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71-532: The district serves all of Springfield Township , including Wyndmoor census-designated place , the portions of Oreland and Flourtown CDPs in Springfield Township, and Erdenheim . Springfield Township School District was the first in Pennsylvania to adopt an official stance on the issue of access to bathrooms for transgender students. In April 2016, the school board unanimously approved

142-744: A desire to avoid maintaining deteriorating lines, SEPTA cut various services throughout the 1980s. R3 West Chester service was truncated to Elwyn on September 19, 1986, due to unsatisfactory track beyond. R6 Ivy Ridge service was truncated to Cynwyd on May 17, 1986, due to concerns about the Manayunk Bridge over the Schuylkill River . Service to Cynwyd ended altogether in 1988, but fierce political pressure brought resumed service. R8 diesel service between Fox Chase and Newtown ended on January 14, 1983, after SEPTA decided not to repair failing diesel train equipment . The service

213-604: A frequency of 25 Hz. The system on the former PRR side is owned and operated by Amtrak , part of the electrification of the Northeast Corridor. The electrification on the Reading side is owned by SEPTA . The Amtrak system was originally built by the PRR between 1915 and 1938. The SEPTA-owned system was originally built by the Reading starting in 1931. The two systems are not electrically connected. After construction of

284-579: A fully battery powered bus in the United States. The middle school is also currently being remodeled; it will be equipped with new geothermal heating technology. The district is also in the process of getting more smart board technology in all classrooms, across all schools. Springfield Township, Montgomery County, Pennsylvania Springfield Township is a township in Montgomery County , Pennsylvania . The population

355-582: A major line involved hearings before the Interstate Commerce Commission (ICC), the predecessor to the Surface Transportation Board , which moved at a glacial pace and was capricious in the matter of approval, requiring one railroad to continue operating a local train on a route covered by four other trains while allowing another to discontinue a well-patronized train that had no competing lines. In response,

426-458: A policy which states that students are allowed to use the bathrooms and locker rooms corresponding to their gender identity rather than the sex stated on their birth certificate. A new Enfield Elementary School opened in September 2021 in the same area of the former Antonelli Art Institute campus. It offers grades K-2. Springfield Township School District will be the first school district with

497-506: A state agency operated as a leg of its corresponding Department of Transportation, SEPTA is not a state agency and is beholden primarily to the five local governments which comprise it. Williams questioned why there has never been any massive public push to force SEPTA to "clean up its act." He concluded that the crisis within SEPTA "merely reflects the broader problems of local provincialism and petty political squabbles which are so rampant within

568-418: A typical weekday, with 45% from the three Center City stations and Temple University station. SEPTA uses a mixed fleet of General Electric and Hyundai Rotem " Silverliner " electric multiple unit (EMU) cars, used on all Regional Rail lines. SEPTA also uses push-pull equipment: coaches built by Bombardier , hauled by ACS-64 electric locomotives similar to those used by Amtrak . The push-pull equipment

639-491: A waiting room, as well as a 600-car parking garage. The station is expected to see 500 commuters on a typical weekday, as it will sit next to U.S. Route 1 (US 1) and serve the nearby corporate headquarters of convenience store chain Wawa. Bus service will connect the station to Painters Crossing and Concordville, Pennsylvania. Between 1979 and 1983, diesel locomotives were phased out. With insufficient operating funds and

710-428: Is an underground connection between PRR and Reading lines; previously, PRR commuter trains terminated at Suburban Station and Reading at Reading Terminal. The connection converted Suburban Station into a through-station and rerouted Reading trains down a steep incline and into a tunnel that turns sharply west near the new Market East Station (now Jefferson Station). The conversion was meant to increase efficiency and reduce

781-548: Is compatible with the power supplies on both the ex-PRR (Amtrak-supplied) and ex-Reading (SEPTA-supplied) sides of the system; the "phase break" is at the northern entrance to the Center City commuter tunnel between Jefferson Station and Temple University Station . SEPTA has five major yards and facilities for the storage and maintenance of regional rail trains: SEPTA was created to prevent passenger railroads and other mass transit services from disappearing or shrinking in

