View source for SEPTA

{{Short description|Public transportation authority}}

{{redirect|Septa}}
{{Use mdy dates|date=January 2017}}
{{Infobox public transit
| box_width = 
| name = Southeastern Pennsylvania Transportation Authority (SEPTA)
| image = SEPTA text.svg
| caption = 
| alt = Angled white "S" with the word SEPTA in blue underneath. The background to the left of the "S" is blue and red on the right.
| imagesize = 100px
| area served = [[Philadelphia]] and the surrounding regions in [[Pennsylvania]], as well as limited services in [[New Castle County, Delaware]] and [[Mercer County, New Jersey]]
| locale = [[Delaware Valley]]
| transit_type = {{flat list|
* [[Commuter rail]]
* [[light rail]] [[Tram|trolleys]]
* [[rapid transit]]
* [[trolleybus]]
* [[transit bus]]
}}
| lines = 196
| stations = 290
| daily_ridership = {{American transit ridership|PA Philadelphia total daily}} ({{American transit ridership|dailydate}}){{American transit ridership|dailycitation}}
| annual_ridership = 223.5 million (2020)<ref name="Fiscal Year 2021 Operating Budget"/>
| headquarters = 1234 [[Market Street (Philadelphia)|Market Street]], [[Philadelphia]], [[Pennsylvania]], U.S.
| chief_executive = Scott Sauer (General Manager)
| key_people = Chairman<br />Pasquale T. Deon Sr.<ref name="board">{{Cite web |title=SEPTA &#124; Board Members |url=http://www.septa.org/about/board/members.html |website=www.septa.org|date=June 16, 2023 }}</ref><br />Vice Chairman<br />Thomas E. Babcock<ref name="board" />
| website = [https://www.septa.org/ septa.org]
| began_operation = {{start date|1965|11|1}}
| vehicles = 2,897 (2018)<ref name="FTA2018">{{Cite web |date=December 13, 2019 |title=Southeastern Pennsylvania Transportation Authority 2018 Agency Profile |url=https://cms7.fta.dot.gov/sites/fta.dot.gov/files/transit_agency_profile_doc/2018/30019.pdf |access-date=September 27, 2020 |publisher=[[FTA National Transit Database]] (NTD) |page=1 |archive-date=May 22, 2021 |archive-url=https://web.archive.org/web/20210522004029/https://cms7.fta.dot.gov/sites/fta.dot.gov/files/transit_agency_profile_doc/2018/30019.pdf |url-status=dead }}</ref>
| map = [[File:Philadelphia Transit and Commuter Rail System-svg.svg|alt=Rail lines converge to Center City Philadelphia in a hub-and-spoke model|frameless]] Geographically-accurate map of SEPTA and connecting rail transit services as of 2025. Includes [[SEPTA Regional Rail|Regional Rail]], rapid transit, interurban, and trolley lines.
| map_name = SEPTA system map
| map_state = <!-- show or collapsed -->
}}

'''SEPTA''', the '''Southeastern Pennsylvania Transportation Authority''', is a regional [[public transportation]] authority<ref name=":5">{{Cite web|title=SEPTA Enabling Legislation (74PaCS§&nbsp;1711) |url=https://www.legis.state.pa.us/cfdocs/legis/LI/consCheck.cfm?txtType=HTM&ttl=74&div=0&chpt=17&sctn=11&subsctn=0 |publisher=Pennsylvania Legis website}}</ref> that operates [[transit bus|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.

SEPTA is the major transit provider for Philadelphia and four surrounding counties within the Philadelphia metropolitan area, including [[Delaware County, Pennsylvania|Delaware]], [[Montgomery County, Pennsylvania|Montgomery]], [[Bucks County, Pennsylvania|Bucks]], and [[Chester County, Pennsylvania|Chester]] counties. It is a state-created authority, with the majority of its board appointed by the five counties it serves.<ref name="crisis" /> Several SEPTA commuter rail and bus services serve [[New Castle County, Delaware]] and [[Mercer County, New Jersey]], although service to Philadelphia from [[South Jersey]] is provided by the [[PATCO Speedline]], which is run by the [[Delaware River Port Authority]], a bi-state agency, and [[NJ Transit]], which operates many bus lines and a [[Atlantic City Line|commuter rail line]] to Philadelphia.

SEPTA has the [[List of United States rapid transit systems|sixth-largest U.S. rapid transit system]] in the nation by ridership, and the fifth-largest overall transit system in the nation, with about 302 million annual unlinked trips as of 2018.<ref>{{Cite web |date=2019 |title=SEPTA Operating Facts Fiscal Year 2018 |url=https://septa.org/strategic-plan/reports/2018-opfacts.pdf |website=SEPTA}}</ref> It controls 290 active stations, over {{convert|450|mi|km}} of track, 2,350 revenue vehicles, and 196 routes.<ref>{{Cite web | url=https://docs.house.gov/meetings/HM/HM07/20171128/106650/HHRG-115-HM07-Wstate-NestelT-20171128.pdf | title=Testimony of Thomas J. Nestel, III, Chief of Transit Police, Southeastern Pennsylvania Transportation Authority (SEPTA), Philadelphia, PA, before the House Committee on Homeland Security Subcommittee on Transportation and Protective Security "Securing Public Areas of Transportation Systems: Stakeholder Perspectives" | date=2017-11-28 | website=docs.house.gov}}</ref> It also oversees shared-ride services in Philadelphia and [[Americans with Disabilities Act of 1990|ADA]] services across the region, which are operated by third-party contractors, Amtrak, and NJ Transit.

SEPTA is the only U.S. transit authority that operates all five major types of terrestrial transit vehicles: [[Commuter rail|regional commuter rail trains]], [[Rapid transit|rapid transit subway and elevated trains]], [[Light rail|light rail trolleys]], [[trolleybus]]es, and [[motorbus]]es. This title was shared with [[Boston]]'s [[Massachusetts Bay Transportation Authority]], which also ran [[ferry|ferryboat]] service, until [[trolleybuses in Greater Boston]] were discontinued in 2023, leaving SEPTA as the sole remaining U.S. transit authority operating all five terrestrial transit vehicle types.<ref>{{Cite web |title=SEPTA Facts |url=http://www.septa.org/inside/facts.html |url-status=dead |archive-url=https://web.archive.org/web/20080509075051/http://www.septa.org/inside/facts.html |archive-date=May 9, 2008 |publisher=SEPTA |df=mdy-all}}</ref>

== History ==
=== Formation ===
[[File:PCC2790 Philly 1970s.jpg|thumb|The former [[SEPTA Route 6]] trolley in [[Philadelphia]], {{circa|1980}}]]
SEPTA was created by the [[Pennsylvania General Assembly]], on August 17, 1963, to coordinate government funding to various transit and railroad companies in southeastern Pennsylvania. It commenced operations on February 18, 1964.<ref>{{Cite book |last=Pawson |first=John R. |title=Delaware Valley Rails: The Railroads and Rail Transit Lines of the Philadelphia Area |publisher=John R. Pawson |year=1979 |isbn=0-9602080-0-3 |location=[[Willow Grove, Pennsylvania]] |pages=21}}</ref>

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

[[File:SEPTA logo 1970s.svg|thumb|SEPTA's logo in 1970s]]
By 1966, the [[Reading Company]] and Pennsylvania Railroad commuter railroad lines were operated under contract to SEPTA. On February 1, 1968, the Pennsylvania Railroad merged with the [[New York Central]] railroad to become [[Penn Central]]. On June 21, 1970, it filed for bankruptcy. Penn Central continued to operate in bankruptcy until 1976, when [[Conrail]] took over its assets along with those of several other bankrupt railroads, including the Reading Company. Conrail operated commuter services under contract to SEPTA until January 1, 1983, when SEPTA took over operations and acquired track, rolling stock, and other assets to form the [[SEPTA Regional Rail|Railroad Division]].

=== Subsequent expansion ===
[[File:PATCO1516LocustStation.JPG|thumb|The entrance to the [[15–16th & Locust station]] on [[Locust Street]] in [[Center City, Philadelphia|Center City Philadelphia]], which serves as both a SEPTA and [[PATCO Speedline|PATCO]] station]]
[[File:Broadstconcourse2018a1.jpg|thumb|The concourse at the [[Walnut–Locust station]] in Center City Philadelphia]]
[[File:Market-Frankford line on Kensington Avenue in Philadelphia.jpg|thumb|The above-ground [[Market–Frankford Line]] in the [[Kensington, Philadelphia|Kensington section]] of Philadelphia]]
Like [[New York City]]'s [[Second Avenue Subway]], the original proposal for the [[Roosevelt Boulevard Subway]] dates back to 1913, but construction has remained elusive. Instead, after completing the [[Market–Frankford Line]] in and around the city stagnated until the early 2000s.

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

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

On March 1, 1976, SEPTA acquired the transit operations of Schuylkill Valley Lines, known today as the [[SEPTA Suburban Division bus routes#Frontier District|Frontier Division]]. Meanwhile, SEPTA gradually began to take over the [[Pennsylvania Railroad]] and [[Reading Company]] commuter trains. SEPTA primarily sought to consolidate the formerly-competing services, leading to severe cutbacks in the mid-1980s.<ref name="mitchell">{{Cite news |last=Mitchell |first=Matthew |date=April 1992 |title=SEPTA Budget for Fiscal 1993: Continued Rail Retrenchment |work=The Delaware Valley Association of Railroad Passengers}}</ref> Subsequent proposals have since been made to restore service to [[Allentown, Pennsylvania|Allentown]], [[Bethlehem, Pennsylvania|Bethlehem]], [[West Chester, Pennsylvania|West Chester]], and [[Newtown, Bucks County, Pennsylvania|Newtown]], with support from commuters, local officials, and pro-train advocates.

SEPTA's planning department focused on the [[Schuylkill Valley Metro]], a "cross-county metro" that would re-establish service to [[Phoenixville, Pennsylvania|Phoenixville]], [[Pottstown, Pennsylvania|Pottstown]], and [[Reading, Pennsylvania|Reading]] without requiring the rider to go into Philadelphia.<ref name="PKostmayer">{{Cite news |last=Kostmayer |first=Peter |title=A Cross-county Metro Would Relieve Traffic |work=The Philadelphia Inquirer |url=http://articles.philly.com/1990-05-25/news/25888037_1_septa-area-residents-philadelphia-suburbs |archive-url=https://web.archive.org/web/20141011235226/http://articles.philly.com/1990-05-25/news/25888037_1_septa-area-residents-philadelphia-suburbs |url-status=dead |archive-date=October 11, 2014 |access-date=October 7, 2014}}</ref><ref name="NKostelnie">{{Cite news |last=Kostelnie |first=Natalie |date=March 9, 2012 |title=Dreams of rail service deferred, but not dead |publisher=Philadelphia Business Journal |url=http://www.bizjournals.com/philadelphia/print-edition/2012/03/09/Rail_service.html?page=all |access-date=October 7, 2014}}</ref> However, ridership projections were dubious, and the [[Federal Railroad Administration]] refused to fund the project.<ref>{{Cite web |last=Sofka |first=Stephen |date=16 January 2012 |title=Looking at SEPTA |url=http://philadelphia2050.blogspot.com/2012/01/looking-at-septa.html |archive-url=https://archive.today/20180116230730/http://philadelphia2050.blogspot.nl/2012/01/looking-at-septa.html |archive-date=16 January 2018 |access-date=16 January 2018 |website=Crossing the Lines: Site, Urban, Environmental, and Transportation Planning |publisher=Blogspot |quote=...the Schuylkill Valley Metro disaster basically sunk all of SEPTA's expansion plans for the past decade.}}</ref><ref>{{Cite web |last1=Mitchell |first1=M. |last2=Nigro |first2=D. |last3=Ritzler |first3=W. |title=DVARP's Criticism of SEPTA Plan Vindicated: Biehler Steps In, Demands SEPTA Rethink Schuylkill Valley Metro |url=http://www.dvarp.org/svm/press_release_20040117.html |archive-url=https://archive.today/20180116235429/http://www.dvarp.org/svm/press_release_20040117.html |archive-date=16 January 2018 |access-date=16 January 2018 |website=[[Delaware Valley Association of Rail Passengers]] |quote=...the SEPTA plan for separate tracks and such high-frequency service all the way to Reading was based on faulty estimates of cost and ridership, and had no realistic chance of winning federal funding.}}</ref>

