The City Transit Division of the Southeastern Pennsylvania Transportation Authority (SEPTA) operate almost all of Philadelphia's public transit, including all six trolley, three trackless trolley, and 70 bus lines within city limits. Some of the bordering municipalities are served by the City Transit division, despite not being part of the city. For example, Cheltenham Township has 13 city division routes and no Suburban Division ones. The City Transit division also operates the 400 Series routes which are designed to serve students attending schools in the city of Philadelphia.
The City Transit Division is broken down into seven districts (Allegheny, Callowhill, Comly, Elmwood, Frankford, Midvale, and Southern) and Contract Operations.
History
Transit in Philadelphia began with multiple independent horse car, cable, and traction companies, including the privately established entities: Philadelphia Passenger Railway Company, the Thirteenth & Fifteenth Street Passenger Railway Company, West Philadelphia Passenger Railway Company, etc.[2][3][4] In 1895 these companies began amalgamating into three large operations: the Electric Traction Company, the People's Traction Company, and the Philadelphia Transportation Company (PTC). The following year they consolidated as the Union Traction Company (UTC). In 1902 UTC went bankrupt; it was reorganized as the Philadelphia Rapid Transit Company (PRT) on July 1.
Despite efforts by Thomas E. Mitten, PRT itself went bankrupt in 1939. A new Philadelphia Transportation Company was formed in 1940 to assume PRT's business. National City Lines (NCL) took over management of the PTC on March 1, 1955, and began a program of converting streetcar lines to bus routes. SEPTA was created in 1962, and purchased PTC's transit operations on September 30, 1968. The former Philadelphia Suburban Transit Company's Red Arrow Lines followed on January 29, 1970, after which SEPTA designated the city services as its "City Transit Division".
Many of today's bus and trackless trolley routes were once streetcar lines. Many of the numbered routes were once lettered or named bus routes.
Former streetcar lines •
Former lettered routes
2
3
5
6
7
12
17
23
25
26
29
30
31
33
37
38
39
40
42
43
46
47
48
52 (originally trolley Route 70)
53
54
55
56
57
59
60
61
64
66
73
75
79
Route
Formerly
1
Boulevard Limited
4
C, Nedro service
8
FOX (Frankford–Olney Express)
14
B
16
C, Cheltenham service
18
S
19
W, Krewstown branch
21
D
24
N
28
T, Rhawn Street branch
35
Z
65
E
67
W
68
M
70
Y
77
X
The first bus route was Route A, established in 1923 between Center City Philadelphia and Frankford Terminal via Strawberry Mansion, Hunting Park Avenue, and Roosevelt Boulevard. Route R replaced Route A along Hunting Park and Roosevelt. Route A then served Roxborough and Andorra within Philadelphia and Barren Hill in Montgomery County. Route A was eliminated and replaced by bus Routes 9, 27, and 32 on February 4, 1984.
First trolley line in Philadelphia to receive a route number on October 11, 1911, when Brill Nearside cars were placed in service
Buses replaced streetcars on November 4, 1956
Southbound service moved from 15th Street to 17th Street on December 19, 1957, replacing Route 21 bus (former streetcar route) north of Market Street and Route 32 streetcar south of Market Street
Service was formerly the Fern Rock division of the Route C[13][14]
Original Route 4 went from South Philadelphia to North Philadelphia via 6th and 7th Streets, Master Street, and 2nd and Front Streets until 1930, when it was replaced by Routes 57 and 65
Another Route 4 was created between 1958 and 1960; it went from Snyder Terminal to the Food Distribution Center via Broad, Oregon, 7th, Pattison, and Galloway. It looped via Oregon, Broad, Snyder, and 12th. By 1964, it looped around the food distribution center, and extended via Pattison, 11, Terminal, and Broad to the Philadelphia Naval Base. This became part of Route 17 on April 8, 1973.
3rd Street (northbound)/2nd Street (southbound), Frankford Avenue
Frankford
Route 5 streetcar ran from Frankford Avenue and Bridge Street to 3rd Street and Oregon Avenue
Buses replaced streetcars on December 24, 1955, as the second trolley route operated full-time by PCC's to be converted to bus operations in Philadelphia
Service south of Old City (2nd and Spruce Streets) merged into Route 57 on May 16, 1993
Northbound service via 3rd Street replaced by Route 57
Service cut back to Front & Market Streets on December 6, 1998
Weekday service extended via Oregon Avenue to 2nd Street with peak hour service to Delaware Avenue and Columbus Boulevard on May 2, 1964, replacing Route 80 bus (former Route 80 trackless trolley).
