• Service tier: Express (runs express to Frankford, then Local into the core)
• Green Cars: 1 (long express outer leg, hybrid tier)
• Fleet: JR East HB-E210 series, Keisei 3200 series (2025), Kintetsu 1A series, JR East E131 series
• Car length: 10-car, 200m
• Distance: TBD / Round-trip time: TBD / Fleet sizing: blocked on above
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route A is the Blue Line's long northeastern express, and its roster draws from four separate builders held together only by 10-car length and top speed, which is exactly what this run requires. The JR East HB-E210 is a hybrid diesel-electric EMU built for non-electrified lines, its engine note under load one of the only non-electric sounds anywhere on the network despite running full third rail here. Keisei 3200, dating to 2025, is Keisei's newest stainless commuter EMU. Kintetsu 1A is a blue-liveried commuter set on the 8A platform, Kintetsu's first new commuter design in decades. JR East E131 is JR East's standardized local and suburban EMU.

Riders boarding at Newtown Square feel the express character immediately: the doors close at the old West Chester Yards platform, and the next stop of consequence is 69th Street, the strip malls and split-levels of Broomall and Manoa going past the window at speed while the all-stops train that left five minutes earlier is still working its way down West Chester Pike. At Frankford the whole character of the trip changes, and it changes at a specific point: the moment the train drops off the elevated structure north of the transportation center, the express becomes a local, and from there it works the Northeast platform by platform through Cottman and Academy Road before reaching Franklin Mills near the old outlet mall, close enough to the Poquessing Creek that riders can see the tree line out the north-facing windows. The full run takes close to an hour end to end, and a rider feels both halves distinctly: the long fast reach across the county on rail bed engineered for speed, then the patient neighborhood crawl through the rowhouse wards on track that was never meant for anything but stopping. One train runs two speeds, with a single Green Car carried for the length of the journey, the one amenity that doesn't change even when everything else about the ride does.

• Service tier: Local
• Fleet: Fukuoka 4000 series, Toei 6500 series, JR East E231-0 series (set 139, Ska color), JR East E231-800 series
• Car length: 8-car sets across the roster (Fukuoka 4000 reformed from native 6-car, JR East E231-0/JR East E231-800 reformed from native 10-car, Toei 6500 unchanged from native 8-car)
• Speed: ~90-100 km/h range for Fukuoka 4000/Toei 6500; 120-130 km/h for JR East E231-0/JR East E231-800 (PTA Local-tier standard)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route B is Route A's all-stops counterpart on the same western trunk, and the 8-car roster reflects that role. The Fukuoka 4000 entered service in November 2024, Kawasaki-built with Mitsubishi's SynTRACS traction, the first production train anywhere to run synchronous reluctance motors at full scale for roughly a 20 percent energy savings, with longitudinal seating built for the kind of high-turnover subway duty this route demands, riders on and off at nearly every stop rather than settling in for a long ride. The Toei 6500 has run Tokyo's Mita Line since 2022, Kinki Sharyo-built with SiC-VVVF traction and designed around wheelchair and stroller access with onboard telemetry. JR East E231-0, set 139 in JR East's 2021 Sobu and Yokosuka commemorative repaint, and the JR East E231-800, already blue on the Tozai Line, round out the roster shared with Route D.

Route B runs the same rail as Route A through the western townships but stops at every platform Route A passes, starting from West Chester Yards in Newtown Township down through Marple Township at Broomall, into Haverford Township at Manoa and Steel Road, then Upper Darby along State Road before reaching the city line at Millbourne, the point where the suburban stop spacing narrows and stays narrow for the rest of the trip. Inside Philadelphia it picks up the full local sequence along Market Street, 63rd down through 40th, 22nd, and City Hall, the crowd on the platform changing character with every stop, before finishing at Old City among the colonial storefronts near 2nd Street. It has no Northeast tail and no airport connection. Route B's identity is built entirely on patience, trading Route A's long northeastern reach for a stop at nearly every corner between Newtown Square and the river, the train a rider takes because it is going exactly where they live, not because it is fast.

• Service tier: Super Express
• Fleet: JR East E235-1000 series, JR East E531 series, JR US E533 series, JR US E535 series, JR US E537 series, JR US E539 series, JR US Keisei 4000 series (all blue)
• Car length: 10-car
• Speed: 130 km/h (JR East E531 and the JR US sets)
• Route note: every train on Route C runs 2 Green Cars regardless of unit, the one PTA-wide fleet feature specific to this route.
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route C is the Blue Line's airport premium run, and its roster matches that role. The dual-voltage JR East E531 is JR East's 130 km/h Joban Line EMU, built with 2 Green Cars since 2007, and the JR East E235-1000 is JR East's newest Yokosuka and Sobu set, also standard with 2 Green Cars. Alongside them run JR US's E535, E537, and E539, the newest express family on the network, all in Blue Line livery and all fitted to Route C's 2-Green-Car standard.