Many derelict lines under SEPTA ownership have been converted to [[Rail trail|rail trails]], postponing any restoration proposals for the foreseeable future.<ref>{{Cite web |title=PA-TEC – Pennsylvania Transit Expansion Coalition |url=http://pa-tec.org/projects.html |website=pa-tec.org}}</ref> Proposals have also been made for increased service on existing lines, including later evenings and Sundays to [[Wilmington, Delaware|Wilmington]], [[Delaware, United States|Delaware]], and [[Newark, Delaware|Newark]]. Maryland's [[MARC Train|MARC]] commuter rail system is considering extending its service as far as {{station link|SEPTA|Newark}}, which would allow passengers to connect directly between SEPTA and MARC. Other recent proposals have also focused on extending and enhancing SEPTA's other transit services. Senator of Pennsylvania, [[Bob Casey Jr.|Bob Casey]], has supported recent proposals expanding the Broad Street Line to the [[Philadelphia Naval Shipyard]].<ref name="VZW">{{Cite news |last=Van Zuylen-Wood |first=Simon |date=November 25, 2013 |title=Could the Broad Street Line Expand to the Navy Yard? |publisher=Philly Magazine |url=http://www.phillymag.com/news/2013/11/25/broad-street-line-expand-navy-yard/ |access-date=October 7, 2014}}</ref> {{As of|December 2017}}, SEPTA had completed an [[Environmental Impact Statement]] to extend the [[Norristown High Speed Line#King of Prussia Spur|Norristown High Speed Line]] to the [[King of Prussia, Pennsylvania|King of Prussia]] area. However, the project was discontinued mid-way through.<ref>{{Cite web |title=King of Prussia Rail |url=http://kingofprussiarail.com/ |access-date=February 3, 2014}}</ref><ref>{{Cite web |last=Watts |first=Emily |title=KOP Rail Draft Environmental Impact Statement |url=http://koprail.com/deis/default.html |access-date=17 January 2018 |website=King of Prussia Rail |quote=The Draft Environmental Impact Statement (Draft EIS) for KOP Rail is released for public review in October 2017 with a comment period ending December 4, 2017.}}</ref>

In September 2021, SEPTA proposed rebranding their rail transit services, the [[Market–Frankford Line]], Broad Street Line, [[SEPTA subway–surface trolley lines|Subway–Surface trolley lines]], [[Norristown High Speed Line]], [[SEPTA Route 15|Route 15]] trolley, and the [[Media–Sharon Hill Line]]) as the "SEPTA Metro", in order to make the system easier to navigate.<ref name="Chang 2021 r268">{{cite web |last=Chang |first=David |date=September 7, 2021 |title=The SEPTA Metro? L Lines and B Lines? SEPTA Proposes New Signage and Name Changes |url=https://www.nbcphiladelphia.com/news/transportation-and-transit/l-lines-and-b-lines-septa-proposes-new-signage-and-name-changes/2950566/ |access-date=December 22, 2023 |website=NBC10 Philadelphia}}</ref><ref name="CBS News 2021 r617">{{cite web |date=September 9, 2021 |title=SEPTA Proposing Series Of Changes Aimed To Make System Easier For Riders, Including Name Change To 'Metro' |url=https://www.cbsnews.com/philadelphia/news/septa-proposing-series-of-changes-aimed-to-make-system-easier-for-riders/ |access-date=December 22, 2023 |website=CBS News}}</ref> Under this proposal, new maps, station signage, and line designations would be created. Under the proposed nomenclature, trunk lines would receive a letter and a color, with services having a numeric suffix and service name to make wayfinding easier.<ref name="Saunders 2023 t179">{{cite web |last=Saunders |first=Brian A. |date=November 14, 2023 |title=SEPTA to update transit lines with simpler, more consistent signage |url=https://www.phillyvoice.com/septa-metro-wayfinding-system-updated-signs-language-2024/ |access-date=December 22, 2023 |website=PhillyVoice}}</ref> Services on the current Market–Frankford Line, for instance, would be called "the L" and colored blue, with local service becoming the "L1 Market–Frankford Local".<ref name="Wayfinding Recommendations">{{Cite web |title=Wayfinding Recommendations |url=https://planning.septa.org/projects/wayfinding-master-plan/recommendations/ |access-date=September 7, 2021 |publisher=SEPTA |archive-date=September 7, 2021 |archive-url=https://web.archive.org/web/20210907141259/https://planning.septa.org/projects/wayfinding-master-plan/recommendations/ |url-status=dead }}</ref> SEPTA budgeted $40 million for the rebranding in June 2023.<ref name="Fitzgerald 2021 y842">{{cite web |last=Fitzgerald |first=Thomas |date=September 7, 2021 |title=SEPTA proposes renaming its city rail lines to help everyone get around |url=https://www.inquirer.com/transportation/septa-signs-directions-rail-transit-el-metro-20210907.html |access-date=December 22, 2023 |website=Philadelphia Inquirer}}</ref> SEPTA upgraded its website in late 2023 in advance of the planned rollout of SEPTA Metro in 2024.<ref name="Lutz 2023 p519">{{cite web |last=Lutz |first=Chandler |date=November 14, 2023 |title=SEPTA Metro aims to make Philadelphia's public transportation system easier to use |url=https://www.cbsnews.com/philadelphia/news/septa-metro-philadelphia-public-transportation-system/ |access-date=December 22, 2023 |website=CBS News}}</ref><ref name="6abc Philadelphia 2023 x027">{{cite web |date=December 7, 2023 |title=Philadelphia's transit agency launches revamped website ahead of transition to 'SEPTA Metro' |url=https://6abc.com/septa-website-philadelphia-real-time/14150685/ |access-date=December 22, 2023 |website=6abc Philadelphia}}</ref><ref name="Lynch 2023 b746">{{cite web |last=Lynch |first=Cherise |date=December 6, 2023 |title=SEPTA set to launch new user-friendly website |url=https://www.nbcphiladelphia.com/news/transportation-and-transit/septa-set-to-launch-new-user-friendly-website/3714705/ |access-date=December 22, 2023 |website=NBC10 Philadelphia}}</ref>

In 2024, general manager [[Leslie Richards]] resigned.<ref name=":5" />

In 2025, SEPTA announced unprecedented cuts to its services, reducing service on all bus and rail lines by 20% and eliminating 32 bus routes and shortening a further 16 routes.<ref>{{cite news |last1=Tornoe |first1=Rob |title=SEPTA cuts go into effect. Here’s what to know. |url=https://www.inquirer.com/transportation/septa-cuts-bus-schedule-routes-20250824.html |access-date=26 August 2025 |work=[[The Philadelphia Inquirer]] |date=24 August 2025 |language=en}}</ref> It would also increase transit fares to $2.90 per ride. Democratic politicians in Pennsylvania sought to avoid these cuts by passing a comprehensive funding bill, but Republican politicians in the state, who often represent rural districts, have opposed the comprehensive funding package.<ref>{{Cite news |date=2025-08-23 |title=Philadelphia transit hits ‘death spiral.’ More cities could follow. |url=https://www.washingtonpost.com/transportation/2025/08/23/philadelphia-transit-cuts/ |work=The Washington Post |language=en-US |issn=0190-8286}}</ref> Republicans proposed instead to shift money from the state's Public Transportation Trust Fund towards SEPTA, which Democrats described as an unserious proposal that robbed earmarked funding from transit projects.<ref>{{Cite web |date=2025-08-12 |title=SEPTA cuts loom as Democrats call GOP transit pitch unserious |url=https://www.spotlightpa.org/news/2025/08/public-transit-pennsylvania-budget-senate-pittman-shapiro-capitol/ |website=Spotlight PA |language=en-us}}</ref> On September 4th, a court order halted any further service cuts while restoring already cut services, The judge allowed the fare increases to go forward on September 14th.<ref>{{Cite web |last=Chang |first=David |last2=Mitman |first2=Hayden |last3=Zheng • • |first3=Lili |date=2025-09-04 |title=SEPTA aims to restore services, increase fares on Sept. 14 after judge's order |url=https://www.nbcphiladelphia.com/news/local/septa-service-cuts-halted-fare-hikes-continue-philadelphia-judge-order/4264170/ |access-date=2025-09-06 |website=NBC10 Philadelphia |language=en-US}}</ref>

== Governance ==
At its founding in 1968, the board had 11 members. In 1991 the state legislature added four additional members, giving themselves more influence on the board.<ref>{{Cite web |  title=SEPTA takeover 'reach' | publisher=Metro - Philadelphia (PA) | date=April 12, 2007 | website=NewsBank: Access World News – Historical and Current | url=https://infoweb.newsbank.com/apps/news/document-view?p=WORLDNEWS&docref=news/1187AF1AA00A3988 | url-access=subscription}}</ref>

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

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

The members of the SEPTA Board {{As of|2023|3|lc=on}} are:<ref>{{Cite web |title=Board Members |url=http://www.septa.org/about/board/members.html |access-date=February 23, 2020 |publisher=SEPTA}}</ref>
{|class=wikitable
!Name
!Appointed by
|-
|Michael A. Carroll
|rowspan=2|[[City of Philadelphia]]
|-
|Richard R. Harris, Esquire
|-
|Kenneth Lawrence Jr. (Chairman)
|rowspan=2|[[Montgomery County, Pennsylvania|Montgomery County]]
|-
|Robert D. Fox
|-
|Robert J. Harvie, Jr.
|rowspan=2|[[Bucks County, Pennsylvania|Bucks County]]
|-
|[[John F. Cordisco]]
|-
|Kevin L. Johnson
|rowspan=2|[[Chester County, Pennsylvania|Chester County]]
|-
|Marian D. Moskowitz (Vice chair)
|-
|Daniel R. Muroff, Esq.
|rowspan=2|[[Delaware County, Pennsylvania|Delaware County]]
|-
|Mark H. Dambly
|-
|Scott C. Freda
|[[Pennsylvania Governor]]
|-
|[[Thomas J. Ellis]]
|[[Pennsylvania State Senate|Senate Majority Leader]]
|-
|William J. Leonard
|[[Pennsylvania State Senate|Senate Minority Leader]]
|-
|Esteban Vera Jr.
|[[Pennsylvania House of Representatives|House Majority Leader]]
|-
|[[Martina White]]
|[[Pennsylvania House of Representatives|House Minority Leader]]
|}

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

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

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

== Ridership ==
{{right|
{{center|'''SEPTA Ridership''' (millions of unlinked trips)<ref name="Fiscal Year 2024 Passenger Revenue & Ridership"/>}}
{{ #invoke:Chart | bar chart
| height = 270
| width = 400
| group 1 =321.0:334.0:339.3:337.3:330.2:330.1:326.1:308.3:302.7:292.9:223.5:105.8:146.9:174.0:198.3
| colors = RoyalBlue
| group names = 
| x legends =FY2010:::::FY2015:::::FY2020::::FY2024
}}
}}{{Update section|date=June 2025|reason=Needs new data (2022–2024)}}
In FY2024, annual ridership was 198.3 million individual rides. 11.1 million were rides on SEPTA's suburban network, 13.7 million were rides on SEPTA's "regional rail" network, and 122.1 million were rides on SEPTA's "city transit" network.<ref name=":6">{{Cite web |last=Southeastern Pennsylvania Transportation Authority Financial Operations |title=June & Fiscal Year-End 2024 Passenger Revenue & Ridership |url=https://wwww.septa.org/wp-content/uploads/2024/07/june-and-fiscal-year-end-revenue-and-ridership-report-2024.pdf |website=SEPTA.org}}</ref>

Ridership had decreased 13% from 2014 to 2019 due to many factors. Some explanations mentioned by SEPTA for this decrease are "increased competition, structural changes in ridership patterns, and moderate gas prices." The 24% decrease in ridership from 2019 to 2020 was mostly attributable to the impact of government-implemented lock-downs in response to the [[COVID-19 pandemic in Pennsylvania|COVID-19 pandemic]] that began in mid-March 2020.<ref name="Fiscal Year 2021 Operating Budget">{{Cite web |date=August 2020 |title=Fiscal Year 2021 Operating Budget |url=https://planning.septa.org/wp-content/uploads/2021/02/Operating-Budget-FY2021.pdf |access-date=August 3, 2021}}</ref>

As of the end of FY2024, both SEPTA's transit and regional rail operations continue to grow back to pre-COVID ridership volumes. June 2024 saw ridership of regional rail at 66% and transit at 75%, combined for a systemwide recovery rate of 74% of pre-COVID ridership. For transit separated by mode, bus routes had the highest recovery rate of 84%; trackless trolleys were lowest at 62%; light rail and heavy rail were at 63% and 66%, respectively.<ref name=":6" />

== Routes ==
SEPTA's public services consist of three main networks: metro, bus operations, and regional rail.<ref name=":3">{{Cite web |title=Unification and Reorganization {{!}} SEPTA |url=https://wwww.septa.org/metro/unification-reorganization/ |access-date=2024-04-03 |website=Southeastern Pennsylvania Transportation Authority |language=en-US}}</ref>

=== Metro ===
{{Main|SEPTA Metro}}

SEPTA's [[urban rail transit]] services, including [[rapid transit]], [[Tram|trolley]], and [[interurban]] services, are organized as SEPTA Metro.<ref name=":3" /><ref>{{Cite web |last=Fitzgerald |first=Thomas |date=2024-02-14 |title=SEPTA's first signs of 'Metro' rebranding have arrived |url=https://www.inquirer.com/transportation/drexel-station-30th-street-septa-signs-metro-20240214.html |access-date=2024-04-03 |website=[[Philadelphia Inquirer]] |language=en}}</ref> SEPTA has the largest trolley system in the United States.<ref>{{Cite web |date=2018-01-11 |title=SEPTA's billion-dollar plan for new trolleys takes a step forward |url=https://www.inquirer.com/philly/business/transportation/septa-billion-dollar-plan-to-upgrade-trolleys-make-ada-compliant-20180111.html |access-date=2020-12-19 |website=Philadelphia Inquirer}}</ref>

{{SEPTA Metro services}}

===Buses===
{{Main|SEPTA City Transit Division surface routes|SEPTA Suburban Division bus routes}}

SEPTA lists 115 bus routes, not including about two dozen school trips, with most routes in the City of Philadelphia proper. SEPTA generally employs lettered, one-digit, and two-digit route numbering for its City Division routes; 90-series and 100-series routes for its Suburban Division routes; 200-series routes for its Regional Rail connector routes; 300-series routes for other specialized or third-party contract routes; and 400-series routes for limited-service buses to schools within Philadelphia.