Full service on weekdays and weekends extended to Oregon and Delaware Avenues on June 19, 1983
Service extended to Pier 70 Shopping Center on December 6, 1998
No stops between Wissahickon Transportation Center and 30th Street Station
Service replaced Route A Express service via Ridge Avenue and to Andorra on February 5, 1984
Service cut back from Andorra to Summit Loop on September 1, 2002, due to community opposition
Service extended to Andorra Shopping Center on November 12, 2006
Route 9 streetcar from South Philly to Fairmount Park via 4th and 5th Streets, Arch Street, 22nd and 23rd Streets, Cecil B Moore, 31st and 32nd Streets was discontinued in 1956
Original Route 16 went from Center City to Fairmount Park via 19th and 20th Streets and York and Dauphin Streets (eliminated in 1929, as it was redundant to Routes 8/39 and 33)
Extended to the former Philadelphia Naval Base on April 8, 1973, replacing Route 4.
Route 71 replaced weekday midday service from Pattison Avenue to the Philadelphia Naval Business Center on February 22, 2004
Extended to Penn's Landing in June 2016 due to being permanently assigned with articulated buses due to limited space to layover at Front and Market terminal with Route 48 also an articulated assigned route.
Oxford Avenue, Rising Sun Avenue, Olney Avenue, Chew Avenue, Vernon Road
Stenton Avenue (express)
Midvale
Limited service
Formerly known as Route S
Service introduced August 8, 1926
Peak hour service extended to Paper Mill Glen on October 5, 1959
On February 1, 1960, service was extended from Olney Terminal to Rising Sun Avenue. & Knorr Street Loop with peak hour service to Fox Chase. Express service established at the same time
Redesignated Route 18 on June 16, 1985, at the same time all weekday and weekend service was extended to Fox Chase to replace Route 26 service. Service to Paper Mill Glen eliminated at the same time.
Service extended to Cedarbrook Plaza on June 18, 1995.
PTC Route 18 went from South Philadelphia to Center City via 22nd and 23rd Streets, Catharine and Bainbridge Streets, 19th and 20th Streets, and Chestnut and Walnut Streets, and was eliminated on April 1, 1953, due to redundancy, as it was redundant to Route 7
Service originally operated from 69th Street Terminal or to 4th Street via Chestnut and Walnut Streets in West Philadelphia, Locust and Samson Streets in Center City
Service in Center City moved to Chestnut and Walnut Streets on September 9, 1956, after removal of streetcar service
Extended to 2nd Street on January 18, 1976
Extended to Front & Walnut Streets on September 2, 1979
Extended to 2nd & Market Streets via Penn's Landing on September 8, 1985
Service on the Wycombe (Upper Darby) branch transferred to the Route 42 on June 16, 1996
Service to 61st & Pine Streets eliminated on August 31, 2008
Route 26 streetcar operated from Germantown to Fox Chase via Chelten, Ogontz, and Rising Sun Avenues
Buses replaced streetcars on January 28, 1956
New branch of Routes 26 and S called the 26&S began service on February 25, 1973, provided weekday service from Germantown to Frankford. Service restructured on June 16, 1985, with Route 26 service rerouted east of Rising Sun & Olney Loop to serve Frankford Terminal, thus replacing Route 26&S.
Service along Rising Sun and Oxford Avenues to Fox Chase was replaced by Route 18
An earlier Route 26 via the Kensington-6th and 7th Streets Line was eliminated in 1922
Service began January 31, 1982, replacing the Rhawn Street branch of the Route T from Cottman & Torresdale Avenues Loop to Fox Chase
Extended from Fox Chase to Fern Rock Transportation Center on September 11, 1988, replacing Route XA. At the same time, the original loop route via the Philadelphia Correctional Facilities was eliminated
An earlier Route 28 via North 2nd and 3rd Streets Line was eliminated in 1922.
University Avenue, 41st Street (northbound)/40th Street (southbound), Haverford Avenue, Vine Street
Callowhill
Former streetcar, service rerouted into the Subway-Surface Tunnel on June 8, 1913, replacing surface operation via Market Street to the Delaware Avenue Ferry Terminal
Subway-Surface Tunnel routing eliminated November 21, 1915, with streetcars terminating at 40th & Market Streets
Buses replaced streetcars on August 20, 1950
Weekday service extended to 30th Street Station by consolidating Routes 14 (former streetcar) and D-1 (University City to 30th Street Station)
Extended to Lansdowne & Haverford Avesnues on January 13, 1991
Extended to 69th Street Terminal on September 8, 1996.