Route C is built for riders with a flight to catch. It originates in Bensalem, past the top of the Northeast where the rowhouses give way to Bucks County subdivisions, and runs Super Express from the first mile, the fastest tier on the network, calling only at the stops that matter: Grant Avenue, Pennypack, and Cottman, then Frankford and Spring Garden, before dropping under Center City to resurface at Old City by the river. That resurfacing is where the ride turns: the train comes up out of the tunnel into daylight along the Delaware, and from there it heads south and commits fully, passing Columbus Commons and Oregon Avenue through the stadium district and out to the terminals, Terminal C/D/E, Terminal A/B, and PHL International, finishing at the HSR link where the high-speed and regional networks meet under one roof. Every train carries 2 Green Cars regardless of which unit is in service, luggage racks built into the layout rather than treated as an afterthought. This is the one route on the network built entirely around getting a rider somewhere far and fast, with a boarding pass already in hand.

• Service tier: Local
• Fleet: Hanshin 5700 series, JR East E231-0 series (set 139, Ska color), JR East E231-800 series, JR East E233-1000 series
• Car length: 8-car sets, all types (Hanshin 5700 reformed from native 4-car)
• Speed: 120-130 km/h (PTA Local-tier standard; PTA Express-tier trains run 130-140 km/h network-wide)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route D performs the opposite job to Route C on the southern half of the line, running all stops instead of a direct approach, and its 8-car roster is standard local stock sized for that work. The Hanshin 5700 is Hanshin's first new commuter design in twenty years, a Kansai style "Jet Car" built with permanent magnet synchronous motors and passenger-operated doors, the kind of car built for a rider who works these doors themselves every day rather than waits for them. It runs alongside JR East E231-0, set 139, the JR East E231-800, and the JR East E233-1000, the same families used on Route C, already blue or lightly repainted for service here.

Route D mirrors Route C on the southern approach to the airport but carries the opposite temperament: where Route C skips ahead, Route D stops at every platform, working the deep Northeast one station at a time. It begins at Frankford and travels the elevated tracks over Frankford and Kensington Avenues, through Cottman, Tyson, Unruh, and Harbison, then Arrot by Pause Park, Church, Erie Torresdale, Tioga, and the old Kensington and Allegheny junction at Somerset, the dense, close-set stops where the rowhouses sit close enough to touch the steel above them. Through Girard and Spring Garden the train drops off the elevated structure: the transition happens at a specific joint in the line, where the last el support gives way to open track, and reaches Old City, then follows the Delaware down the riverfront past Spruce Street at Harbor Park, Christian and Washington, Pier 70, and Columbus Commons, warehouses and new waterfront construction taking turns outside the window. It shares its southern terminus with Route C but performs the honest local's job, serving every stop and every neighborhood on standard 8-car stock rather than the airport roster. Where Route C is the express to the airport, Route D is the train riders take to work.

Blue Line closeout. The line's two-tier fleet is what allows four separate routes to read as a single system. The 10-car express and airport sets, the JR East HB-E210, the JR East E235-1000, the JR East E531, JR US's E535, E537, and E539, and Keisei's 3200, are built to hold speed across the long open runs to Franklin Mills and the airport on Routes A and C. The 8-car locals, the Fukuoka 4000 and the Hanshin 5700, are sized instead for the stop-by-stop work Routes B and D perform through the western townships and the Northeast wards. Every route shares the same blue livery through the core of the city. Consist length and equipment choice are what quietly separate an all-stops local from an airport express once a train reaches the ends of the line.

• Service tier: Local
• Base pattern of the real-world Route 100 (Norristown High Speed Line) corridor
• Fleet/Consist: R211 + R179 series, 160m, 6-8 car sets
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: The R211 and R179 sharing this roster would not run together in real service. Kawasaki built the R211 as New York's newest B Division subway car, with 58 inch doors for fast boarding, and the R211T variant adds open gangways so riders can walk between cars at speed. Bombardier built the older R179 a full generation earlier, and the two families are not electrically compatible in New York, drawing current on incompatible control systems. Third rail conversion removes that limitation entirely, allowing PTA to mix them freely on the same route without a rider ever noticing which generation of car they boarded.