==== Trolleybuses ====
{{Main|Trolleybuses in Philadelphia}}

[[Trolleybus]]es, or trackless trolleys as they are called by SEPTA, operate on routes [[SEPTA Route 59|59]], [[SEPTA Route 66|66]], and [[SEPTA Route 75|75]]. Service resumed in spring 2008 after a nearly five-year suspension.<ref name="approvesbudget">{{Cite news |last=Nussbaum |first=Paul |date=May 29, 2009 |title=SEPTA approves $1.13 billion budget |at=section B, p. 03 |work=[[The Philadelphia Inquirer]] |url=http://www.allbusiness.com/government/government-bodies-offices-regional/12485539-1.html |url-status=dead |access-date=October 12, 2010 |archive-url=https://web.archive.org/web/20110707114231/http://www.allbusiness.com/government/government-bodies-offices-regional/12485539-1.html |archive-date=July 7, 2011 |quote=SEPTA returned 38 trackless trolleys last year to routes in Northeast Philadelphia, five years after the board voted to suspend all trackless trolley service for one year. |df=mdy-all}}</ref> Until June 2002, five SEPTA routes were operated with trackless trolleys, using [[AM General]] vehicles built in 1978–79. Routes [[SEPTA Route 29|29]], [[SEPTA Route 59|59]], [[SEPTA Route 66|66]], [[SEPTA Route 75|75]] and [[SEPTA Route 79|79]] used trackless trolleys, but were converted to diesel buses for an indefinite period starting in 2002 (routes 59, 66, 75) and 2003 (routes 29, 79).

The aging AM General trackless trolleys were retired and in February 2006, SEPTA placed an order for 38 new low-floor trackless trolleys from [[New Flyer Industries]], enough for routes 59, 66 and 75, and the pilot trackless trolley arrived for testing in June 2007.<ref>{{Cite journal |date=September–October 2007 |title=Trolleynews |journal=Trolleybus Magazine |location=UK |publisher=National Trolleybus Association |issue=275 |page=119 |issn=0266-7452}}</ref> The vehicles were delivered between February and August 2008. Trackless trolley service resumed on Routes 66 and 75 on April 14, 2008, and on Route 59 the following day, but was initially limited to just one or two vehicles on each route, as new trolley buses gradually replaced the motorbuses serving the routes over a period of several weeks.<ref name="tm280">{{Cite journal |date=July–August 2008 |title=Trolleynews |journal=Trolleybus Magazine |issue=280 |page=95}}</ref>

The SEPTA board voted in October 2006 not to order additional vehicles for Routes 29 and 79, and those routes permanently became non-electric.<ref name="approvesbudget" /><ref>{{Cite journal |date=January–February 2007 |editor-last=Haseldine |editor-first=Peter |title=Trolleynews |url=http://www.trolleybus.co.uk/nta/issue271.pdf |url-status=dead |journal=Trolleybus Magazine |volume=43 |issue=271 |page=23 |issn=0266-7452 |archive-url=https://web.archive.org/web/20110716090451/http://www.trolleybus.co.uk/nta/issue271.pdf |archive-date=July 16, 2011 |access-date=October 12, 2010 |quote=As a result, the 'indefinite suspension' of trolleybus operation of routes 29 and 79 is now a permanent closure, ... |place=UK |df=mdy-all}}</ref>

=== Regional rail ===
{{Main|SEPTA Regional Rail}}
On January 1, 1983, SEPTA took over the commuter rail services formerly operated by Conrail under contract and reorganized them as Regional Rail. This division operates 13 lines serving more than 150 stations covering most of the five-county southeastern Pennsylvania region. It also runs trains to [[Wilmington, Delaware|Wilmington]] and [[Newark, Delaware|Newark]] in [[Delaware]] and [[Trenton, New Jersey|Trenton]] and [[West Trenton, New Jersey|West Trenton]] in [[New Jersey]]. Daily ridership on the regional rail network averaged 58,713 in 2023, with the [[Lansdale/Doylestown Line|Lansdale/Doylestown]], [[Paoli/Thorndale Line|Paoli/Thorndale]], and [[Trenton Line|Trenton]] lines each receiving over 7,000 riders per day.<ref name=":4">{{Cite web |title=Route Operating Statistics: 2023 |url=https://public.tableau.com/app/profile/septa.data.group/viz/shared/D9P89XMFT |access-date=2024-04-03 |website=Tableau Public |publisher=SEPTA |via=[[Tableau Software]]}}</ref>

Most of the cars used on the lines were built between 1976 and 2013. After building delays, the first [[Silverliner V]] cars were introduced into service on October 29, 2010. These cars represent the first new electric multiple units purchased for the Regional Rail system since the completion of the Silverliner IV order in 1976 and the first such purchase to be made by SEPTA.<ref>{{Cite web |title=Silverliner V Train Makes Debut |url=http://www.septa.org/media/releases/2010/10-29.html |access-date=June 19, 2011 |publisher=SEPTA.org}}</ref> As of March 19, 2013, all Silverliner V cars are in service and make up almost one-third of the current 400 car Regional Rail fleet, which are replacing the older, aging fleet.<ref>{{Cite web |title=Silverliner V Service Schedule |url=http://www.septa.org/service/rail/silverliner.html |access-date=June 19, 2011 |publisher=SEPTA.org}}</ref>

In July 2016, a serious structural flaw, including cracks in a weight-bearing beam on a train car's undercarriage, was discovered during an emergency inspection to exist in more than 95% of the 120 Silverliner V cars in the SEPTA regional rail fleet. SEPTA announced that it would take "the rest of the summer" to repair and would reduce the system's capacity by as much as 50%. In addition to regular commuter rail service, the loss of system capacity was also expected to cause transportation issues for the Democratic National Convention being held in Philadelphia on the week of July 25, 2016.<ref>Bohnel, Steve [http://www.philly.com/philly/news/20160705_SEPTA_urges_rail_riders_to_look_into_work-week_alternatives.html SEPTA urges rail riders to look into work-week alternatives] The Philadelphia ''Inquirer'', July 4, 2016</ref>

== Operational divisions ==
SEPTA has three major operating divisions: City Transit, Suburban, and Regional Rail. These divisions reflect the different transit and railroad operations that SEPTA has assumed. SEPTA also offers Access (formerly CCT Connect) [[paratransit]] service.

=== City Transit Division ===
{{see also|SEPTA City Transit Division surface routes}}
[[File:4500 Baltimore Avenue.jpg|thumb|SEPTA's [[SEPTA Route 34|Route 34]] trolley in the 4500 block of [[Baltimore Pike]]|alt=A white single-car trolley in street running. On-street parking combined with double track on a two-lane street leaves limited room for automobile maneuverability.]]
The City Transit Division operates routes mostly within [[Philadelphia]], including [[SEPTA City Transit Division surface routes|buses]], [[SEPTA Subway–Surface Trolley Lines|subway–surface trolleys]], one [[SEPTA Route 15|surface trolley line]], the [[Market–Frankford Line]], and the [[Broad Street Line]]. [[SEPTA City Transit Division surface routes]] include bus and trackless trolley lines. Some city division routes extend into Delaware, Montgomery, and Bucks counties. This division is the descendant of the [[Philadelphia Transportation Company]]. Aside from the two heavy rail lines, the City Transit Division has eight operating depots in this division: five of these depots only operate buses, one is a mixed bus/trackless trolley depot, one is a mixed bus/streetcar depot and one is a streetcar-only facility.

=== Suburban Division ===
{{Main|SEPTA Suburban Division bus routes}}

==== Victory District ====
[[File:SEPTA N-5.jpg|thumb|SEPTA's [[Norristown High Speed Line]] at the [[Gulph Mills station]] in [[Gulph Mills, Pennsylvania|Gulph Mills]]]]
The Victory District operates suburban [[SEPTA Suburban Division bus routes|bus]] and trolley or rail routes that are based at [[69th Street Transportation Center]] in [[Upper Darby]] in [[Delaware County, Pennsylvania|Delaware County]]. Its rail routes comprise the [[Norristown High Speed Line]] (Route 100) that runs from 69th Street Transportation Center to [[Norristown Transportation Center]] and the [[Media–Sharon Hill Line]] (Routes 101 and 102). This district is the descendant of the Philadelphia Suburban Transportation Company, also known as the Red Arrow Lines. Some residents of the Victory District operating area still refer to this district as the "Red Arrow Division".{{citation needed|date=August 2024}}

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

==== Suburban contract operations ====
[[Krapf Group|Krapf Transit]] operated one bus line under contract to SEPTA in Chester County: Route 204 between Paoli Regional Rail Station and Eagleview. In 2025, SEPTA took over operation of this route. This route was operated from Krapf's own garage, located in [[West Chester, Pennsylvania]]. Krapf has operated six other bus routes for SEPTA in the past. Route 202 (West Chester to Wilmington), Route 205 (Paoli Train Station to Chesterbrook), Route 207 (The Whiteland WHIRL), Route 208 (Strafford Train Station to Chesterbrook), Route 306 (Great Valley to Brandywine Towne Center) and Route 314 (West Chester to Goshen Corporate Park) are no longer operating.

SEPTA contracted bus operations before in Chester County. SEPTA and Reeder's Inc. joined forces in 1977 to operate three bus routes out of West Chester. These routes were Route 120 (West Chester to Coatesville), Route 121 (West Chester to Paoli), and Route 122 (West Chester to Oxford). Bus service between West Chester and Coatesville was a replacement for the previous trolley service operated by West Chester Traction. SEPTA replaced two of the routes with their own bus service. Route 122 service was replaced by SEPTA's Route 91 in July 1982, after only one year of service. Route 91 was eliminated due to lack of ridership.

Route 121 was replaced by SEPTA's Route 92 in October 1982. This service continues to operate today. Since ridership on the Route 120 was strong it continued to operate under the operations of Reeder's Inc. even after SEPTA pulled the funding source. Krapf purchased the Reeder's operation in 1992 and designated the remaining (West Chester to Coatesville) bus route as Krapf Transit "Route A". Route 205 (Paoli Station to Chesterbrook) was formerly operated by Krapf until late 2019, when it was merged into SEPTA's own Route 206 (Paoli Station to Great Valley).

{{anchor|Regional_Rail_division}}

=== Railroad Division ===
{{Main|SEPTA Regional Rail}}
[[File:SEPTA GE Silverliner IV 308.jpg|thumb|A SEPTA Silverliner IV at [[Fern Rock Transportation Center]] in the [[Fern Rock, Philadelphia|Fern Rock section]] of [[Philadelphia]]]]
The Railroad Division<ref>[http://www.regulations.gov/contentStreamer?objectId=0900006480e7263a&disposition=attachment&contentType=pdf 2008 SEPTA Railroad Division employee timetable] {{webarchive|url= https://web.archive.org/web/20111209002149/http://www.regulations.gov/contentStreamer?objectId=0900006480e7263a&disposition=attachment&contentType=pdf |date=December 9, 2011}} Accessed August 16, 2011</ref> operates 13 commuter railroad routes that begin in [[Center City, Philadelphia|Center City Philadelphia]] and radiate outwards, terminating in intra-city, suburban and out-of-state locations.