First streetcar line to operate into the Subway-Surface Tunnel, on December 18, 1905
Subway-Surface Tunnel service withdrawn on June 17, 1907, with streetcars operating via Market Street to Front Street
Service restored into the Subway-Surface Tunnel on December 28, 1930, then terminating at Market and 63rd Streets
Route 69 streetcar merged into Route 31 with service extended to Lansdowne and Haverford Avenues on September 11, 1938
Subway-Surface operation eliminated on May 15, 1949, due to redundancy with the Market–Frankford Line, with service now terminating at 40th and Market Streets
Buses replaced streetcars on June 16, 1956, with bus service extended back to City Hall via Market Street
After 1957, service rerouted from 65th and Vine to 63rd and Haverford, replacing part of Route 41
Service rerouted onto Chestnut and Walnut Streets between 46th and 63rd Streets due to the Market Street El Reconstruction Project in 2003
Service replaced Route A Local service to Roxborough and Andorra via Ridge Avenue on February 5, 1984
Service between Roxborough and Andorra eliminated on September 8, 1996, due to budget constraints
Original Route 32 streetcar went from South Philadelphia to Center City via 17th and 18th Streets and Market Street until 1957, when it was replaced by the rerouted Route 2
Huntingdon Street, Susquehanna Avenue, York Street (westbound)/Cumberland Street, Dauphin Street (eastbound)
Midvale
Formerly a combined streetcar route referred to as the Route 8/39. Both streetcar lines began at 33rd & Dauphin Streets Loop (Strawberry Mansion) and followed the same routing (Eastbound via Dauphin Street, westbound via Susquehanna Avenue) to the York-Dauphin station, where they separated. Route 8 terminated at Richmond & Norris Streets, while Route 39 terminated at Richmond and Cumberland Streets.
Buses replaced streetcars on both lines on February 25, 1956
On June 16, 1974, Route 8 was reduced to a short shuttle bus line from York-Dauphin to Richmond and Norris Streets
On February 8, 1998, eastbound service was rerouted via 5th Street, Lehigh Avenue, and American Street due to the permanent street closure of Dauphin Street between 5th and American Streets. With this exception, the bus route follows the old streetcar routing
Trips alternate between Wycombe and 61st Street terminals
Streetcar line ran from 61st and Pine Streets near Cobbs Creek to Front and Chestnut Streets via Spruce, Chestnut, and Walnut Streets
Buses replaced streetcars on September 8, 1956
Extended to 2nd and Dock Streets in 1965
Rerouted to serve 38th Street, University Avenue and Civic Center Boulevard in 1972
Westbound service rerouted via the Chestnut Street Transitway between 7th and 17th Streets on June 20, 1976, and was rerouted back to Walnut Street on June 20, 1993, with the conversion of the transitway back into a regular street
Extended west to Wycombe (Upper Darby) via Marshall Road (replacing Route 21) and extended east to Penn's Landing on June 16, 1996
Service started by the PTC on September 6, 1960, as a weekday service between City Hall and 54th Street & City Avenue via the Schuylkill Expressway
Red Arrow Lines began a joint operation with the PTC on February 12, 1962, extending service west to Ardmore via Narberth and east to Independence Mall (5th and Market Streets)
Saturday service began August 31, 1963
Route 44G, a branch serving Gladwyne, began service in 1964
SEPTA took over PTC operations on September 28, 1968, Red Arrow operations on January 29, 1970, operating service jointly between its City and Suburban transit divisions
Alternate service bypassing Narberth via Montgomery Avenue began January 29, 1973
Sunday service began September 4, 1983
Route 44G was redesignated Route 49 on November 21, 1988
City Transit Division took complete control on November 26, 1989, redesignated it Route 121.
Eastbound service rerouted via 30th Street Station on September 7, 1997
Gladwyne service added on February 8, 2009, replacing Route 121 service.
Original Route 44 went from Haddington to Center City via Lansdowne Avenue, Lancaster Avenue, Spring Garden Street, and Arch Street until 1929, when it was replaced by a rerouted Route 10
Split off from Route 23 in November 2015,[55] which was formerly a trolley route running on 11th and 12th Streets
Original Route 45 went along Island Road from Hog Island to Eastwick. This was eliminated in 1925, but restored in 1944, and then eliminated again by 1957.
Another Route 45 was created on July 30, 1962, as a combined Red Arrow/PTC joint operation. Under SEPTA, it was a combined Suburban/City Transit operation until November 26, 1989, when it was redesignated as Routes 124 and 125.
Streetcar service ran from 60th Street and Lansdowne Avenue to 58th Street and Woodland Avenue via 60th and 58th Streets, one of the last streetcar lines in Philadelphia to use double-ended streetcars
Buses replaced streetcars on August 11, 1957. At the same service was extended south to 58th Street and Lindbergh Boulevard and north to 63rd Street & Malvern Avenue Loop
Service was cut back from 58th Street and Lindbergh Boulevarrd to Baltimore Avenue on September 6, 1964
Service to 63rd & Malvern Loop was rerouted via 60th Street and Columbia Avenue in the mid-1960s
In 1977, service was extended from Angora to Darby via Yeadon replacing Route 78 bus service (formerly a dinky streetcar line from Darby to Lansdowne)
On September 10, 1989, service between Angora and Darby reduced to a shuttle bus operation. This was eliminated on September 8, 1996
7th Street (northbound)/8th Street (southbound), 5th Street
Midvale & Southern
24-hour service
Original streetcar service through Center City and South Philadelphia operated on 8th and 9th Streets, starting on Wolf Street[58]
Buses replaced streetcars south of Spring Garden Street on July 9, 1967, under PTC ownership due to construction of the PATCO Speedline underneath 8th Street[58]
Buses replaced streetcars on the rest of the line on June 15, 1969[58] under SEPTA
Extended south to Whitman Plaza in on January 22, 1989
Selected trips rerouted off 9th Street to bypass the Italian Market on June 11, 1989, due to traffic congestion. On May 16, 1993, all northbound service was moved to 7th Street.