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852-504: Is covered by the 4th congressional district , represented by Rep. Madeleine Dean . SEPTA Regional Rail [REDACTED] The SEPTA Regional Rail system ( reporting marks SEPA , SPAX ) is a commuter rail network owned by SEPTA and serving the Philadelphia metropolitan area . The system has 13 branches and more than 150 active stations in Philadelphia , Pennsylvania , its suburbs and satellite towns and cities . It

923-664: Is the sixth-busiest commuter railroad in the United States. In 2016, the Regional Rail system had an average of 132,000 daily riders and 118,800 daily riders as of 2019. The core of the Regional Rail system is the Center City Commuter Connection , a tunnel linking three Center City stations: the above-ground upper level of 30th Street Station , the underground Suburban Station , and Jefferson Station . All trains stop at these Center City stations; most also stop at Temple University station on

994-533: Is the official mark for their revenue equipment, though it is rarely seen on external markings. SPAX can be seen on non-revenue work equipment, including boxcars, diesel locomotives, and other rolling stock. The Silverliner coaches were first built by Budd in Philadelphia and used by the PRR in 1958 as a prototype intercity EMU alternative to the GG1 -hauled trains. Similarly designed cars were purchased in 1963 as

1065-471: Is the only one continuing to cut and cut and cut. The only difference between SEPTA and its railroad and transit predecessors is that SEPTA eliminates services to avoid rebuilding assets, while its predecessors (PRR, Reading and Conrail) kept service running while deferring maintenance." On November 16, 1984, the Columbia Avenue (now Cecil B. Moore Avenue) bridge near old Temple University Station

1136-529: Is used primarily for peak express service because it accelerates slower than EMU equipment, making it less suitable for local service with close station spacing and frequent stops and starts. As of 2012, all cars have a blended red-and-blue SEPTA window logo and "ditch lights" that flash at grade crossings and when "deadheading" through stations, as required by Amtrak for operations on the Northeast and Keystone Corridors . SEPTA's railroad reporting mark SEPA

1207-549: The Media/Wawa Line , which previously ran to West Chester. On August 21, 2022, service was restored to Wawa Station, 3 miles (4.8 km) west of the Elwyn station. The project included new track, catenary, signals, and communications equipment; and new structures, including a new station at Wawa with a large park and ride facility. The Wawa Station is ADA-compliant with high platforms, a ticket office, ticket vending machines, and

1278-618: The National Register of Historic Places . According to the U.S. Census Bureau , the township has a total area of 6.8 square miles (17.6 km ), of which 6.8 square miles (17.6 km ) is land and 0.15% is water. The township is bordered in Montgomery County by (clockwise from west) Whitemarsh Township to the west, Upper Dublin Township to the north, shares a corner with Abington Township to

1349-607: The Pennsylvania Department of Transportation (PennDOT) and 65.29 miles (105.07 km) were maintained by the township. The main highways serving Springfield Township are Pennsylvania Route 73 and Pennsylvania Route 309 . PA 73 follows Church Road along a southeast-northwest alignment through the middle of the township. PA 309 follows the Fort Washington Expressway along a similar alignment, though they do intersect at an interchange near

1420-411: The "Reading" side. This connection was never built, leading (among other factors) to the following changes: One of the assumptions in this plan was that ridership would increase after the connection was open. Instead, ridership dropped after the 1983 strike. While recent rises in oil prices have resulted in increased rail ridership for daily commuters, many off-peak trains run with few riders. Pairing up

1491-466: The 1970s, all of which originated from Reading Terminal. The Allentown via Bethlehem , Quakertown , and Lansdale service was gradually cut back. Allentown–Bethlehem service ended in 1979, Bethlehem-Quakertown service ended July 1, 1981, and Quakertown–Lansdale service ended July 27, 1981. Pottsville line service to Pottsville via Reading and Norristown , also ended July 27, 1981. West Trenton service previously ran to Newark Penn Station ; this