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

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

The out-of-state terminals offer connections with other transit agencies. The Trenton Line offers connections in [[Trenton, New Jersey]] to [[New Jersey Transit|NJ Transit (NJT)]] or [[Amtrak]] for travel to [[New York City]]. Plans exist to restore NJT service to [[West Trenton, New Jersey]], thus offering a future alternate to New York via the West Trenton Line and NJT. Another plan offers a connection for travel to [[Baltimore]] and [[Washington, D.C.]] via MARC, involving extensions of the SEPTA Wilmington/Newark Line from Newark, Delaware, an extension of MARC's Penn service from [[Perryville, Maryland]], or both.

=== The SEPTA Access ===
[[File:SEPTA CCT Connect bus 6248 in Hatboro PA.jpeg|thumb|A SEPTA CCT Connect paratransit bus in [[Hatboro, Pennsylvania|Hatboro]]]]
The SEPTA Access (formerly CCT Connect) is a [[paratransit]] service from SEPTA that offers a Shared-Ride Program for senior citizens and ADA Paratransit Service for people with disabilities.<ref name="cct">{{Cite web |title=CCT Connect |url=http://www.septa.org/service/cct/ |access-date=April 4, 2018 |publisher=SEPTA}}</ref> The Shared-Ride Program provides a door-to-door ridesharing service through advance reservations for senior citizens age 65 or older in the city of Philadelphia for travel within the city and to points within {{convert|3|mi|km}} of the city's borders.<ref name="cct" /><ref>{{Cite web |title=CCT Connect – Senior Shared-Ride Program |url=http://www.septa.org/service/cct/pdf/SRP-Brochure-rev-113015.pdf |access-date=April 4, 2018 |publisher=SEPTA}}</ref>

The ADA Paratransit Service provides door-to-door service through advance reservations for people with disabilities in accordance with the [[Americans with Disabilities Act]] (ADA), allowing for travel across the SEPTA service area within {{convert|3/4|mi|km}} of fixed-route transit service when such service operates.<ref name="cct" /><ref>{{Cite web |title=CCT Connect – ADA Paratransit Program |url=http://www.septa.org/service/cct/pdf/ADA-Brochure.pdf |access-date=April 4, 2018 |publisher=SEPTA}}</ref> SEPTA Access is operated by third-party contractors for SEPTA. The name was changed from CCT Connect to SEPTA Access on July 1, 2024 although vehicles will retain the former branding until further notice.<ref>{{Cite web|url=https://www.septa.org/|title=Southeastern Pennsylvania Transportation Authority &#124; Serving Bucks, Chester, Delaware, Montgomery, and Philadelphia counties|website=www.septa.org}}</ref>

Easton Coach, [[First Transit]], [[MV Transportation]], and Total Transit Corp. operate SEPTA Access service in [[Philadelphia County, Pennsylvania|Philadelphia County]]; Easton Coach operates SEPTA Access service in [[Bucks County, Pennsylvania|Bucks County]]; [[Krapf Group|Krapf Transit]] operates SEPTA Access service in [[Chester County, Pennsylvania|Chester County]]; Community Transit of Delaware County operates SEPTA Access service in [[Delaware County, Pennsylvania|Delaware County]]; and First Transit operates SEPTA Access service in [[Montgomery County, Pennsylvania|Montgomery County]].<ref>{{Cite report |url=https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/regulations-and-guidance/civil-rights-ada/118291/septa-final-ada-paratransit-report-2018.pdf |title=Southeastern Pennsylvania Transportation Authority ADA Paratransit Compliance Review Final Report |date=September 2018 |publisher=Federal Transit Administration |page=10 |access-date=December 19, 2018}}</ref>

== Financing ==
SEPTA is not a non-profit and was created by the PA General Assembly.  As an example, SEPTA does not file a form 990 with the IRS, as it is a state created authority.<ref name="Philadelphia Inquirer Article">{{Cite web |date=June 2014 |title="One of Philly's worst tax deadbeats, SEPTA, to have $22M bill wiped from books" |url=https://www.inquirer.com/philly/business/transportation/One_of_Phillys_worst_tax_deadbeats_SEPTA_to_have_22M_bill_wiped_from_books.html |access-date=August 3, 2021}}</ref> SEPTA gets income from passenger fares, investments, and multiple government agencies to cover operating costs.<ref name="Fiscal Year 2021 Operating Budget"/>

=== Operating costs ===
SEPTA had $1,530,984,000 in total operating expenses for the fiscal year of 2021. $1,088,773,000 (71.1%) of those expenses are considered "Labor and Fringe Benefits". $331,432,000 (21.6%) of those expenses are "Material and Services" costs. $27,313,000 (1.8%) are due to "Propulsion Power" costs. $26,026,000 (1.7%) are due to "Fuel" costs. $24,711,000 (1.6%) are for "Injury and Damage Claims". $23,875,000 (1.6%) are due to "Depreciation/Contributed Capital" costs. The last $8,854,000 (.5%) in costs are due to "Vehicle and Facility Rentals".<ref name="Fiscal Year 2021 Operating Budget"/>

=== Operating revenue ===
To cover 35% of their operating costs, SEPTA receives $541,768,000 in operating revenue, which includes: $480,574,000 (88.7%) from passenger revenue, $16,250,000 (3%) from SEPTA's "Shared Ride Program", $42,188,000 (7.8%) from "Other Income", and $2,756,000 (.5%) from "Investment Income".<ref name="Fiscal Year 2021 Operating Budget"/>

=== Government funding ===
To make up for the $989,200,000 gap in operating expenses for FY2021, SEPTA receives 65% of its FY2021 income from federal, state, and local government funding. SEPTA receives this financial support in the form of direct funding, grants, income from a Pennsylvanian sales tax, proceeds from state bond programs, and lease funding.<ref name="Fiscal Year 2021 Operating Budget" />

$779,842,000 (78.8%) of SEPTA's funding short-fall is covered by a combination of state government funding. $111,986,000 (11.3%) of SEPTA's funding short-fall is covered by local government programs. $93,028,000 (9.4%) of SEPTA's funding short-fall is covered by the Federal government. $4,360,000 (.5%) of the gap is covered by "Other" means.<ref name="Fiscal Year 2021 Operating Budget" />

As of June 2022, SEPTA no longer receives $180,000,000 annually from the [[Pennsylvania Turnpike Commission]] as a result of Act 89, signed into law in 2013. Under Act 89, this funding became $50,000,000 for the 2023 fiscal year, and will eventually become nothing.<ref name="PTC Subsidy Loss">{{Cite web |last=Fitzgerald |first=Thomas |date=July 12, 2021 |title=Will Harrisburg Republicans save SEPTA and other transit agencies in time? |url=https://www.inquirer.com/transportation/pa-transit-funding-septa-repair-backlog-legislature-harrisburg-philadelphia-20210712.html |access-date=6 March 2022 |website=Philadelphia Inquirer |publisher=The Lenfest Institute}}</ref>

As of April 2025, SEPTA may need to cut many routes if the [[Pennsylvania State Senate]] does not vote to give SEPTA a higher budget for 2026.<ref>{{Cite web |last1=Strickland |first1=Raymond |last2=Brandt |first2=Joe |date=2025-04-11 |title=Rally calls on Pennsylvania government to fully fund SEPTA after service cuts, fare increases announced|url=https://www.cbsnews.com/philadelphia/news/septa-service-cuts-funding-changes-pennsylvania-budget/ |access-date=2025-04-13 |website=www.cbsnews.com |language=en-US}}</ref>

On June 26, 2025, the SEPTA board voted to cut service and raise fares amid budget deficiencies. This means starting Sept. 1, the new fare for bus, metro and ParaTransit rides would be $2.90—tying SEPTA with New York City [[Metropolitan Transportation Authority|MTA]]'s for the highest fare in the country. This would also eliminate 50 bus routes, cut five Regional Rail lines, reduce all remaining service by 20%, add a 9 p.m. curfew on metro and Regional Rail service, cancel special service (such as sports express trains), close 66 stations, and raise fares by 21.5%.<ref>{{Cite web |last=Fay |first=Laura |last2=Strickland |first2=Raymond |last3=Staff |first3=CBS News Philadelphia |date=2025-06-26 |title=SEPTA board votes to cut service, raise fares amid massive budget deficit - CBS Philadelphia |url=https://www.cbsnews.com/philadelphia/news/septa-board-votes-cut-service-raise-fares/ |access-date=2025-06-26 |website=www.cbsnews.com |language=en-US}}</ref> On August 13, with the Pennsylvania state government continuing to negotiate over the future of the system's funding, Sauer said at a meeting of the [[Pennsylvania House of Representatives]] Rules Committee that the first round of service cuts would go ahead as scheduled. Sauer said SEPTA had needed clarity on funding by the 14th in order to pause the implementation of the cuts, which failed to materialize.<ref>{{Cite web |last=Fitzgerald | first=Thomas| date=2025-08-13 |title=SEPTA board votes to cut service, raise fares amid massive budget deficit - CBS Philadelphia |url=https://www.inquirer.com/transportation/septa-service-cuts-pa-state-budget-senate-funding-20250813.html |access-date=2025-08-14 |website=www.inquirer.com |language=en-US}}</ref>

== Fares ==
Rides on SEPTA's transit services (buses, rapid transit, trolleys, and trackless trolleys) cost $2.90. This must be paid in exact change when using cash. Electronic payment methods allow transfers from one SEPTA transit service to another. This includes two free transfers. A number of interchanges between rapid transit lines can be used for free, without a transfer. Electronic payment methods previously offered rides for $2, but this was raised to match the cash base rate ($2.50) on December 1, 2024.<ref name="auto">{{Cite web |title=What to know about SEPTA's fare increase |url=https://whyy.org/articles/what-to-know-septa-subway-trolleys-buses-fare-increase/ |access-date=2024-12-05 |website=WHYY |language=en-US}}</ref> Then eventually to $2.90 on September 14, 2025 <ref name=":0">{{Cite web |title=Fare Increase Effective September 1 – Southeastern Pennsylvania Transportation Authority |url=https://wwww.septa.org/news/fare-increase-090125/ |access-date=2025-11-20 |website=wwww.septa.org}}</ref>

Fares on Regional Rail are based on fare zones reflecting the station's distance from Center City Philadelphia. Fares are higher on weekdays and lower during weekends and major holidays when paying with a SEPTA Key Card or a Quick Trip. Fares paid on board the train to the conductor are the same prices at all times. Until December 1, 2024, weekday evening fares were the same as weekend/holiday fares. SEPTA also offers intermediate fares for trips on Regional Rail that do not go through Center City Philadelphia and "via Center City Philadelphia" fares that can be used between two outlying stations that require travel through Center City Philadelphia.<ref>{{Cite web |title=Tickets |url=http://www.septa.org/fares/ticket/index.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref> These fares were raised to present levels on September 14, 2025.<ref name=":0" />

Fares for the SEPTA Access (formerly CCT Connect) cost $5.75.<ref>{{Cite web |title=Fare Information – Southeastern Pennsylvania Transportation Authority |url=https://wwww.septa.org/fares/ |access-date=2025-11-20 |website=wwww.septa.org}}</ref>

=== Passes ===
Several types of passes are available that allow a certain number of trips on transit and/or Regional Rail for a specified amount of time. These passes are only available on a SEPTA Key card. Paper passes have been discontinued.

The TransPass costs $31 weekly and $116 monthly and can be used for all transit rides within the time period. The TransPass is valid on Regional Rail for riders traveling between Zone 1 and Center City stations or the Airport Line. The TransPass can be used anywhere on Regional Rail on weekends and major holidays.<ref>{{Cite web |title=TransPass |url=http://www.septa.org/fares/pass/transpass.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref>

The TrailPass is available either weekly or monthly and can be used on Regional Rail up to the zone printed on the pass along with all transit rides within the time period. Prices for the TrailPass are based on fare zones reflecting distance from Center City Philadelphia. TrailPasses have anywhere privileges on weekends and major holidays.<ref>{{Cite web |title=TrailPass |url=http://www.septa.org/fares/pass/trailpass.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref>

The Cross County Pass costs $38.50 weekly and $143.75 monthly and can be used for all transit rides and all Regional Rail trips outside [[Center City, Philadelphia|Center City Philadelphia]] within the time period. The pass can be used with a payment of an additional Zone 1 fare for travel into Center City Philadelphia. Cross County Passes have anywhere privileges on weekends and holidays.<ref>{{Cite web |title=Cross County Pass |url=http://www.septa.org/fares/pass/cross.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref>

The One-Day Anywhere FleX Pass (formerly called the One-Day Independence Pass) can be used for up to 10 trips in one day on transit and Regional Rail services, with an individual pass $16.25 and a three-pass bundle $43.75. An additional charge of $5 per individual pass must be paid for Regional Rail travel in New Jersey.<ref>{{Cite web |title=One-Day Individual & Family Independence Pass |url=http://www.septa.org/fares/pass/independence.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref>

The One-Day Neighborhood FleX Pass can be used on transit and Regional Rail, between Zone 2 and Center City Stations for 10 trips costing $12.50 for one day and $33.75 for a three-pass bundle. Additional surcharge applies to riders using the Neighborhood FleX Pass beyond Zone 2 stations on Regional Rail.<ref>{{Cite web |title=Fare Products |url=https://www.septakey.org/info/fare-products |access-date=August 8, 2023 |publisher=SEPTA}}</ref>

The One-Day Convenience Pass allows for 8 rides on transit services in one day for $7.50, while the Three-Day Convenience Pass allows for 24 rides on transit services in a 72-hour period for $19. The pass is not valid on Regional Rail.<ref>{{Cite web |title=One Day Convenience Pass |url=http://www.septa.org/fares/pass/convenience.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref>

SEPTA offers the SEPTA Key University Pass to college students at [[University of Pennsylvania]], [[Temple University]], [[Drexel University]], [[University of the Arts (Philadelphia)|University of the Arts]], and [[Saint Joseph's University]].<ref>{{Cite web |title=University Pass for College Students |url=http://www.septa.org/fares/discount/college.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref> These passes can be monthly or semester-based, and allow 960 rides over the course of the semester; fares are discounted by approximately 10 percent.