On May 16, 1993, northbound 9th Street service was reassigned to Route 47m, operating northbound only and not on Mondays (as the Italian Market is closed). Monday service was later added on June 18, 1995.
Service Improvement Pilot ran from April 18, 2011, to October 30, 2011, in South Philadelphia by having buses stop every other block
Original Route 49 became part of Route 6 by 1932; the second one was renumbered from Route V between 1964 and 1966 and became part of Route 64 after 1976; the third one, former Route 44G, was created on November 21, 1988, and was renumbered Route 121 on November 26, 1989 (see Routes 44 and 52)
Formerly known as Route 70. Buses replaced streetcars on May 28, 1955. Redesignated Route 52 on September 6, 1964, with service south of Baltimore Ave. removed from Baltimore Ave. and 49th Street to operate via 54th Street and Greenway Avenue at the same time peak service operated to 58th St. & Lindbergh Blvd. replacing Route 46 service, Peak hour service to 58th St. & Lindbergh Blvd. eliminated June 16, 1996, due to poor ridership. Short trips added between Woodland Ave. and Parkside Loop (49th St. & Parkside Ave) on February 11, 2001. Due to the expansion of St. Joseph University campus the northern end of the route was rerouted via Overbrook Train station on June 15, 2003, then via Bala Cynwyd Shopping Center on City Ave. on January 23, 2005, after opposition of additional bus service via Drexel Road in the Overbrook section of the city. Some peak hour trips extended to Gladwyne on February 8, 2009, replacing Route 121 service (Also see: Route 44). Service to Park West Town Center began June 19, 2011. (see Route K for Route 52 streetcar service)
The original route went along 12th and 13th Streets and Wayne Avenue from South Philly to Carpenter. By 1932, it was rerouted to replace Route 19. This was the first streetcar line in Philadelphia to receive PCC cars. On Sundays Routes 53 and 75 streetcar lines were operated as one route between Mt. Airy and Bridesburg. This consolidated service ended when the Route 75 was converted to trackless trolley operation. On May 16, 1985, at 9am SEPTA track inspectors discovered misaligned rails on Wayne Ave. forcing buses to replace streetcars forever. Due to the closure of Luzerne Depot (replaced by Midvale Depot)[65] service rerouted to terminate on street at 10th & Luzerne Sts. on June 8, 1997, Service extended to Broad Street and Hunting Park Avenue on February 22, 2004. Streetcar tracks still visible on Wayne Ave. on the bridge crossing over SEPTA's Chestnut Hill West Line and at the old Carpenter Loop.
54
33rd and Dauphin
Richmond and Cambria
Lehigh Avenue, Cambria Street and Somerset Street
Allegheny
Western end of streetcar service originally operated to trolley loop at Ridge & Lehigh Aves. Buses replaced streetcars on June 4, 1955. Western terminal moved from Ridge & Lehigh Aves. and extended to 33rd & Dauphin Sts. Loop to connect with Routes 7, 32, and 61. Bus routing almost identical to the streetcar routing except on western end as mentioned above.
The Route 55 trolley originally operated from Broad & Olney Terminal to Willow Grove. This was a second route to the Willow Grove Amusement Park (current location of Willow Grove Park Mall). Buses replace streetcars on September 8, 1940, with only rush hour streetcar service south of the Cheltenham Avenue & Old York Road-City Line. Then Full-time streetcar service south of the City Line restored on May 11, 1942. Streetcar service south of the city to Broad & Olney replaced by buses except during rush hours on December 3, 1945. All streetcar service replaced by buses on June 27, 1952. Service extended to Doylestown on June 19, 1966, replacing Route 22 bus service (former trolley line). Service extended to Cross Keys just north of Doylestown on February 2, 1975. Service rerouted to serve the new Willow Grove Park Mall on August 1, 1982. Service extended to the new Cross Keys Place shopping center on September 7, 1997.
In 1929, Route 56 extended from Mayfair to Frankford, replacing Route 58. Buses replaced trolleys on September 13, 1992. Restoration of trolley service is questionable. Currently along Torresdale Ave. all track has been paved over, overhead wire and trolley wire support poles have been removed. Along Erie Avenue, he track area has been paved over west of Broad St. Between Broad St. and Frankford Ave. all trolley overhead wires infrastructure has been removed. As mentioned with the Route 23 the same issues are there concerning the Route 56. SEPTA has a plan to purchase new cars and restore tracks, wires, and right of way along Erie Avenue. There has been some talk outside of SEPTA about moving Route 56 service to Wayne Junction where it would provide a connection with SEPTA's Regional Rail services. Night Owl service restored on September 4, 2005.
