In 2001, the Market-Frankford Line Extension was estimated to cost $221 million. Current projections place the cost between $393 million and $527 million, though further engineering and design work may refine this estimate.

In terms of overall mobility benefits, the Roosevelt Boulevard Subway significantly outperforms the BRT and LRT alternatives.

The rumor that BSL cars once carried a Rhawn rollsign is true. Rhawn Street was considered a natural terminus at the time, as the Far Northeast was still in the early stages of development.

In March 2026, the first phase of the D Line Extension will open in Los Angeles a project once dismissed as impossible. Philadelphia should take note: if LA can overcome decades of skepticism to expand its subway, the Roosevelt Boulevard Subway can become a reality in the 2030s.

We closed half of Broad Street for subway construction in the 1970s, yet somehow we can't build a subway in an 80-foot dedicated median on Roosevelt Boulevard in the 2030s.

In 1969, a group of Northeast Philadelphia residents filed a lawsuit to halt the Roosevelt Boulevard Subway project. What they opposed was the Northeast Expressway, in whose median the subway would have been built. Instead, they wanted the subway to follow Roosevelt Boulevard to Rhawn Street.

Who's coming to support the Roosevelt Blvd Subway's biggest champion Rep. Jared Solomon. December 8th, Tickets here: secure.actblue.com/donate/12082...

Just to show there are no hard feelings today’s #BuildTheTunnel post will also feature a shout-out to @blvdsubway.bsky.social, a very worthwhile cause to expand rail transit in Philly. Bear down, go birds

We are thankful that in January, we get to continue fighting for the Roosevelt Boulevard Subway!

SEPTA Metro Pylons apprear at Cecil B. Moore Station!

Coming soon? Big thanks to the Montreal REM and Governor Shapiro 🙌

City Hall Station’s glow-up is epic! We still want to see a full renovation in the future, but for now, the cramped, dingy station we all know and love is officially just… cramped. Huge credit to SEPTA—this was an excellent job!

We have to celebrate 🥳 that most Broad Street Line (B) stations have SEPTA Metro Wayfinding and it looks so smooth! Lets start with Walnut-Locust! Part 1

😢 It looks so Green! The City Hall bike lane isn't going anywhere.

The Roosevelt Boulevard Subway isn't just a transportation project; it's a once-in-a-generation chance to address Northeast Philadelphia's affordable housing crisis. Strategic development around new stations could create vibrant, walkable neighborhoods with mixed-income housing.

The Northwest Line should be developed as a standalone, fully automated metro featuring platform screen doors and high-frequency service. The Northwest Line would need to cross the Wissahickon Valley. Fortunately, the Henry Avenue Bridge was designed with a second level.

Had the pleasure of interviewing Michael Greene about his involvement on the Roosevelt Boulevard Subway from 1996 until 2003. More interviews to come!

Each destroyed stretch of track underscores how the dismantling of North Philadelphia's streetcar system remains one of the city's most controversial and preventable planning failures.

Miami-Dade is pushing ahead with the North Corridor Metro Line, maintaining momentum despite mounting challenges. While the project faces significant headwinds with costs escalating from $1.9 billion to $2.2 billion by late 2024, officials remain committed to the 2037 completion target.

It's 1 PM on Saturday and the L is jam packed. Let's go!

Route 23 trolley service will never return, what a shame @SEPTA @PennDOTNews www.pa.gov/agencies/pen...

SEPTA Metro Wayfinding at 15th/City Hall makes navigating this area so much easier!

New Turnstiles at City Hall Station are completed and they look great! Thanks to Joseph!

Can't wait for PennDOT to reveal the alignment for the Roosevelt Boulevard Subway through Lower Bucks County. This project is going to increase job creation and economic development in the Bensalem area.

A Pro Roosevelt Boulevard Subway Bucks County is here!

Let us tax ourselves to pay for public transportation! It's that simple. www.axios.com/local/philad...