=== Reduced fares ===
SEPTA allows senior citizens to apply for Senior Fare Cards.<ref>{{Cite web |title=SEPTA Senior Fare Card |url=https://www5.septa.org/travel/fares/senior-fare-card/ |access-date=2023-09-19 |website=Southeastern Pennsylvania Transportation Authority |language=en-US}}</ref> This allows them to ride transit services and Regional Rail trains in Pennsylvania for free with identification; fares on Regional Rail trains operating to Delaware or New Jersey are half the weekday fare. Disabled persons may apply for a Reduced Fare Card.<ref>{{Cite web |title=Reduced Fare Program |url=https://www5.septa.org/travel/cct/reduced-fare-program/ |access-date=2023-09-19 |website=Southeastern Pennsylvania Transportation Authority |language=en-US}}</ref> This allows them to ride transit services for half price and Regional Rail trains for half the weekday fare with identification.

SEPTA allows all children under the age of 12 to ride for free with a fare-paying adult. Children riding alone must pay regular fares.<ref>{{Cite web |title=Children's Fares |url=http://www.septa.org/fares/discount/children.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref> SEPTA offers special fares for students in K–12 schools who ride SEPTA to get to school. The SEPTA Key Student Fare Card program provides students with a SEPTA Key card that can be used for up to 8 trips per school day, between 5:30 AM and 8:00 PM. Cards can be upgraded to be used on Regional Rail.<ref>{{Cite web |title=Kindergarten through 12th Grade Students |url=http://www.septa.org/fares/discount/students.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref>

SEPTA is currently partnering with the City of Philadelphia on running Zero Fare, a 2-year pilot program that will allow residents who live near or below the [[Poverty threshold]] to ride all services for free.<ref>{{Cite web |title=Zero Fare {{!}} Programs and initiatives |url=https://www.phila.gov/programs/zero-fare/ |access-date=2023-09-19 |website=City of Philadelphia |language=en-US}}</ref> Riders cannot apply on their own. 90% of them will be selected randomly based on age and income, and the remaining 10% will be enrolled through a number of community organizations. SEPTA reported positive results at the end of the first year of the program, during which 24,000 Zero Fare Key Cards were distributed.<ref>{{Cite web |last=Lynch |first=Cherise |date=2024-10-18 |title=Philadelphia plans to give out free SEPTA fare cards to 20,000 residents in need |url=https://www.nbcphiladelphia.com/news/transportation-and-transit/philadelphia-zero-fare-program-second-year-free-septa-key-card/4003324/ |access-date=2024-10-19 |website=NBC10 Philadelphia |language=en-US}}</ref> During the second year, SEPTA plans to distribute a further 20,000 cards by June 30, 2025.

== Payment methods ==
[[File:SEPTA Key Fare Kiosk King of Prussia.jpg|thumb|The SEPTA key fare kiosk at the [[King of Prussia Transit Center]] in [[King of Prussia, Pennsylvania|King of Prussia]]]]
SEPTA stations and vehicles are equipped with turnstiles, scanners, and fare boxes that accept various types of payment methods depending on the mode of transit: SEPTA Key, Key Tix (transit only), Quick Trips (transit station turnstiles, from Center City Regional Rail Stations, and the Airport Line), cash (buses, trolleys, and trolleybuses only), and NFC. Fares on Regional Rail can be paid to a conductor onboard the train using cash or a credit card; these fares are more expensive than those purchased using a SEPTA Key card.

SEPTA stations have Fare Kiosks that can be used to purchase Key cards and Quick Trips, and also replenish the Travel Wallet.

=== SEPTA Key ===
{{See also|SEPTA Key}}
The [[SEPTA Key]] card is a [[smart card]] that can be used on SEPTA's transit services and Regional Rail.<ref>{{Cite web |title=SEPTA Key Program |url=http://www.septa.org/fares/pass/key.html |access-date=October 23, 2017 |publisher=SEPTA}}</ref> The card replaced [[token coin|tokens]], paper tickets, and paper passes; it is now the preferred method of payment on SEPTA services. In addition to storing passes, the card has a travel wallet that can be reloaded online, at kiosks, SEPTA Sales Offices, and participating retailers. Reduced fare cards issued to the elderly and the disabled are special cards that are printed with photo ID.

=== Key Tix ===
In August 2022, SEPTA introduced the ability to pay for transit rides using electronic tickets that can be bought through the SEPTA mobile apps for [[Android (operating system)|Android]] and [[iOS]]. Once a ticket is activated, the app displays a [[QR code]] that can be read at scanners and turnstiles. In addition to allowing discounted rides and free transfers, multiple passengers can use the same ticket. After a limited pilot program, the feature was released to the general public in December 2022.<ref>{{Cite web |last=Prihar |first=Asha |date=17 December 2022 |title=Pay for your SEPTA ride with a tap of your phone, and take your friends along |url=https://billypenn.com/2022/12/17/septa-key-tix-mobile-ticketing-philadelphia-qr-code-fare-payment/ |access-date=12 September 2023 |website=Billy Penn}}</ref>

=== Quick Trip ===
Quick Trips are magnetic strip cards that can be used for a single ride from transit stations with turnstiles, Center City Regional Rail Stations, or the Airport Line. They can be purchased at Fare Kiosks and cost $2.50 for transit and the price varies by zone and time of day on Regional Rail. They do not allow free transfers, except at free interchange stations in Center City at the 13th, 15th, and Drexel at 30th Street Stations.

=== NFC Payments ===
In July 2023, SEPTA launched a limited pilot program to allow passengers to pay for transit trips using contactless credit cards and digital wallets on NFC-enabled phones and smart watches.<ref>{{Cite web |last=Prihar |first=Asha |date=18 August 2023 |title=SEPTA is piloting contactless payments like Apple Pay and credit card taps |url=https://billypenn.com/2023/08/18/septa-phone-payment-pilot-apple-pay/ |access-date=12 September 2023 |website=Billy Penn}}</ref> This feature was made available to the general public for transit rides on September 29, 2023. Availability on Regional Rail was originally planned for 2024.<ref>{{Cite web |last=Fitzgerald |first=Thomas |date=2023-09-27 |title=SEPTA riders can pay with credit or debit cards and phone apps starting Friday — really! |url=https://www.inquirer.com/transportation/septa-contactless-payment-credit-card-key-card-20230927.html |access-date=2023-09-29 |website=Philadelphia Inquirer |language=en}}</ref> SEPTA began a limited pilot program to test this in December 2024. The feature was made generally available on April 4, 2025 (excluding Trenton and West Trenton stations). This made SEPTA the first agency in the US to offer contactless payments on commuter rail.<ref>{{Cite web |title=Contactless Payment Launches on Regional Rail – Southeastern Pennsylvania Transportation Authority |url=https://wwww.septa.org/news/contactless-payment/ |access-date=2025-04-04 |website=wwww.septa.org}}</ref>

=== PATCO Freedom Card ===
The [[Freedom Card|Freedom Share Card]] fare card used by the [[PATCO Speedline]] is accepted on all SEPTA services except Regional Rail. The card is read at SEPTA Key card readers.<ref>{{Cite web |title=FREEDOM SHARE Cards |url=http://www.ridepatco.org/schedules/FREEDOM-SHARE.html |access-date=September 15, 2021 |publisher=PATCO}}</ref>

=== Paper Tickets ===
Paper tickets were used on Regional Rail. Sales were discontinued in 2020. Valid tickets were still accepted on trains until April 1, 2021. As of April 2, 2021, previously purchased paper tickets were no longer accepted on Regional Rail.

=== Tokens ===
SEPTA tokens could be used on transit services for discounted fares. Each token cost $2, and they could only be purchased in packs of 2, 5, or 10. The usage of tokens predates the formation of SEPTA, having been employed by various transit agencies since the 1880s.<ref>{{Cite web |last=Rudnesky |first=Franki |date=2018-03-02 |title=Say Goodbye to SEPTA Tokens & Hello to SEPTA Key: Tokens Being Phased Out by the End of April |url=https://www.nbcphiladelphia.com/news/local/septa-tokens-transpass-end-key-march-april/203614/ |access-date=2023-11-03 |website=NBC10 Philadelphia |language=en-US}}</ref> Philadelphia was the last major US city to utilize tokens for transit fare payments. Token sales were discontinued on April 30, 2018, and the token vending machines were removed from transit stations. Previously sold tokens could be redeemed at fare kiosks and their value could be loaded onto the Travel Wallet of the SEPTA Key card.<ref>{{Cite web |last=Craig |first=Daniel |date=20 December 2017 |title=SEPTA tokens finally get official expiration date |url=https://www.phillyvoice.com/septa-tokens-finally-get-official-expiration-date/ |access-date=12 September 2023 |website=Philly Voice}}</ref> Effective January 1, 2024, SEPTA no longer accepts tokens at vehicle fareboxes or fare kiosks.<ref>{{Cite web |last=Mitman |first=Hayden |date=1 November 2023|title=End of an era: SEPTA prepares to stop accepting tokens|url= https://www.nbcphiladelphia.com/news/local/end-of-an-era-septa-prepares-to-stop-accepting-tokens/3683283/|access-date=1 November 2023 |website=NBC 10 Philadelphia}}</ref>

== Transit police ==
[[File:SEPTA Transit Police car on JFK Boulevard December 2018.jpeg|thumb|A SEPTA Transit Police car in [[Center City, Philadelphia|Center City Philadelphia]]]]
SEPTA established its current Transit Police Department in 1981. It now has about 260 officers operating in seven patrol zones. It maintains a patrol, bicycle, and police dog unit, and a Special Operations Response Team trained to deal with potential [[hostage]] situations.<ref>{{Cite web | url=http://www.septa.org/police/ | title=SEPTA Transit Police Department | archive-url=https://web.archive.org/web/20200216135903/http://www.septa.org/police/ | archive-date=2020-02-16}}</ref> In May 2023, Charles Lawson was appointed chief of the Transit Police, after serving as acting chief since July 2022.<ref>{{Cite web |date=2023-05-12 |title=SEPTA Announces Appointment of Transit Police Chief |url=https://www5.septa.org/media/news/septa-announces-appointment-of-transit-police-chief/ |access-date=2023-09-16 |website=Southeastern Pennsylvania Transportation Authority |language=en-US}}</ref>

== Equipment ==
=== Buses ===
{{See also|Trolleybuses in Philadelphia}}
[[File:SEPTA Nova Bus.jpg|thumb|A SEPTA Nova Bus, 2016]]
In 1982, SEPTA ordered buses from [[Neoplan USA]], a purchase that was both the largest for Neoplan at the time and SEPTA's largest to date. These buses were used throughout the SEPTA service area. SEPTA changed its specifications on new bus orders each year. The Neoplan AK's (numbered 8285–8410), which was SEPTA's first Neoplan order, had longitudinal seating: all of the seats face towards the aisle. Their suburban counterparts (8411–8434) had longitudinal seating only in the rear of the bus. The back door has a wheelchair ramp, which forced SEPTA officials to limit its use and specify [[wheelchair lift]]s in their next order. These buses had a nine-liter [[Detroit Diesel Series 92|6v92 engine]] and [[Allison Transmission|Allison]] HT-747 transmission.