57
Rising Sun and Olney Avenues or Fern Rock Transportation Center
Whitman Plaza
American Street, Rising Sun Avenue, 3rd Street, 4th Street
Midvale & Southern
Weekend service operates on a combined Saturday/Sunday schedule.
Streetcar service operated from 2nd St. & Erie Ave to 29th & Jefferson Sts. via Front, 2nd and 3rd Streets in a north–south direction with North Philadelphia crosstown service operating via Jefferson and Master Streets. The section along Front, 2nd and 3rd Streets replaced part of Route 4 in 1930. Buses replaced trolleys on June 18, 1955. The northern terminus was extended to 2nd St. & Godfrey Ave. on June 19, 1966. The northern terminus was cut back to Front & Spencer Sts. on January 22, 1967. A new branch of the route to Norris & Belgrade Sts. began on September 5, 1976, replacing Route 8 bus service (former streetcar line). Service was extended to the Fern Rock Transportation Center on January 31, 1982, replacing former Route XO bus service. Service restructured on May 16, 1993, by merging Route 50 now a bus route and the southern portion of Route 5 into one route. Service south of Lehigh Avenue moved to American Street. Northbound service south of Girard Ave. operates via 3rd Street replacing Route 5 service from South Philadelphia. Southbound service south of Girard Ave. operates via 4th Street replacing Route 50 (former streetcar) to South Philadelphia. Southbound Route 5 service on 2nd St. and Northbound Route 50 service on 5th St. through South Philadelphia eliminated. Crosstown Route 57 on Jefferson and Master Sts. (since eliminated) and the Route 57 branch service to Norris & Belgrade Sts. merged into a restructured Route 89. Since May 16, 1993, a few minor route changes have been made to this route.
Formerly known as Route 59b. Service introduced April 18, 1949, replacing Route 59 streetcar service between Bustleton & Castor Aves. (Bells Corner) and Bustleton Ave. & Lott St. Service operates via Bustelton Ave. south of Cottman Ave. The original Route 58 went from Frankford to Mayfair via Margaret/Orthodox and Torresdale Avenue; this became part of Route 56 in 1929.
Formerly labeled "61 Express". (For the Route 62 Darby-Yeadon Shuttle, see Route 13.)
64
50th and Parkside
Pier 70
46th Street, Washington Avenue
Southern
Portions of old bus Route 63 (which went on Catharine and Bainbridge) merged with today's Route 64 (which was rerouted from Federal and Wharton to Washington) in September 2003. After 1976, it extended west along 49th and 48th, replacing Route 49.
Formerly labeled Route E.[68] The original Route 65 went along 4th and 5th Streets and Old York Road from Downtown to Logan. Between 1923 and 1932, Route 65 was moved to 6th and 7th streets, replacing part of Route 4. On April 4, 1953, it was eliminated (because it was mostly redundant to Route 23)
Formerly labeled Route W. A spur route used to run on Jeanes Street until residents protested and had it removed in 1982. When it was rerouted SEPTA changed the letter W to the numbered route 67. The original Route 67 went on the Zoo-33rd and 36th Streets Line until 1918.
Formerly labeled Route M. The original Route 68 went on the Point Breeze-11th and 12th Streets Line until 1914. A second Route 68 went from 3rd & Highland, Chester to Brookhaven on June 30, 1960. Routes 68 and 69 merged into new SEPTA Route 70 on June 18, 1973. A later Route 68 went from Darby via Gladwyne to Ardmore (discontinued February 1982).
Formerly labeled Route Y. (see Route 52 for Route 70 streetcar service) Routes 68 and 69 merged into another SEPTA Route 70 on June 18, 1973. This SEPTA Route 70 was redesignated Route 117 on June 30, 1986.
Buses temporarily replaced trackless trolleys in 2003; trackless service restored in 2008
A section was renumbered Route 26 by 1932. Trackless trolleys replaced streetcars in 1948. Cut back from Richmond & Orthodox in Bridesburg in mid-1960s due to I-95 construction; replaced by J bus.
Limited-stop service. Peak hours only (Weekdays only)
Former trolleybus route
New service initiated in 2001. The original Route 80 went on Oregon Avenue in South Philly (but was replaced by extensions of Route 7 and Route G); the second one was designated on January 29, 1970. That was redesignated Route 118 on June 30, 1986. (which was later truncated).