PennDOT considered two alternatives for routing I-95: Route 1 would have followed Delaware Avenue on an elevated viaduct, blighting the waterfront. Route 2 the chosen route (I-95 as it exists today), preserved waterfront views but destroyed hundreds of buildings.

These 1950s photos reveal a troubling trend that would continue for decades: elevated lines (ELs) were increasingly viewed as dirty, cumbersome, and second-rate compared to subways. Yet, ELs represented a far easier and cheaper way to expand rapid transit networks.

Frankford needs a comprehensive reinvention, focused on new housing, the redevelopment of the SEPTA parking garage, and stronger measures to address chronic loitering.

I-95 through Philadelphia sparked fierce community resistance. After six years of protests, citizens' groups secured a 1971 agreement to cover the highway, preventing an open trench from permanently dividing downtown from Penn's Landing.

Part 2: Which Photo of Independence Mall do you prefer and why? Everybody comment! Photo credit to @liamblank.bsky.social

As I-95 cut through neighborhoods in Northeast and South Philadelphia, planners faced a key decision: how to handle the L, which would intersect the new highway at the same level. They chose to relocate the L from Front Street to the median of I-95, where it opened on May 16, 1977.

On December 16th, 1965, both the Philadelphia Inquirer and Daily News Reported on the Delaware Valley Regional Planning Commission vision for the future of transit in Philadelphia. Some of this is hard even to comprehend, please give us a hand!

This 1945 photograph captures that era of ambition, showcasing plans for The Philadelphia of Tomorrow a city that would move its elevated subways underground to reclaim its skyline. Within a decade, the L was successfully buried beneath the streets, proving that transformative change was possible.

Hot Take: Independence Mall is a multi-decade disaster and a waste of space that should be filled in.

This post-WWII Philadelphia Inquirer prediction about the city's future is eerily accurate to what we see today. The details they nailed and missed will surprise you. What differences can you spot?

Construction 🚧 continues at 15th/City Hall Station!

Instead of expansion and improvement, Southeastern Pennsylvania is looking at deferral and descoping of public transit projects thanks to the PA Senate GOP!

This looks great! SEPTA Metro Wayfinding has dropped at 15th Street/City Hall

SEPTA Metro Wayfinding is coming to a station near you! 15th Street/City Hall is getting it installed now. Special thanks to Joseph.

PennDOT meetings will likely resume in January after the holidays. The delay is partly due to SEPTA's ongoing crises complicating the political landscape. Despite this, we remain steadfast in our fight for the Roosevelt Boulevard Subway.

When you're walking on South Broad Street you don't have to look far for SEPTA. The new SEPTA Metro Wayfinding shines bright for visitors and residents alike.

SEPTA Police will stop you and give you a ticket if you smoke 🚬 Great job SEPTA Police!

As Honolulu's Skyline Rail demonstrates the viability of modern urban transit expansion, Philadelphia should look to its success as a model for the long-discussed Northwest Line. www.hawaiinewsnow.com/2025/10/16/c...

SEPTA Metro Wayfinding is a priority. The existing signage system creates significant navigation challenges for riders across all stations, hindering accessibility and contributing to passenger confusion, missed connections, and reduced system efficiency.

While skeptics argue that SEPTA's wayfinding system doesn't need improvements, riders tell a different story. We can't wait for every station to feature SEPTA Metro wayfinding. In the meantime, can you tell which station this is?

Northeast Philadelphia's population density and development patterns make it an ideal candidate for heavy rail subway expansion, with residential neighborhoods concentrated along major corridors that could efficiently support high-capacity transit infrastructure.

The Airport Line opened in 1985, just one year after the Center City Commuter Connection tunnel—this marked SEPTA's last system expansion—nearly 40 years ago.

The mezzanine level of Adams Station, located beneath the Sears parking lot, served as storage space for the adjacent Sears regional headquarters. Both structures were demolished in 1994.

Comparing station concepts: PennDOT's has park users walking through an indoor hybrid station. Ours has them walking around a station house. The real design gets hammered out in preliminary engineering and design, but we're clearly on the same page here.