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1562-524: The Airport Line, was once paired with a former Reading line and numbered from R1 to R8 (except for R4), so that one route number described two lines, one on the PRR side and one on the Reading side. This was ultimately deemed more confusing than helpful, so on July 25, 2010, SEPTA dropped the R-number and color-coded route designators and changed dispatching patterns so fewer trains follow both sides of

1633-549: The Center City Commuter Connection, the two electrical systems now meet near Girard Avenue at a “phase break,” a short section of unpowered track, which trains coast across. The gap is necessary because the two electrical systems are not kept in synchronization with each other. The entire system uses 12  kV / 25  Hz overhead catenary lines that were erected by the PRR and Reading railroads between 1915 and 1938. All current SEPTA equipment

1704-665: The Fox Chase Rapid Transit Line on January 14, 1983, as personnel were paid higher salaries for traveling a considerable distance to operate trains based in Newtown. SEPTA, however, settled with the transit union shortly before its strike deadline, a move that rail unions took as a betrayal. The rail unions had hoped that with both the railroads and City Transit shut down, the unions could extract whatever settlement they desired. The railroad strike lasted 108 days, and service did not resume until July 3, 1983, when

1775-462: The PRR and Reading to continue commuter rail services in the Philadelphia region. The PRR and Reading operated both passenger and freight trains along their tracks in the Philadelphia region. Starting in 1915, both companies electrified their busiest lines to improve the efficiency of their passenger service. They used an overhead catenary trolley wire energized at 11,000 volts single-phase alternating current at 25 Hertz (Hz). The PRR electrified

1846-708: The PRR's northeast corridor to New York City. Subsequently, the city purchased new trains. The success of the PSIC subsidy program resulted in its expanding throughout the five-county suburban area under the Southeastern Pennsylvania Transportation Compact (SEPACT) in 1962. In 1966, SEPTA began contracts with the Pennsylvania Railroad and the Reading Company to subsidize their commuter lines. Still,

1917-718: The Paoli line in 1915, the Chestnut Hill West line in 1918, and the Media/West Chester and Wilmington lines in 1928. Both railroads continued electrifying lines into the 1930s, replacing trains pulled by steam locomotives with electric multiple unit cars and locomotives. PRR electrification reached Trenton and Norristown in 1930. Reading began electrified operation in 1931 to West Trenton, Hatboro (extended to Warminster in 1974) and Doylestown; and in 1933 to Chestnut Hill East and Norristown. The notable exception

1988-411: The Pennsylvania and Reading trains had terminated in their respective terminals. Besides making transfers difficult, this led to congestion and reduced capacity. With the opening of the tunnel, Pennsylvania trains would run through the tunnel on to matched Reading lines, and vice versa. This would reduce congestion at the downtown stations, as very few trains would terminate or originate at them, and reduce

2059-498: The Philadelphia and Reading lines with an urban tunnel was first adopted by the Philadelphia City Planning Commission in 1960, under the leadership of Edmund Bacon . Such a tunnel would improve the connectivity of the network. The tunnel was constructed between 1976 and 1984 at a cost of $ 330 million. As part of the tunnel project SEPTA implemented a diametrical mode of operation. Heretofore

2130-513: The R3 and R4 would short turn at Wayne Junction or Suburban Station (as would some R7 trains), which cut against the diametrical principle. To correct this, Vuchich proposed the construction of a connection in the Swampoodle neighborhood between the ex-Pennsylvania Chestnut Hill West Line and the ex-Reading trunk line west of Wayne Junction as part of Stage 2, moving the Chestnut Hill West line to

2201-564: The Reading and PRR to subsidize service on both Chestnut Hill branches. This was not enough to reverse the deterioration of the railroad infrastructure. By 1960, the PSIC assisted with services reaching as far as the city border in all directions. PSIC subsidized trains to Manayunk on the PRR's Schuylkill Branch to Shawmont on the Reading Norristown line, to Fox Chase on the Reading Newtown line, and as far as Torresdale on

