lifespan. The current 502MHz radio system (T-Band) will be replaced with a new state-of-the-art 700 MHz radio system covering transit operations in the five counties in which SEPTA operates. The Transit Police were previously added to the system that includes interoperability with partner agencies in the City of Philadelphia and surrounding counties. 

The CARD system is used to dispatch SEPTA buses, trolleys, Norristown High Speed Line, and paratransit vehicles and is the system that bus and trolley operators use to communicate with the control center. The new system will provide enhanced functionality to improve SEPTA transit operations including real-time vehicle arrival information to be displayed on existing and new Audio-Visual Public Address (AVPA) signs and the SEPTA website. Design is complete.

Norristown High Speed Line Interlockings

CPMS # (s)

CARNL

TIP MPMS #

102571

Location

Montgomery,Delaware

Service Area

Delaware, Montgomery

Line/Corridor:

[M]

Schedule/Status

Construction: 2018 – 2026

Project Description: 

Renewal and reconfiguration of interlockings on the Norristown High Speed Line [M] at County Line Siding to bring interlockings to a State of Good Repair and improve operational reliability.

Harrisburg Line Capacity Improvements: Bidirectional Signaling - Paoli to Overbrook

CPMS # (s)

CRLT2

TIP MPMS #

102571

Location

Chester, Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Paoli/Thorndale Line

Schedule/Status

Design & Construction: 2037

Project Description: 

This Federal Railroad Administration (FRA) Federal-State Partnership Grant Program funded project will bring the Paoli/Thorndale Line signal system to a State of Good Repair. The project will replace existing signal infrastructure with a modern bidirectional signal system that requires less maintenance and is more resistant to disruptions. Upgrading all tracks with bidirectional signals will greatly improve operational flexibility, reduce congestion, and add resiliency. This project is a joint effort of SEPTA, Amtrak, and the Pennsylvania Department of Transportation (PennDOT).

Positive Train Control

CPMS # (s)

CRLTC

TIP MPMS #

102571

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia,State of New Jersey

Service Area

System-wide

Line/Corridor:

Regional Rail

Schedule/Status

Construction was completed in 2021.
Continuing Integration with Partner Railroads: 2021 – 2028.

Project Description: 

Design and installation of a Positive Train Control (PTC) system for the Railroad Division. The PTC system is similar in all aspects to the system provided on the Northeast Corridor, to ensure complete interoperability not only with Amtrak, but with the various freight carriers that operate in SEPTA’s territory. SEPTA has implemented PTC systems on all Regional Rail lines. The remaining work involves the cohesive integration and interoperability of SEPTA’s PTC system with CSX and Norfolk Southern PTC systems throughout the region.

Real-Time Information / Audio Visual Public Address (AVPA) System

CPMS # (s)

CCLAV

TIP MPMS #

102571

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia

Service Area

System-wide

Schedule/Status

Implementation 2017 – 2028

Project Description: 

Upgrade and modernization of SEPTA’s real-time arrival information for customers on all SEPTA modes of transportation. It includes the installation of a Real-Time Vehicle Locating system on all SEPTA vehicles, providing vehicle location information that will be accessible to the public via smartphone applications and the web. In addition, SEPTA will upgrade Audio Visual Public Address (AVPA) equipment at all railroad and transit stations.

Route 101/102 Positive Train Control and ROW Improvements

CPMS # (s)

CALMP

TIP MPMS #

102571

Location

Delaware

Service Area

Delaware

Line/Corridor:

[D]

Schedule/Status

Construction: 2015 – 2025

Project Description: 

Installation of a new state-of-the art Communications Based Train Control (CBTC) system for the Route 101/102 trolley lines. The new system will automatically enforce trolley separation and provide overspeed and roadway worker protection. New power switching will be installed to facilitate operational flexibility. It includes new interlockings, special track work and power work, and a new Remote-Operations Control Center.

Regional Railroad Signal Improvement Program

CPMS # (s)

CRSSP

TIP MPMS #

102571

Location

Bucks, Chester, Delaware, Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Regional Rail

Schedule/Status

Implementation 2030 – 2036

Project Description: 

Modernization of the signal system on the Regional Rail Network. Work will include upgrades to improve operational reliability for the train control systems on the entire Regional Rail network.

Railroad Interlocking Improvement Program

CPMS # (s)

CRLRI

TIP MPMS #

102571

Location

Montgomery,Philadelphia

Service Area

System-wide

Line/Corridor:

Regional Rail

Schedule/Status

Ongoing

Project Description: 

Rebuilding, reconfiguration and construction of railroad interlockings to improve operational efficiency. Regional Rail locations include but are not limited to 16th Street Interlocking, 20th Street Interlocking, Beth and York Interlockings, Broad Interlocking, Hunt Interlocking, and Wayne Interlocking.

Note: Schuylkill Interlocking is part of the Mainline–Schuylkill Bridges and Interlockings project in Projects of Significance.