In 1983, SEPTA, along with other transit operators in Pennsylvania, ordered 1,000 Neoplan buses of various lengths. SEPTA ultimately received 450 buses from this order: 425 were {{convert|40|ft|m|adj=on}} buses (BD 8435–8584 and CD 8601–8875), which came without wheelchair lifts, and 25 {{convert|35|ft|m|adj=on}} buses (BP 1301–1325).

SEPTA purchased additional Neoplans in 1986. The first two groups (3000–3131 and 3132–3251) came without rear wheelchair lifts; the last two groups, one in late 1987 (3252–3371) and another in 1989 (3372–3491), included them. All Neoplans built between 1986 and 1989 were equipped with a ZF [[ZF Ecomat|4HP-590 transmission]].

By the early 1990s, SEPTA had 1,092 [[Neoplan Transliner (North America)|Neoplan AN440]] coaches in active service, making it the largest transit system in North America with a fleet primarily manufactured by Neoplan USA. These buses dominated the streets of Philadelphia through late 1997 when the earlier fleet of AK and BD Neoplans (8285–8581) was replaced by 400 buses built by [[North American Bus Industries|American Ikarus]] and – the same company after a 1996 reorganization – [[North American Bus Industries]]. The older GMC RTS 35- and 40-foot buses were also replaced in this order, with the sole remaining exception of No. 4462, a 35-foot coach. More replacements occurred when SEPTA received its first [[low-floor bus|low-floor]] fleet and retired the last AN440 buses on June 20, 2008.

The Neoplan model had not entirely vanished from Philadelphia's streets by the start of the 21st century. In 1998, SEPTA ordered 155 [[articulated bus]]es from the company. These buses replaced the 1984 Volvo 10BM 60-foot articulated buses. These buses have now been retired since late 2015, replaced by the 2013–2016 NovaBus LFS-A HEV.

The 1998 purchase included 89 29-foot Transmark-29 buses from [[ElDorado (bus manufacturer)|National-Eldorado]] (4501–4580, 4581 received later), the first of which began to arrive in late 2000. Most of these buses ran on suburban routes occasionally entering the city, but some are in the "LUCY" service in the University City section of West Philadelphia, in a special paint scheme, and others on lighter lines within Philadelphia. SEPTA had decided to buy from Metrotrans Legacy, SEPTA's first choice in small buses, but the company filed for bankruptcy in 1999.

A fleet of buses known as "cutaways" were purchased. These buses were built on Ford van chassis, with bodies similar to those seen on car rental shuttles at various airports. These buses were retired around 2003 and replaced with slightly larger [[cutaway bus]]es on a Freightliner truck chassis.

After evaluating sample buses from [[New Flyer]] and [[NovaBus]] in 1994–96, SEPTA ordered 100 low-floor buses (nos. 5401–5500) from New Flyer in 2001.

[[Trolleybus|Trackless trolley (trolley bus)]] service was suspended in 2003 and the 110 [[AM General]] vehicles that had provided service on SEPTA's five trackless trolley routes never returned to service.<ref name="tm270">{{Cite journal |date=November–December 2006 |title=Trolleynews |journal=Trolleybus Magazine |issue=270 |page=144}}</ref> In early 2006, SEPTA ordered 38 new low-floor trackless trolleys from New Flyer, which entered service in 2008, restoring trackless service on routes 59, 66 and 75. These buses replaced SEPTA Neoplan EZs, ending Neoplan's 26-year domination.<ref name="tm280" />

SEPTA placed an order with delivery starting in 2008 for 400 New Flyer [[hybrid bus]]es—with options for up to 80 additional buses to replace the NABI Ikarus buses at the end of their 12-year life.<ref>{{Cite web |last=Cheung |first=Eric |date=November 19, 2007 |title=The Philadelphia Diesel Difference – Working Group Meeting |url=http://www.cleanair.org/dieseldifference/workinggroup/workgrp2007/nov07.htm |url-status=dead |archive-url=https://web.archive.org/web/20080821102223/http://www.cleanair.org/dieseldifference/workinggroup/workgrp2007/nov07.htm |archive-date=August 21, 2008 |access-date=October 12, 2010 |publisher=Clean Air Council |quote=SEPTA will have the option of ordering an additional 20 hybrid electric buses for each of the four years the 100 contractually obligated buses have been delivered. |df=mdy-all}}</ref> These will not be the first hybrid buses, since SEPTA purchased two small groups of hybrids, 5601H–5612H, which arrived in 2003, and 5831H–5850H in 2004.

Prior to the 2008 purchase, SEPTA borrowed an MTA New York City Transit Orion VII hybrid bus # 6365 to evaluate it in service. SEPTA was the first to purchase New Flyer DE40LFs equipped with rooftop HVAC units. SEPTA delivered 525 2017–2022 NFI XDE40 hybrid buses to replace all the diesel buses that were delivered between 2001 and 2004. SEPTA is replacing cloth seats with plastic seats on their buses that were delivered after 2008 in an effort to combat [[bed bug]] infestations.<ref>{{Cite web |last=Winberg |first=Michaela |date=September 7, 2018 |title=Bed bug battle: SEPTA's installing 900 plastic seats over the next few years |url=https://billypenn.com/2018/09/07/bed-bug-battle-septas-installing-900-plastic-seats-over-the-next-few-years |access-date=September 7, 2018 |publisher=Billy Penn}}</ref>

SEPTA's revenue from advertisements on the backs of its buses leads the authority to order mainly buses equipped with a rooftop HVAC, and with their rear route-number sign mounted on the roof, especially on 2008–2009 New Flyer DE40LFs and future orders.<ref>{{Cite web |title=An Example of Rear advertising used on SEPTA's DE40LF and D40LF buses |url=http://i222.photobucket.com/albums/dd5/Bustitution/More%20than%201in%201/8139-5820.jpg |access-date=May 22, 2010}}</ref>

In 2016, SEPTA launched a pilot program that would see [[battery electric bus]]es replace diesel buses on former trackless trolley routes 29 and 79. Using a $2.6-million [[Federal Transit Administration]] grant, the agency ordered 25 such buses from [[Proterra, Inc.]] of California, together with two overhead fast-charging stations. They are expected to enter service in 2017, returning electric propulsion to these routes after nearly 15 years of diesel operation.<ref>{{Cite news |last=Smith |first=Sandy |date=2016-07-29 |title=SEPTA Shows Off Quiet New Electric Bus to Public |language=en-US |work=Philadelphia Magazine |url=http://www.phillymag.com/news/2016/07/29/septa-electric-bus/ |access-date=2017-11-30}}</ref> These same busses were sidelined in February, 2020 for an undisclosed reason, but multiple agency sources blamed a defect in the buses' plastic chassis that led to a cracking problem.<ref>{{Cite news |last=Briggs |first=Ryan |date=2020-09-17 |title=Philly's entire fleet of battery-powered buses has been MIA since February |language=en-US |work=WHYY |url=https://whyy.org/articles/phillys-entire-fleet-of-battery-powered-buses-has-been-mia-since-february/ |access-date=2020-10-29}}</ref>

In 2021, SEPTA placed an order for 220 New Flyer XDE40 buses with an option for 120 additional buses. These buses replaced the New Flyer D40LF buses that were delivered in 2005 and have also replaced the New Flyer DE40LF buses that were delivered between 2008-2009.

{| class="wikitable sortable" style="width:90%; font-size:90%"
|-
!Model
!Thumbnail
!Propulsion
!Length
!Year
!Fleet Series ({{Tooltip|Qty.|Quantity}})
!Notes
|-
| [[New Flyer Low Floor|New Flyer E40LFR]]
| [[File:2008 New FLyer E40LFR.jpg|alt3=On the roof of the trackless trolley two poles rise up to contact overhead wires.|150px]]
| [[Trolleybus|Electric trolleybus]]
|{{Convert|40|ft|abbr=on}}
| 2007-2008 || 800-837 (38)
|
|-
| rowspan="2" | [[New Flyer Low Floor|New Flyer DE40LFR]]
| rowspan="2" | [[File:SEPTA bus 8522 at Market Street and 12th Street.jpeg|150px]]
| rowspan="4" | [[Diesel-electric hybrid bus|Diesel-electric hybrid]]
| rowspan="2" |{{Convert|40|ft|abbr=on}}
| 2010
| 8340-8459 (54 currently in service)
|
*Units 8341-8343, 8345-8349, 8351-8355 8357-8358, 8360-8361 8363-8370 8378, 8380-8396, 8398, 8401, 8418-8420, 8423, 8425-8427, 8429-8430, 8432, and 8454 are retired.
|-
| 2011 || 8460-8559 (93 currently in service)
|
*Units 8473, 8477, 8496, 8509, 8514, 8536, and 8547 are retired.
|-
| [[Nova Bus LFS#Variants|Nova Bus LFSA HEV]]
| [[File:SEPTA bus 7458 at Valley Square Boulevard and Main Street in Warrington PA.jpeg|150px]]
|62&nbsp;ft
(18.9 m)
| 2013-2016 || 7300-7484 (185)
|
|-
| [[Nova Bus LFS#Variants|Nova Bus LFS HEV]]
| [[File:SEPTA bus 8625 at Market Street and 12th Street.jpeg|150px]]
|{{Convert|40|ft|abbr=on}}
| 2014 || 8600-8689 (90)
|
|-
| [[New Flyer MiDi]]
| [[File:SEPTA bus 4631 at Willow Grove Park Mall.jpeg|150px]]
| [[Diesel fuel|Diesel]]
|{{Convert|30|ft|abbr=on}}
| 2016 || 4600-4634 (35)
|
|
|-
| rowspan="7" | [[New Flyer XDE40]]
| rowspan="7" | [[File:SEPTA bus 3061 at JFK Boulevard and 15th Street.jpeg|150px]]
| rowspan="7" | [[Diesel-electric hybrid bus|Diesel-electric hybrid]]
| rowspan="7" |{{Convert|40|ft|abbr=on}}
| 2016-2017
| 3000-3089 (90)
|
|-
|2018
|3090-3194 (105)
|
|-
|2019
|3195-3294 (100)
|
|-
|2019–2020
|3295-3409 (115)
|
|-
|2020–2021
|3410-3524 (115)
|
|-
|2022–2024
|3525-3744 (220)
|
|-
|2025
|3745-3864 (120)
|
* Currently Being Delivered
|}

=== Subway ===
[[File:Broad St Line Interior.jpg|thumb|The interior of a [[Broad Street Line]] train]]
The Broad Street Line uses cars built by [[Kawasaki Heavy Industries|Kawasaki]] between 1982 and 1984. These cars, known as B-IV as they are the fourth generation used on the line, are stainless steel and include some cars with operating cabs at both ends, as well as some with only a single cab. These cars use the [[Standard-gauge railway|standard gauge]] of {{Track gauge|ussg}}.

The [[Market–Frankford Line]] uses a class of cars known as M-4, as they, like the Broad Street B-IVs, represent the line's fourth generation of cars and were built from 1997 to 1999 by [[Adtranz]]. These cars use a [[broad gauge]] of {{RailGauge|5ft2.25in}}, known as "[[Pennsylvania trolley gauge]]". In 2017, 90 cars had emergency welding to fix cracking steel beams.<ref name="WHYY">{{Cite web |last=Briggs |first=Ryan |title=SEPTA spends millions to fix cracking subway cars with 'hoagie' of steel |url=https://whyy.org/articles/septa-spends-millions-to-fix-cracking-subway-cars-with-hoagie-of-steel/ |access-date=October 29, 2020 |website=WHYY }}</ref> Then in 2020 all the cars, including the ones temporarily repaired in 2017, had to have more permanent welding to fix cracking steel beams.<ref name="WHYY" />

=== Trolley ===
[[File:SEPTA LRVs at the maintenance facility, 1993.jpg|thumb|A SEPTA single-end Kawasaki [[Tram|trolley]] in the maintenance yard in 1993|alt=Three abreast white trolleys with a red stripe around the vehicle ends.]]
The SEPTA trolley fleet has three different types of cars.

The 112 vehicles used on the [[SEPTA subway–surface trolley lines|SEPTA Subway–Surface trolley lines]] (Routes [[SEPTA Route 10|10]], [[SEPTA Route 11|11]], [[SEPTA Route 13|13]], [[SEPTA Route 34|34]], and [[SEPTA Route 36|36]]) were built by [[Kawasaki Heavy Industries|Kawasaki]] beginning in 1981 after a 1980 prototype was delivered and tested. Known as "K-cars", they use the {{RailGauge|5ft2.25in|lk=on}} Pennsylvania trolley gauge. Larger than the replaced PCC cars they are 50 feet long and capable of reaching a top speed of {{Convert|40|mph|abbr=out}}. They also were the first in North America to have unitized roof-mounted air conditioners and to have electronic control of switches at junctions. The city cars operate out of two depots, Elmwood and Callowhill.