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2272-475: The Reading lines and the heavily patronized PRR Paoli line . Full service was gradually restored over the next several weeks. The unions then surprised SEPTA on March 15, 1983, by going on strike, still without contracts, in an action timed to coincide with an expected City Transit Division strike. At the time, the City Transit Division was chafing at SEPTA for discontinuing diesel service on

2343-826: The Silverliner II, in 1967 as the Silverliner III, and the Silverliner IV in 1973. The Silverliner V, a more modern version of the railcar was introduced in 2010. A total of 120 cars were purchased for $ 274 million, and they were constructed in facilities located in South Philadelphia and South Korea by Hyundai Rotem . The cars were built with wider seats and quarter point doors for easier boarding or departing at high-level stations in Center City. The Silverliner V cars represent one-third of SEPTA's regional rail fleet. In late 2014, and

2414-465: The bankrupt PRR and Reading railroads, including the commuter rail operations. Conrail provided commuter rail services under contract to SEPTA until January 1, 1983, when SEPTA assumed operations. The Regional Rail SEPTA inherited from Conrail and its predecessor railroads was almost entirely run with electric-powered multiple unit cars and locomotives. However, Conrail (the Reading before 1976) operated four SEPTA-branded routes under contract throughout

2485-687: The beginning of early 2015, SEPTA began the "Rebuilding for the Future" campaign that will replace all deteriorated rolling stock and rail lines with new, modernized, equipment, including ACS-64 locomotives, bi-level cars, and better signaling. The ACS-64 locomotives for push-pull trains arrived in 2018. SEPTA passenger rolling stock includes: Unit 304 repainted to Conrail heritage livery. Unit 276 repainted to Pennsylvania Railroad heritage livery. Unit 401 repainted to Penn Central heritage livery. All lines used by SEPTA are electrified with overhead catenary supplying alternating current at 12 kV with

2556-670: The campus of Temple University in North Philadelphia . Operations are handled by the SEPTA Railroad Division . Of the 13 branches, six were originally owned and operated by the Pennsylvania Railroad (PRR) (later Penn Central ), six by the Reading Company , while one was constructed under SEPTA in 1985. The PRR lines terminated at Suburban Station; the Reading lines at Reading Terminal . The Center City Commuter Connection opened in November 1984 to unite

2627-457: The check-in counters in departures. In 1990, R5 service was extended from Downingtown to Coatesville and Parkesburg. However, on November 10, 1996, R5 service to Parkesburg was truncated to Downingtown. In 2006, SEPTA started negotiations with Wawa Food Markets to purchase land in Wawa, Pennsylvania to build a new Park-and-Ride facility for a planned restoration of service between Elwyn and Wawa on

2698-477: The era. Commuter service requires large amounts of equipment, large numbers of employees to operate equipment and station sites, and large amounts of maintenance on track that see extremely heavy usage for only six hours a day, five days a week. Meanwhile, the rise in automobile ownership and the building of the Interstate Highway System chipped away at the steady patronage as population in

2769-564: The former R-numbering system for SEPTA, said he had never seen a city the size of Philadelphia "cut transit services quite as drastically as SEPTA. For a system that is already obsolete, any more cutbacks would be disastrous—and likely spell doom for transit in the Philadelphia region. This city would be the first in the world to do that." DVARP said that SEPTA purposely truncated service and that while other commuter railroad counterparts "in North America expand their rail services, SEPTA

2840-497: The last holdout union agreed to a contract to settle from the other rail unions. In the end, SEPTA would treat the rail unions workers as railroad workers rather than transit operators, but their pay scale remains lower than that of other Northeast commuter railroads, such as NJ Transit and the Long Island Rail Road . The strike resulted in lower ridership, which took over 10 years to rebuild. The idea of linking