Limited weekday service to Willow Grove station, no Sunday service
"Horsham Breeze Red";[73][74] Service along Blair Mill Road transferred to Route 311 bus on February 27, 2017.[75][76][74]
311
Willow Grove station or Willow Grove Park Mall
Horsham
Welsh Road, Blair Mill Road
Contract operations (Germantown Depot)
Limited weekday service to Willow Grove station, no Sunday service
"Horsham Breeze Blue"; Service split from Route 310 bus on February 27, 2017.
School routes
SEPTA operates bus routes numbered in the 400 Series which are designed to serve students attending schools in the city of Philadelphia. Per federal regulations, SEPTA is not allowed to offer charter bus service for the School District of Philadelphia, so all riders are allowed to utilize the 400 Series routes.[5][77]
Former routes
Route 41 was used twice: the original Route 41 went along 63rd Street and Market Street from Overbrook to Downtown; this became part of Route 31 and Route 10 after 1957. The second one replaced the part of Route T on Welsh Road on January 31, 1982; this later became part of Route 88.
Route 51 went from Downtown Fairmount Park via 8th and 9th Streets and Columbia Avenue; this was eliminated in 1929 and replaced by rerouted Route 3.
Route 63 went on Catharine & Christian Streets; it was eliminated in September 2003 in exchange for rerouting of Route 64.
Route 69 was used three times: the original Route 69 was replaced by Route 31 on September 10, 1938; the second Route 69 was created on June 30, 1960, from Chester to Buckman Village and Highland Village. Routes 68 and 69 merged into new SEPTA Route 70 on June 18, 1973; the third Route 69 (former Route F) was discontinued on December 7, 1990; it went from Wynnefield along Columbia, Creighton, Jefferson, Parkside, Ford, Conshohocken, Neill, Presidential (it went on Belmont and City going south, and Presidential going north), and Belmont to Manayunk.
Route 71 was used three times: The original Route 71 went from Darby to Media; it was converted to buses on August 13, 1938. By 1944, it was rerouted replacing Route 72. Later, part was replaced by Route 117 and the rest was eliminated. The second use of Route 71 was the Shopper's Special Route Darby-Aldan-Springfield-Lawrence Park-Ardmore Junction; it ran from 1971 to 1972. The third one went from Overbrook to Paoli and Exton. It was replaced by Route 105 on November 28, 1983. The fourth one was a new one initiated in 2004, from Navy Yard to Broad Street. It was discontinued in late 2012 and replaced with the private Navy Yard Shuttle on December 3.[78][79]
Route 72 was used twice: the first one went from Folsom to Prospect Park via Lincoln Avenue and was replaced by rerouted Route 71 by 1944; the second one went from Darby to Delmar Village; it merged with Route 83 to form Route 115 on June 30, 1986.
Route 74 was used twice: the first one went from Willow Grove to Hatboro and was replaced by part of Route 6 Bus on June 19, 1966; the second one was created on January 29, 1970, and was redesignated as Route 114 on June 30, 1986.
Route 76 was used twice: the first one went from Darby to Marcus Hook and was replaced by an extended Route 113 on November 28, 1983, and the second one was a replacement of Mid-City Loop Ben Franklin line service from 5th and Market to the zoo. This route was replaced by the Shopping Spree service in 2004.
Route 81 was used twice: the first one operated in South Philly along Passyunk Avenue and Snyder Avenue; the section east of Snyder terminal was discontinued between 1954 and 1956; the remainder was discontinued by 1958; the second one operated from Springfield to Decker Square via US 1.
Route 82 was used three times: the first one operated on the Chester-47th Street Line until 1918; the second one went from Chester to Springfield; regular service was discontinued but school service for Cardinal O'Hara ran until 1986 when Ridley Township School District took over the operation. The third was used briefly in the 1990s as "ColumBUS" with service to the Penns Landing area from the Benjamin Franklin Parkway.
Route 83 was used three times: the first one operated on the Island Road Line until 1918; the second one looped on Race, 4th, Market, 3rd Arch, and 7th, and was discontinued in 1953 or 1954; the third one (former Victory Depot Route H) was created on June 16, 1975, from Darby to Brookline; it merged with Route 72 to form Route 115.
Route 85 was used twice: the first one went on the Race and Arch Streets Line until 1914; the second one was discontinued on April 4, 1993, with portions transferred to Route 40; the section on Ford Road has no service now.
Route 86 was used twice: the first one went on the Glenside Short Line until 1913. The second one was rerouted from Grant Avenue to Welsh Road, and continued on Torresdale Avenue to Linden Avenue between 1958 and 1960; it later became part of Route T (later Route 41, now Route 88) and Route 88.
Route 87 went via Northeast Village, Academy Road and Linden Avenue; part became part of Route 20; the rest was discontinued because the Airport had expanded, closing part of the roads Route 87 went on between 1960 and 1964.
Route 90 went on Spruce & Pine Street (east of 8th)/Locust Street (west of 8th) and looped on 26th, South, and 22nd. This was discontinued after 1996 and partially replaced by a rerouted Route 12 along Walnut and Locust Streets.