The [[Media–Sharon Hill Line|suburban trolley lines]] (Routes [[Media–Sharon Hill Line|101 and 102]]) use 29 Kawasaki-built vehicles similar to, but slightly larger than, the Subway–Surface trolleys. They use a slightly wider track gauge than the city lines – {{RailGauge|5ft2.5in|lk=on}} – but the same wheel gauge. Wheel profiles are different and different gear ratios provide higher speeds. Notably, they are double-ended, unlike the Subway-Surface trolleys, as these lines lack any loops to turn the vehicles at their suburban terminals. Unlike the city cars, which use traditional [[trolley pole]] power collectors, the suburban cars use [[Pantograph (transport)|pantographs]] and are capable of a top speed of {{Convert|50|mph|abbr=out}}.

[[SEPTA Route 15]] (Girard Avenue Line) uses [[SEPTA PCC II|PCC]] cars. These cars were originally built in 1947 by the [[St. Louis Car Company]] and were rebuilt by [[Brookville Equipment Corporation|Brookville]] (and renamed PCC II) for the line's reopening in 2003 to include air conditioning and a [[wheelchair lift]]. The Girard line has the same {{RailGauge|5ft2.25in|lk=on}} Pennsylvania trolley gauge as the Subway-Surface lines and operates out of Callowhill depot. Since 2020, these cars are once again being rebuilt by SEPTA and when scheduled to return in 2023, they will feature plastic seating.<ref>{{Cite news |last=Meyers |first=Michelle |date=July 13, 2022 |title=When will the Route 15 trolleys be back? |work=[[The Philadelphia Inquirer]] |url=https://www.inquirer.com/transportation/philadelphia-route-15-trolleys.html |access-date=September 14, 2022}}</ref>

Currently, SEPTA is ordering new 130 low floor streetcars that will be built and delivered by [[Alstom]]. These trolley cars are scheduled to enter service between 2027-2030. These cars will operate on the Subway-Surface trolleys, as well as Route 15 and the suburban trolleys.

=== Regional Rail ===
[[File:SEPTA Silverliner V 834 inbound approaching Hatboro Station.jpg|thumb|SEPTA's [[Silverliner V]] approaching the [[Hatboro station]]]]
{{Further|SEPTA Regional Rail#Rolling stock}}SEPTA's regional rail services primarily use a fleet of "[[Silverliner]]" electric multiple unit cars. During rush-hour service they are supplemented by a small fleet of unpowered passenger cars, based on the "[[Comet (railcar)|Comet]]" family of railcars, hauled by 15 [[Siemens ACS-64]] electric locomotives.

=== Interurban ===
The [[Norristown High Speed Line]] uses a unique class of 26 cars known as N-5s. They were delivered in 1993 by [[ABB]] after significant production difficulties and a change of assembly locations. These cars are powered by a nominally 600 volt top-contact third rail. They run on a standard gauge track.  They are the first fleet of cars in North America to have Alternating Current (AC) traction motors.

They have running gear (trucks) incorporating design elements used on the Swedish High-Speed trains.  Axle suspensions provide flexibility that allows axles to steer themselves around curves as small as 5 degrees. While the vehicles were designed for a top speed of {{Convert|80|mph|abbr=out}}, the signal system allows operations at up to {{Convert|70|mph|abbr=out}}.

=== Accessibility ===
All of SEPTA's buses are fully accessible under the requirements of the [[Americans with Disabilities Act of 1990|Americans with Disabilities Act]] (ADA).<ref>{{Cite web |title=Vehicle Accessibility |url=http://www.septa.org/access/vehicle.html |access-date=2022-02-26 |website=SEPTA}}</ref> As of February 2022, about 46% of its subway and commuter rail stations combined are ADA-compliant, which is the second-lowest accessibility rate for rail stops in the country. The [[New York City Subway]], at 28% as of September 2021, has the lowest in the nation.<ref>{{Cite map |author=SEPTA |year=2020 |title=SEPTA Regional Rail & Rail Transit |url=http://www.septa.org/maps/pdf/septa-regional-rail-rail-transit-line-map.pdf |access-date=2022-02-26}}</ref><ref>{{Cite news |last=Sequeira |first=Robbie |date=2021-09-22 |title=Six Bronx Subway Stations Could Be ADA-Accessible Under MTA Proposal |work=[[Bronx Times]] |url=https://www.bxtimes.com/six-bronx-subway-stations-could-be-ada-accessible-under-mta-proposal/}}</ref>

The trolley vehicles are fully inaccessible, except for the PCCIIIs, meaning that no suburban trolley stop can possibly be compliant with the ADA.<ref>{{Cite report |url=https://www.dvrpc.org/Reports/17010.pdf |title=Modern Trolley Station Design Guide: SEPTA Suburban Transit Division, Routes 101 & 102 |last=Delaware Valley Regional Planning Commission |date=May 2018 |page=3 |author-link=Delaware Valley Regional Planning Commission |access-date=2022-02-26}}</ref> SEPTA was sued successfully over its lack of accessibility back in 2009.<ref>{{Cite court|litigants=Disabled in Action of Pennsylvania v. Southeastern Pennsylvania Transportation Authority|court=E.D. Pa.|reporter=F. Supp. 2d|vol=655|opinion=553|date=2009|postscript=none}}, ''aff'd'' {{Cite court|court=3d Cir.|reporter=F. 3d|vol=635|opinion=87|date=2011}}</ref>

== Maintenance facilities ==
;Transit Divisions
* 69th Street Yard (City Transit Division{{nbsp}}/ [[Market–Frankford Line]] in [[Delaware County, Pennsylvania|Delaware County]])
* Allegheny Depot (City Transit Division{{nbsp}}/ articulated and standard size buses; formerly housed Nearside, double-ended, and PCC streetcars)
* Berridge Shops (formerly Wyoming Shops, bus maintenance, and overhauls)
* Bridge Street Yard (City Transit Division{{nbsp}}/ Market–Frankford Line)
* [[Callowhill Depot]] (City Transit Division{{nbsp}}/ bus and streetcar; formerly housed Nearside, Peter Witt, double-ended, and PCC streetcars)
* Comly Depot (City Transit Division{{nbsp}}/ articulated and standard size buses)
* [[Elmwood Carhouse|Elmwood Depot]] (City Transit Division{{nbsp}}/ streetcar, also used as a station. Replaced former Woodland Depot)
* [[Fern Rock Transportation Center|Fern Rock Yard]] (City Transit Division{{nbsp}}/ Broad Street Line)
* Frankford Depot (City Transit Division{{nbsp}}/ bus and trackless trolley; formerly housed Nearside, double-ended, and PCC streetcars)
* Frontier Depot (Suburban Transit Division{{nbsp}}/ bus)
* Germantown Brakes Maintenance Facility (Germantown Depot, City Transit Division{{nbsp}}/ bus maintenance)
* Midvale Depot (City Transit Division{{nbsp}}/ articulated, standard size, and formerly housed {{convert|30|ft|m|adj=on}} buses. Replaced former Luzerne Depot)
* Southern Depot (City Transit Division{{nbsp}}/ articulated and standard size buses: SEPTA board voted to not have trackless trolleys return to South Philly; formerly housed Nearside, double-ended and Peter Witt streetcars)
* Victory Depot (69th Street, Suburban Transit Division{{nbsp}}/ bus and light rail)
* Woodland Maintenance Facility (streetcar overhaul and repairs. Site of former Woodland Depot, which formerly housed Nearside, double-ended, and PCC streetcars)

;Regional Rail
{{Main|SEPTA Regional Rail#Yards and maintenance facilities}}

== Connecting transit agencies in the Philadelphia region ==
=== Local services ===
[[File:MarketFrankfordLineTrain.jpg|thumb|A SEPTA ADTranz M-4 at the [[52nd Street station (Market–Frankford Line)|52nd Street Station]]|alt=A silver subway train leaving a station]]
The [[PATCO Speedline]] is a [[rapid transit]] line that runs from [[Center City, Philadelphia|Center City Philadelphia]] to [[Camden, New Jersey]] and terminates in [[Lindenwold, New Jersey]]. At the [[8th Street station (Philadelphia)|8th Street station]], passengers can transfer to the [[Market–Frankford Line]] and [[Broad–Ridge Spur]] with an additional transfer fare. Paid transfers are also available at PATCO's [[12–13th & Locust station|12th–13th Street station]] and [[15–16th & Locust station|15th–16th Street station]] with SEPTA's Broad Street Line [[Walnut–Locust station]]. The PATCO Speedline crosses over the [[Delaware River]] via the [[Ben Franklin Bridge]]. It is owned by the [[Delaware River Port Authority]].

In the western Philadelphia suburbs, [[Krapf's]] Transit runs regularly scheduled buses for the [[TMACC]] between [[Coatesville, Pennsylvania|Coatesville]] and [[Parkesburg, Pennsylvania|Parkesburg]] and between [[West Chester, Pennsylvania|West Chester]] and [[Oxford, Pennsylvania|Oxford]]. Krapf's also provides contract services to SEPTA on route 204. They also operate a free express shuttle bus from Center City to the Navy Yard in South Philadelphia as well as a free shuttle bus loop within the Navy Yard itself.

In [[King of Prussia, Pennsylvania|King of Prussia]], the Greater Valley Forge Transportation Management Association runs a community shuttle, the Rambler, which connects with SEPTA at the [[King of Prussia Transit Center]].

In the northwestern Philadelphia suburbs, [[Pottstown Area Rapid Transit]] (PART) operates five bus routes in [[Pottstown, Pennsylvania|Pottstown]] and the neighboring townships of Douglass, Limerick, Lower Pottsgrove, Upper Pottsgrove, and West Pottsgrove in [[Montgomery County, Pennsylvania|Montgomery County]] and North Coventry Township in [[Chester County, Pennsylvania|Chester County]]. PART and SEPTA have an agreement allowing transfers between PART service and SEPTA Route 93 buses in Pottstown.

=== Regional services ===
[[NJ Transit]] runs buses from [[Philadelphia]] to various New Jersey points. Many NJT buses stop at the [[Philadelphia Greyhound Terminal]], which is immediately north of [[Jefferson Station (Philadelphia)|Jefferson Station]] or at other locations in [[Center City, Philadelphia|Center City Philadelphia]]. NJT also operates the [[River Line (New Jersey Transit)|River Line]] light rail line between [[Camden, New Jersey|Camden]] and [[Trenton, New Jersey|Trenton]], the [[Northeast Corridor Line]] between Trenton and New York, and the [[Atlantic City Line]] between [[30th Street Station]] and [[Atlantic City]]. Both the Northeast Corridor Line and River Line connect with SEPTA's Regional Rail [[Trenton Line (SEPTA)|Trenton Line]] at the [[Trenton Transit Center]]. SEPTA Route 127 connects with NJT bus and rail services here also.

[[DART First State]] provides bus service in Delaware. This service connects with SEPTA's [[Wilmington/Newark Line]] Regional Rail service in Wilmington, Delaware, and Newark, Delaware. In 2007, SEPTA bus Route 306 began service, connecting the Great Valley Corporate Center and West Chester with the Brandywine Town Center; service between West Chester and Brandywine Town Center was discontinued in 2010 due to low ridership. In February 2009, SEPTA bus Route 113 commenced connecting bus service with DART at the Tri-State Mall, allowing service between [[Delaware County, Pennsylvania|Delaware County]] and [[Delaware]], and connecting with DART First State's #13 and #61 bus at the Tri-State Mall. The transfer point at the Tri-State Mall was moved in 2023 to the [[Claymont station|Claymont Transportation Center]].<ref>{{cite web |last1=Grassi |first1=Emily Rose |last2=Furlong |first2=Tim |title=Rider's rejoice! The revamped Claymont Transportation Center is open for commuters |url=https://www.nbcphiladelphia.com/news/local/new-claymont-transportation-center-finally-open/3713748/ |website=NBC10 Philadelphia |publisher=[[WCAU]] |date=5 December 2023}}</ref>

=== National and international services ===
[[Amtrak]] provides rail service between [[30th Street Station]] and [[Lancaster, Pennsylvania|Lancaster]], [[Harrisburg]], [[Pittsburgh]], and [[Chicago]] to the west, [[Baltimore]] and [[Washington, D.C.]] to the southwest, and [[New York City]], [[Boston]], and [[Montreal]] to the northeast. SEPTA's Wilmington/Newark Line and [[Trenton Line]] run along Amtrak's [[Northeast Corridor]]. SEPTA's [[Paoli/Thorndale Line]] runs along the far eastern leg of Amtrak's [[Philadelphia to Harrisburg Main Line]] and [[Keystone Corridor]].