2911-462: The most inept of all the major transit agencies, though getting a handle on what exactly was the cause of its ills was historically difficult. Railpace Newsmagazine contributor Gerry Williams commented that understanding what routinely transpires in SEPTA upper management rarely made itself clearly known to the general public. Frequently, there were various hidden agendas working in the background, often working at cross purposes with one another. This

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2982-472: The new year. SEPTA had spent most of December 1982 preparing riders for the likelihood of no train service come the new year. Even with the unions' offers to continue working, SEPTA insisted that a brief shutdown of service would still be necessary, arguing that it would not know until the eleventh hour how many Conrail employees would actually come to work for SEPTA. In addition, SEPTA claimed that these employees would have to be qualified to work on portions of

3053-514: The next (i.e. 2025). The township is divided into seven wards, each with one commissioner. All wards have two precincts with the exception of Ward 2, which has three. Springfield Township School District 's boundaries are coterminous with the township's. The school district is composed of nine elected members, each elected for four years. The township is part of State House District 154 , represented by Rep. Napoleon Nelson , and State Senate District 4 , represented by Art Haywood . The township

3124-424: The northeast, and Cheltenham Township to the east. In Philadelphia, it is adjacent to Cedarbrook to the southeast (along Ivy Hill Rd.), shares a corner with East Mount Airy to the south (Stenton and Ivy Hill), and Chestnut Hill to the southwest (along Stenton Ave.) As of 2018 there were 79.20 miles (127.46 km) of public roads in Springfield Township, of which 13.91 miles (22.39 km) were maintained by

3195-573: The northern edge of the township. SEPTA Regional Rail 's Lansdale/Doylestown Line passes through the northern edge of Springfield Township. Oreland station is located in the township, and the North Hills station is located just outside it in Abington Township . SEPTA provides bus service to Springfield Township along City Bus routes 27 , 77 , and L and Suburban Bus routes 94 , 95 , and 97 , serving points of interest in

3266-511: The number of potential passenger transfers as each train reached more destinations. The original plan for the system was made by University of Pennsylvania professor Vukan Vuchic , based on the S-Bahn commuter rail systems in Germany . Numbers were assigned to the Pennsylvania lines in order from south (Airport) to northeast (Trenton); the Reading line matches were chosen to balance ridership,

3337-418: The number of tracks needed. On April 28, 1985, the Airport Line opened, providing service from Suburban Station via 30th Street Station to Philadelphia International Airport . This line runs along Amtrak's NEC, then crosses over onto Reading tracks that pass close to the airport. At the airport, a new bridge carries it over Interstate 95 and into the airport terminals between the baggage claim in arrivals and

3408-646: The original service patterns were introduced, the following termini changed: On July 25, 2010, the R-numbering system was dropped and each branch was named after its primary outer terminals. The 1980s and 1990s were difficult times for SEPTA. While the agency has spent most of its 50-year history staggering from crisis to crisis, the 1980s were a particularly low point. The era was defined by crippling strikes, engineer shortages, drastic service cuts and an abundance of mismanagement. State and local officials, commuters, and general observers were quick to brand SEPTA as

3479-443: The physical characteristics of the lines, and the location of yards. An additional consideration was avoiding crossovers on the trunk lines. and to attempt to avoid trains running full on one side and then running mostly empty on the other. Vuchic recommended seven lines: Stage 1, which represented the state of affairs when the tunnel opened in 1984, was hampered by an "imbalance" between the Pennsylvania lines and Reading lines. Both

3550-499: The rail lines based on ridership is less relevant today than it was when the system was implemented. At a later time, R1 was applied to the former Reading side, shared with the R2 and R5 lines to Glenside station , and R3 to Jenkintown , and R1-Airport trains ran to Glenside station rather than becoming R3 trains to West Trenton. In later years, SEPTA became more flexible in order to cope with differences in ridership on various lines. After

3621-519: The railroads made commuting unpleasant for passengers by neglecting the upkeep of equipment. Faced with the possible loss of commuter service, local business interests, politicians, and the railroad unions in Philadelphia pushed for limited government subsidization. In 1958, the city enacted the Philadelphia Passenger Service Improvement Corporation (PSIC), which consisted of a partnership with