Route 121 was renumbered from Route 49 on November 26, 1989. It became part of Routes 44 and 52 on February 8, 2009.
SEPTA justified the alignment because it provided more frequent stops than the subway, better serving passengers between stations. In FY 2010, the route had 4,520,308 annual passengers, and 14,958 average weekday passengers, for a total of $4,211,345 in passenger revenue. It cost $13,421,916 to operate with 26 buses at peak hours, yielding a 31% farebox recovery ratio. 136,640 (average weekday FY 2010)[80] Split into routes 4 and 16 on February 19, 2012
Became an extension of Route 57 on January 31, 1982
LUCY routes
The LUCY routes (Loop through University CitY) follow a circular route in University City. There are two lines—Green and Gold—both of which travel along the same streets, but in opposite directions. Technically, there are no terminal stops, but the schedules lists 30th Street Station as its end point although drivers take their layovers on JFK Boulevard just west of 30th Street.
The Boulevard Direct, which is part of the SEPTA DIRECT BUS brand, operates along Roosevelt Boulevard between the Frankford Transportation Center and the Neshaminy Mall. Boulevard Direct offers limited-stop service along Roosevelt Boulevard, with service operating every 10–15 minutes during most times on weekdays and every 15 minutes on weekends. The service offers improved travel times compared to traditional bus service along Route 14, with more frequent service and several bus stops located on the far side of intersections to improve performance.[82] SEPTA offers a free interchange between the Boulevard Direct and the Route 14 bus for same direction travel. The Boulevard Direct service was launched on October 22, 2017.[83] The Boulevard Direct is operated by the Comly District.[5]
SEPTA Owl Link
SEPTA Owl Link was an on-demand microtransit service that provided late night connections from City Transit routes to employers in lower Bucks County. The service connected with the Route 14 bus at Horizon Boulevard, the Route 56 bus at the Torresdale & Cottman Loop, and the Route 66 trackless trolley at the City Line Loop. Trips on SEPTA Owl Link were free with a SEPTA Key card. The SEPTA Owl Link service started on May 10, 2021, as a pilot program. The service ended on February 12, 2022.[84]
The Southeastern Pennsylvania Transportation Authority (SEPTA) is a regional public transportation authority that operates bus, rapid transit, commuter rail, light rail, and electric trolleybus services for nearly four million people throughout five counties in and around Philadelphia, Pennsylvania. It also manages projects that maintain, replace, and expand its infrastructure, facilities, and vehicles.
The Broad Street Line (BSL), currently rebranding as the B, is a rapid transit line in the SEPTA Metro network in Philadelphia, Pennsylvania, United States. The line runs primarily north-south from the Fern Rock Transportation Center in North Philadelphia through Center City Philadelphia to NRG station at Pattison Avenue in South Philadelphia; the latter station provides access to the stadiums and arenas for the city's major professional sports teams at the South Philadelphia Sports Complex, about a quarter mile away. It is named for Broad Street, under which the line runs for almost its entire length.
The Market–Frankford Line (MFL), currently rebranding as the L, is a rapid transit line in the SEPTA Metro network in Philadelphia, Pennsylvania, United States. The MFL runs from the 69th Street Transportation Center in Upper Darby, just outside of West Philadelphia, through Center City Philadelphia to the Frankford Transportation Center in Near Northeast Philadelphia. Starting in 2024, the line was rebranded as the "L" as part of the implementation of SEPTA Metro, wherein line names are simplified to a single letter.
Transportation in Philadelphia involves the various modes of transport within the city and its required infrastructure. In addition to facilitating intracity travel, Philadelphia's transportation system connects Philadelphia to towns of its metropolitan area and surrounding areas within the Northeast megalopolis.
Roosevelt Boulevard, officially named the Theodore Roosevelt Memorial Boulevard and often referred to, chiefly by local Philadelphians, simply as "Roosevelt," is a major traffic artery through North and Northeast Philadelphia. The road begins at Interstate 76 in Fairmount Park, running as a freeway also known as the Roosevelt Boulevard Extension or the Roosevelt Expressway through North Philadelphia, then transitioning into a twelve-lane boulevard that forms the spine of Northeast Philadelphia to its end at the city line.
The SEPTA subway–surface trolley lines are a collection of five SEPTA trolley lines that operate on street-level tracks in West Philadelphia and Delaware County, Pennsylvania, and also underneath Market Street in Philadelphia's Center City. The lines, Routes 10, 11, 13, 34, and 36, collectively operate on about 39.6 miles (63.7 km) of route.
Route 15, currently rebranding as the G, is a street-running light rail line in the SEPTA Metro network that runs along Girard Avenue through North and West Philadelphia, Pennsylvania. Service is operated by the City Transit Division of the Southeastern Pennsylvania Transportation Authority. As of 2024, it is the only trolley line in Philadelphia that is not part of the subway–surface trolley lines. SEPTA PCC III vehicles are used on the line.