All Regional Rail routes stop at 30th Street Station's upper platform. It is a short walk down a ramp to Amtrak's gates. Other shared Amtrak/Regional Rail stations include {{station link|SEPTA|Wilmington}} and {{station link|SEPTA|Newark}} on the Wilmington/Newark Line, {{station link|SEPTA|Ardmore}}, {{station link|SEPTA|Paoli}}, {{station link|SEPTA|Exton}}, and {{station link|SEPTA|Downingtown}} on the Paoli/Thorndale Line, and Trenton on the Trenton Line. Amtrak also offers limited service from {{station link|SEPTA|North Philadelphia}} and {{station link|SEPTA|Cornwells Heights}}, which are also on Trenton Line. Amtrak is faster than SEPTA, but significantly more expensive, particularly for services along the [[Northeast Corridor]].

[[Greyhound Lines|Greyhound]] and a variety of interregional bus operators, most of which are part of the [[Trailways]] system, stop at the Philadelphia Greyhound Terminal. In addition to being adjacent to [[Jefferson Station (Philadelphia)|Jefferson Station]], the terminal is one block from the [[Market–Frankford Line]]'s {{station link|SEPTA|11th Street}} station and various SEPTA bus routes. Major destinations served with one-seat rides to and from the terminal include [[Allentown, Pennsylvania|Allentown]], [[Atlantic City, New Jersey|Atlantic City]], [[Baltimore]], [[Harrisburg, Pennsylvania|Harrisburg]], [[Newark, New Jersey|Newark]], [[New York City]], [[Pittsburgh]], [[Reading, Pennsylvania|Reading]], [[Scranton, Pennsylvania|Scranton]], [[Washington, D.C.]], and [[Wilmington, Delaware|Wilmington]]. Six [[NJ Transit]] bus routes (313, 315, 316, 317, 318, and 551) originate and terminate from this terminal.

SEPTA serves [[Philadelphia International Airport]] with local bus service and with the [[Airport Line (SEPTA)|Airport Line]] from [[Center City, Philadelphia|Center City]].

== Criticism and recognition ==
===20th century===
SEPTA's 50-year history has often been tumultuous because the agency is governed at a county level rather than state level.<ref name="crisis" /> ''Railpace Newsmagazine'' contributor Gerry Williams observed that SEPTA regularly staggers from crisis to crisis, with little support or oversight originating at the [[Pennsylvania State Capitol|state level]] in [[Harrisburg, Pennsylvania|Harrisburg]].<ref name="crisis" /> It has a long history of being at odds with the riding public and both county and state officials.<ref name="crisis" /> SEPTA has had more labor strikes than any other transit agency in the U.S., occurring in 1977, 1981, [[1983 SEPTA Regional Rail strike|1983]], 1986, 1995, 1998, 2005, 2009,<ref>{{Cite web |last=Meg Favreau |title=SEPTA Strike History and What to Do During a SEPTA Strike |url=http://philadelphia.about.com/od/transportation/a/SEPTA_strikes.htm |website=About.com Travel |access-date=June 9, 2014 |archive-date=July 4, 2014 |archive-url=https://web.archive.org/web/20140704230630/http://philadelphia.about.com/od/transportation/a/SEPTA_strikes.htm |url-status=dead }}</ref> 2014,<ref>{{Cite journal |last=Mulvihill |first=Geoff |date=June 14, 2014 |title=SEPTA Commuter Rail Union on Strike |url=http://www.nbcphiladelphia.com/news/local/SEPTA-Commuter-Rail-Union-Preparing-to-Strike-263121161.html |journal=[[WCAU]] |location=Philadelphia, Pennsylvania |publisher=NBC10.com |access-date=June 14, 2014}}</ref> and 2016.

Williams commented that there is a notable lack of "any group... influential enough to bring shame on SEPTA,"<ref name="crisis">{{Cite journal |last=Williams |first=Gerry |date=September 2004 |title=SEPTA Scene |url=http://www.railpace.com/ |journal=Railpace Newsmagazine |location=Piscataway, New Jersey |publisher=Railpace Company, Inc. |volume=4 |issue=9 |pages=16–18}}</ref> adding that SEPTA's chronic ills "merely reflect the broader problems of local provincialism and petty political squabbles which are so rampant within the ([[Delaware Valley]]) region."<ref name="crisis" /> The five counties it serves regularly have various hidden agendas working in the background, often at cross purposes with one another than as a unified region, a problem that has resulted in many services being severed mid-route without regard to the affected counties.<ref name="crisis" /> This factor is regularly influenced by the changing political winds at the state capital in [[Harrisburg, Pennsylvania|Harrisburg]].<ref name="crisis" />

===21st century===
SEPTA made improvements in the 21st century that helped reverse the downward trend. $191 million of funds made available from the [[American Recovery and Reinvestment Act of 2009]] were utilized to make over 30 major improvements to the system, including renovations of the [[Spring Garden station (Broad Street Line)|Spring Garden]] and [[Girard station (Broad Street Line)|Girard Avenue]] subway stations and building the first [[Leadership in Energy and Environmental Design]] (LEED) station at [[Fox Chase station|Fox Chase terminal]] in 2010. SEPTA also inaugurated a consolidated, multi-modal control center that helps manage all aspects of the system.<ref name="award">{{Cite journal |last=Lind |first=Diana |date=July 31, 2012 |title=SEPTA Wins Best Transit Award, Deserves Some Credit (and Criticism) |url=http://nextcity.org/daily/entry/septa-wins-best-transit-deserves-credit-criticism |journal=[[Next City]] |location=Philadelphia, Pennsylvania |publisher=Next City, Inc. |access-date=June 9, 2014}}</ref>

SEPTA was voted the best large transit agency in North America by the American Public Transportation Association (APTA) in July 2012. The award was criticized by ''[[Next City]]'' columnist Diana Lind, stating that despite some outward appearances of improvement, SEPTA still largely operates under a cloud of non-transparency and continues to lack a system-wide expansion program for the future. This is most notable in the regional rail division, which suffered severe cutbacks in the 1980s and whose affected routes have been converted into rail trails, preventing a restoration of those services for the foreseeable future. When asked to produce data pertaining to SEPTA's repeated attempts to consolidate bus stops, Lind observed "the report on the project barely elaborates on the information. SEPTA's trials deserve public attention and input. The public deserves the data—show us the average times before and after the pilot. Give reader surveys. Tell us why you haven't tried another pilot on another bus line."<ref name="award" />

Between 2009 and 2013, SEPTA was criticised for its use of sex identification markers on the SEPTA-issued monthly transit passes, as some [[transgender]] and [[gender-queer]] people had experienced discrimination related to the markers.<ref>{{Cite news |last=McDonald |first=Natalie |date=2012-03-22 |title=Will SEPTA End Gender IDs? |work=Philadelphia |url=https://www.phillymag.com/news/2012/03/22/septa-gender-ids/ |access-date=2021-08-26}}</ref> These markers, SEPTA said, were an anti-fraud measure designed to prevent people in the same household sharing a monthly pass.<ref>{{Cite journal |last=Davis |first=Heath Fogg |date=2014 |title=Sex-Classification Policies as Transgender Discrimination: An Intersectional Critique |url=https://www.jstor.org/stable/43281101 |journal=Perspectives on Politics |volume=12 |issue=1 |pages=45–60 |doi=10.1017/S1537592713003708 |issn=1537-5927 |jstor=43281101 |s2cid=145076368|url-access=subscription }}</ref> However, the lobby group SEPTA Riders Against Gender Exclusion (SEPTA R.A.G.E) said that the sex identification markers had resulted in harassment, violence, and discrimination for those who did not physically match the stated sex on the pass.<ref>{{Cite web |title=Protesters take up gender issue at SEPTA capital budget hearing |url=https://whyy.org/articles/protesters-take-gender-issue-septa-capital-budget-hearing/ |access-date=2021-08-26 |website=WHYY |language=en-US}}</ref> The markers on the monthly passes were stopped in June 2013.<ref>{{Cite web |last=McCrone |first=Brian |date=2013-06-28 |title=SEPTA passes no longer come with controversial 'M' and 'F' gender stickers |url=https://www.inquirer.com/philly/news/breaking/SEPTA_passes_no_longer_come_with_M_and_F_gender_stickers.html |access-date=2021-08-26 |website=www.inquirer.com |language=en}}</ref>

In October 2020, SEPTA trialled the use of lean benches instead of traditional seating at some of its stations.<ref name=":1">{{Cite web |title=A leaning bench falls flat on the SEPTA system |url=https://whyy.org/articles/septa-riders-choose-sitting-over-leaning-at-69th-street/ |access-date=2021-09-11 |website=WHYY |language=en-US}}</ref> This was criticized by some as lean benches are widely considered to be [[hostile architecture]], designed to stop homeless populations using the stations to sleep.<ref name=":2">{{Cite web |title=Philly Transit Agency Claims Anti-Homeless Architecture Meant to Combat COVID |url=https://www.vice.com/en/article/philly-transit-agency-claims-anti-homeless-architecture-meant-to-combat-covid/ |access-date=2021-09-11 |website=Vice.com |date=August 17, 2021 |language=en}}</ref> SEPTA stated that the use of the lean benches was to encourage social distancing to prevent the spread the [[COVID-19]].<ref name=":2" /> These trials concluded in September 2021 with the removal of the lean benches.

One of the biggest issues facing SEPTA is passengers smoking and vaping in stations and vehicles. SEPTA has been subject to criticism for not doing a sufficient job of upholding the law which prohibits smoking in public transportation facilities and vehicles.<ref>{{Cite web |last=Frasca |first=Sarah |date=2024-03-25 |title=SEPTA anti-smoking campaign gets mixed results |url=https://billypenn.com/2024/03/25/septa-anti-smoking-campaign/ |access-date=2024-11-18 |website=Billy Penn at WHYY |language=en-US}}</ref><ref>{{Cite web |date=2024-09-17 |title=To help curtail smoking on subways, SEPTA is handing out flyers with information on how to quit |url=https://www.phillyvoice.com/septa-subway-smoke-free-advocacy-educational-blitz/ |access-date=2024-11-18 |website=PhillyVoice |language=english}}</ref><ref>{{Cite web |last=Fitzgerald |first=Thomas |date=2024-06-20 |title=SEPTA is upping penalties for smoking, urinating, drunkenness and other bad behavior on transit |url=https://www.inquirer.com/transportation/septa-increased-fines-enforcement-misconduct-quality-of-life-20240620.html |access-date=2024-11-18 |website=www.inquirer.com |language=en}}</ref>

== See also ==
* [[Doe v. Southeastern Pennsylvania Transportation Authority]]
* [[List of metro systems]]
* [[List of United States rapid transit systems by ridership]]
* [[Commuter rail in North America]]
* [[List of suburban and commuter rail systems]]
* [[List of United States commuter rail systems by ridership]]
* [[List of light rail transit systems]]
* [[List of United States light rail systems by ridership]]
* [[List of United States local bus agencies by ridership]]

{{Subject bar |portal1=Philadelphia |portal2=Pennsylvania |portal3=Trains |portal4=Transportation |commons=y |n=y |n-search=US commuter rail accident in Pennsylvania injures over 30 }}

== Further reading ==
*{{Cite book |last=Cheape |first=Charles W. |url=https://archive.org/details/movingmassesurba00chea |title=Moving the masses: urban public transit in New York, Boston, and Philadelphia, 1880–1912 |publisher=Harvard University Press |year=1980 |isbn=0-674-58827-4 |url-access=registration}}
*{{Cite book |last=Pawson |first=John R. |title=Delaware Valley Rails: The Railroads and Rail Transit Lines of the Philadelphia Area |publisher=John R. Pawson |year=1979 |isbn=0-9602080-0-3}}
*[https://web.archive.org/web/20150501185255/http://findingaids.hagley.org/xtf/view?docId=ead/2046.xml John F. Tucker Transit History Collection] (1895–2002) at [[Hagley Museum and Library]].(includes records of the pre-SEPTA Philadelphia Rapid Transit Company and the Philadelphia Transportation Company for the period 1907–1968.)

== References ==
{{Reflist|30em}}

==External links==
{{commons category|SEPTA}}
* [https://www.septa.org/ Official website]

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[[Category:1965 establishments in Pennsylvania]]
[[Category:Bus transportation in Pennsylvania]]
[[Category:Commuter rail in the United States]]
[[Category:Intermodal transportation authorities in Pennsylvania]]
[[Category:Passenger rail transportation in Delaware]]
[[Category:Passenger rail transportation in New Jersey]]
[[Category:Passenger rail transportation in Pennsylvania]]
[[Category:Municipal authorities in Pennsylvania]]
[[Category:Public benefit corporations based in the United States]]
[[Category:Tram, urban railway and trolley companies]]
[[Category:Transportation in Philadelphia]]