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3692-482: The region. Passenger rail service was previously provided by for-profit companies, but by the 1960s the profitability had eroded, not least because huge growth of automobile use over the previous 30 years had reduced ridership. SEPTA's creation provided government subsidies to such operations and thus kept them from closing down. For the railroads, at first it was a matter of paying the existing railroad companies to continue passenger service. In 1966 SEPTA had contracts with

3763-405: The region." Williams later commented that "unfortunately, there does not seem to be any group out there influential enough to bring shame on SEPTA, and SEPTA just may be beyond shaming anyway." Service to Reading Terminal ended on November 6, 1984, in anticipation of the opening of the Center City Commuter Connection , which opened on November 12, 1984. The tunnel, first proposed in the 1950s,

3834-837: The same route. Former Pennsylvania Railroad lines Former Reading Company lines [REDACTED] There are 154 active stations on the Regional Rail system (as of 2016), including 51 in the city of Philadelphia , 42 in Montgomery County , 29 in Delaware County , 16 in Bucks County , 10 in Chester County , and six outside the state of Pennsylvania (two in Mercer County, New Jersey and four in New Castle County , Delaware ). In 2003, passengers boarding in Philadelphia accounted for 61% of trips on

3905-576: The subsidies could not save the big railroads. The PRR attempted to stay solvent by merging with the New York Central Railroad on February 1, 1968, but the resulting company, Penn Central , went bankrupt on June 21, 1970. The Reading filed for bankruptcy in 1971. Between 1974 and 1976, SEPTA ordered and accepted the delivery of the Silverliner IVs. In 1976, Conrail took over the railroad-related assets and operations of

3976-511: The suburbs grew. When the Philadelphia suburbs were small towns, people lived close enough to a train station to walk to and from the trains. When the suburbs expanded into what had been fields and pastures, the trip to the station required an automobile, leading commuters to remain in their cars and drive all the way into the city as a matter of convenience. Both railroads shed a few minor money-losing routes, but more major pruning efforts ran into public opposition and government regulation. Ending

4047-534: The system unfamiliar to them. A lawyer who regularly commuted from Newtown on the Fox Chase Rapid Transit line filed a class action lawsuit against SEPTA to force the agency to keep trains running. The judge who heard the case, while agreeing that SEPTA probably would not be able initially to operate a full schedule, ordered the agency to keep as much train service running as possible. This resulted in limited service after January 1, 1983 on all

4118-402: The township and offering connections to Philadelphia and other suburbs. As of 2021, there were 20,590 people in the township. The population density was 3,060 people per square mile. There were 7,982 housing units. The racial makeup of the township was 81% White, 9% African American, 2% Asian, and 3% from two or more races. Hispanic or Latino of any race were 4%. The foreign born population

4189-538: The two systems, turning the two terminal stations into through-stations. Reading Terminal was replaced by the newly built underground Market East Station (now Jefferson Station). Most inbound trains from one line continue on as outbound trains on another line. Some trains, including all trains on the Cynwyd Line , terminate on one of the stub-end tracks at Suburban Station . Service on most lines operates from 5:30 a.m. to midnight. Each former PRR line, as well as

4260-507: Was 20,993 in 2022 according the Census Bureau. It includes the villages of Wyndmoor , Erdenheim , Flourtown , and Oreland . The communities of Lafayette Hill , Fort Washington , Laverock , North Hills , Miquon , and Glenside are also situated partly inside the Township. Four locations in Springfield Township, Black Horse Inn , Carson College for Orphan Girls , Springfield Mill , and Yeakle and Miller Houses , are listed on

4331-427: Was 3.9%, with 2% of children under 18 living in poverty and 9% of those 65 or over. Springfield Township has a township-manager form of government and is governed by a seven-member board of commissioners, who are elected for four year terms. The commissioners are elected in odd-numbered years, with half being elected every two years. Odd-numbered districts are elected in one election cycle, and even-numbered districts in