SEPTA Route 13, also known as the Chester Avenue Line, is a trolley line operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) that connects 13th Street Station in downtown Philadelphia, Pennsylvania, with Yeadon and Darby, Pennsylvania. It is one of five lines that are part of the Subway-Surface Trolley system. Route 13 will be rebranded as the T3 as part of the transition to SEPTA Metro.
SEPTA's Subway-Surface Trolley Route 36 is a trolley line operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) that connects the 13th Street station in downtown Philadelphia, Pennsylvania, to the Eastwick Loop station in Eastwick section of Southwest Philadelphia, although limited service is available to the Elmwood Carhouse. It is the longest of the five lines that are part of the Subway-Surface Trolley system, and was even longer between 1956 and 1962 when the western terminus was at 94th Street and Eastwick Avenue. From 1962 through the 1970s, it was at 88th Street and Eastwick Avenue, making the route 16.2 miles (26.1 km) long. Since 1975, it only goes as far as what was once 80th Street at the southern edge of the Penrose Plaza shopping center parking lot. Route 36 will be rebranded as the T5 as part of the transition to SEPTA Metro.
Route 10, currently in the rebranding stage to become T1, it is one of the five routes that is part of the SEPTA subway–surface trolley lines that connects the 13th Street station in Center City Philadelphia, Pennsylvania, to the 63rd Street–Malvern Avenue station in the Overbrook section of West Philadelphia. Service is operated by the City Transit Division of the Southeastern Pennsylvania Transportation Authority. It is 11.6 mi (18.7 km) long. It is the least used subway-surface trolley line, but unlike Route 11, the most used subway-surface trolley line, it has overnight service.
Girard station is an elevated rapid transit station which is located in Philadelphia, Pennsylvania, on SEPTA's Market–Frankford Line. It is situated at the corner of Front Street and Girard Avenue in the Fishtown neighborhood.
Arrott Transportation Center is an elevated rapid transit station and bus station serving SEPTA's Market–Frankford Line and City Bus routes. It is located at the intersection of Frankford Avenue, Oxford Avenue, Arrott Street, Paul Street, and Margaret Street in the Frankford neighborhood of Northeast Philadelphia, Pennsylvania. The terminal was originally known by two separate names, Margaret–Orthodox station for the Market–Frankford Line and Arrott Bus Terminal for bus routes.
Route 23 is a former streetcar line and current bus route. It is operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) in Philadelphia, Pennsylvania, United States. The line runs between the Chestnut Hill and Center City neighborhoods via Germantown Avenue, 11th, and 12th Streets.
Route 38 is a bus and former subway–surface streetcar route operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) in Philadelphia, Pennsylvania, United States.
Route 60 is a former streetcar line and current bus route, operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) in Northwest and Northeast Philadelphia, Pennsylvania, United States. It connects to the East Falls to the Port Richmond, and runs primarily along Allegheny Avenue.
Route 75 is a trackless trolley route operated by SEPTA in North and Northeast Philadelphia, Pennsylvania, United States. It connects to the Market–Frankford Line at Arrott Transportation Center Station, and runs primarily along Wyoming Avenue. Route 75 connects to the Wyoming local line and goes to Wayne Junction in Nicetown.
Route 66 is a trackless trolley route operated by the Southeastern Pennsylvania Transportation Authority in Northeast Philadelphia, Pennsylvania, United States. It connects the Market–Frankford Line at the Frankford Transportation Center to Wissinoming, Mayfair, Holmesburg, and Torresdale along Frankford Avenue, which is US 13 and includes the historic, colonial Frankford Avenue Bridge.
Route 79 is a former trackless trolley and current bus route, operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) in South Philadelphia, Pennsylvania, United States. The line runs between the Point Breeze neighborhood and the vicinity of Pier 70 along the Delaware River. Trackless trolleys replaced buses in 1961 but were suspended in 2003, and the authority later decided against restoring trackless trolley service. Trolley cars had previously served Route 79 from 1912 until 1956.
The Philadelphia trolleybus system forms part of the public transportation network serving Philadelphia, in the state of Pennsylvania, United States. It opened on October 14, 1923, and is now the second-longest-lived trolleybus system in the world. One of only four such systems currently operating in the U.S., it presently comprises three lines and is operated by the Southeastern Pennsylvania Transportation Authority (SEPTA), with a fleet of 38 trolleybuses, or trackless trolleys as SEPTA calls them. The three surviving routes serve North and Northeast Philadelphia and connect with SEPTA's Market–Frankford rapid transit line.
Route 37 is a bus and former streetcar route operated by the Southeastern Pennsylvania Transportation Authority (SEPTA) in Philadelphia, Pennsylvania.
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