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4402-408: Was 44.9. The age distribution was 21.4% under the age of 18, 4.7% from 18 to 24, 25.8% from 25 to 44, 24.8% from 45 to 64, and 23.3% 65 or older. The median age was 44 under the age of 18, 57% 18-64, and 21% 65 and over. The median household income was $ 109,025 and the per capita income for the township was $ 57,230. Twenty percent of household made more than $ 200,000 per year. The overall poverty rate

4473-505: Was 5.5%, with 8.5% of households speaking a language other than English at home. There were 7,760 households, 68% were married couples living together, 11% had a female householder with no husband present, 4% a male householder with no wife present, and 16% were non-families. The average household size was 2.52. Of the 7,982 housing units, 79% were owner-occupied and 21% rented. Single units account for 82% of all housing, multi-units 18%, and there were no mobile homes. Springfield's median age

4544-584: Was a turbulent one. SEPTA attempted to impose lower transit (bus and subway driver's) pay scales and work rules, which was met by resistance by the BLE (an experiment was already in place on the diesel-only Fox Chase Rapid Transit Line , which used City Transit Division employees instead of traditional railroad employees as a bargaining chip). As the January 1, 1983 deadline approached, the unions stated they agreed to work even if new union contracts were not in place by

4615-564: Was cut back to West Trenton on July 1, 1981, with replacement New Jersey Transit connecting service continuing until December 1982. The final service, Fox Chase-Newtown service, initially ended on July 1, 1981. It was re-established on October 5, 1981, as the Fox Chase Rapid Transit Line , which then ended on January 14, 1983. Most train equipment was either Budd Rail Diesel Cars , or locomotive-hauled push-pull trains with former Reading FP7s . The diesel equipment

4686-469: Was found to be unsafe, putting all four tracks out of service north of Market East Station. In December 1984, a temporary bridge opened, allowing service to resume north of Market East Station. Nonetheless, the results of decades of deferred maintenance on the Reading Viaduct between the Center City Commuter Connection and Wayne Junction continued to threaten the right-of-way. In 1992, the bridge

4757-522: Was initially terminated on July 1, 1981 (along with diesel services to Allentown and Pottsville) and reinstated on October 5, 1981, using operators from the city transit division. This experimental Fox Chase Rapid Transit Line caused a rift in unions within the organization, adding to the March 1983 strike that lasted 108 days. SEPTA management was criticized for the cuts. Vukan Vuchic, the transit expert and University of Pennsylvania professor who designed

4828-515: Was maintained at the Reading Company/Conrail owned Reading Shops , in Reading, PA. The services were phased out due to a number of reasons that included lack of ridership, a lack of funding outside the five-county area, withdrawal of Conrail as a contract carrier, a small pool of aging equipment that needed replacement, and a lack of SEPTA-owned diesel maintenance infrastructure. The death knell for any resumption of diesel service

4899-507: Was often the result of the city (Philadelphia)/Suburban (Bucks, Delaware, Chester, Montgomery) split. The city government had historically been Democratic, the four suburban counties Republican until 2019, when all four suburban counties elected Democratic leadership. This factor is regularly influenced by the changing political winds at the state capital in Harrisburg. In addition, unlike all other U.S. railroad commuter agencies which are

4970-523: Was the Center City Commuter Connection tunnel project, which lacks the necessary ventilation for exhaust-producing locomotives. Service from Cynwyd was extended to a new high-level station at Ivy Ridge in 1980, and the 52nd Street Station closed in the same year. The transition from Conrail to SEPTA, overseen by General Manager David L. Gunn (who later became President of the New York City Transit Authority and Amtrak ),

5041-414: Was the line to Newtown, the Reading's only suburban route not electrified. While the PRR expanded electrification throughout the northeast (ultimately stretching from Washington, D.C. to New York City ), the Reading never expanded electric lines beyond the Philadelphia commuter district. By the late 1950s, commuter service had become a drag on profitability for the PRR and Reading, like most railroads of

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