Route E stops for every Main Line station between Norristown and 69th Street, an unhurried ride through wooded, established suburbs where the train runs under a canopy of trees for long stretches, past Bryn Mawr and Villanova's stone buildings, minutes from Center City without ever feeling like it. Riders take Route E not for speed but because it reaches exactly where they live, a pattern this corridor has held since it first ran as an interurban decades before PTA existed.

• Service tier: Express
• Same corridor as Route E, continues past 69th St through to 30th Street Station
• Fleet/Consist: R211 + R211T series, 200m, 9-10 car sets
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route F runs longer 9 to 10 car R211 and R211T sets, with the T variant's open gangways suited to a faster, busier corridor than Route E requires, riders able to walk the length of the train to find a seat rather than wait for the next set of doors. The two routes share the same tracks out of Norristown, but Route F continues past 69th Street: the point where Route E's riders transfer off and Route F's stay seated is the whole difference between the two, into Center City proper, ending at 30th Street where the Main Line commuter connects with Amtrak and regional rail under the same concourse. It is the one seat ride the real Route 100 never fully provided, closing the distance between the wooded suburbs and the trains that leave Philadelphia altogether.

• Service tier: Local
• Shares Route E's corridor, branches off to serve Wayne instead of continuing to Norristown
• Fleet/Consist: R211 + R179 series, 160m, 6-8 car sets
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route G runs the same mixed R211 and R179 pairing as Route E, sized identically at 6 to 8 cars, since it functions as Route E's shorter counterpart rather than a distinct service. Trains follow the same rails out past Bryn Mawr and Villanova toward the Main Line, but instead of continuing to Norristown, Route G peels off for Wayne at the same junction where Route H turns toward King of Prussia, a tighter and quicker version of the wooded local built for commuters who live closer to the city and never required the full run out to Norristown.

• Service tier: Express
• Same pattern as Route F, diverts onto the King of Prussia extension after Hughes hits Henderson Road: KOP Mall → Town Center → Valley Forge Convention Center
• Fleet/Consist: R211 + R211T series, 200m, 9-10 car sets
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route H runs the identical fleet and speed as Route F, an appropriate pairing since it is the same express concept aimed at a newer kind of destination. Rather than finishing the run into Center City, the train diverts onto the King of Prussia extension after Hughes Road hits Henderson Road, the wooded Main Line corridor giving way to the mall's parking structures right at that junction, continuing through KOP Mall and Town Center before ending at Valley Forge Convention Center. It represents the newest kind of trip on the Main Line corridor, oriented less toward the older towns the Pink Line was built to serve and more toward the office parks and retail sprawl that have grown up around the King of Prussia interchange in recent years.

Pink Line closeout. Four routes ride one wooded spine, distinguished by where they end rather than how they are built. Routes E and G run the local grind on the mixed R211 and R179 fleet, while the longer R211 and R211T sets carry Routes F and H's express service into the city or out to the King of Prussia mall. The Pink Line is the network's one true interurban, sharing trackage only with Green's Route 5 in King of Prussia, simply the Main Line's own quiet, tree-lined run from the suburbs to wherever a rider is headed.

• Service tier: Express
• Formalizes the long-pending Yellow Line truncation at Conshohocken
• Alignment: follows the real-world R6 corridor, then under Main Street (Manayunk) to Ridge Ave, then 33rd Street, then Art Museum, then down along the Schuylkill; continues southwest via Elmwood Ave to the airport
• Fleet: JR US E237 series, JR US E239 series (yellow), 10-car, 2 Green Cars. Backup: JR East E231-0 series, JR East E233-8000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route I Express is the Yellow Line's airport express, running JR US's E237 and E239 in yellow, 10-car formations with 2 Green Cars, backed by the JR East E231-0 and E233-8000, both already yellow in real service.

Route I follows the river out of Conshohocken through Manayunk, running the narrow ledge above the old mill town's canal and towpath, then past Wissahickon and through the York-Dauphin and Zoo corridor before arcing past the Art Museum, the one route on the network where a rider sees the museum's terrace and the Schuylkill in the same window. From there the line turns southwest: the river gives way to the Elmwood corridor here, the museum view giving way to industrial Southwest Philadelphia, passing through Grays Ferry and along Elmwood Avenue to Island Avenue before reaching Terminal C/D/E and Terminal A/B. It performs the same role Blue Line's Route C performs on the other side of the city: premium airport service with Green Cars and dedicated Keisei stock, approaching PHL from the northwest rather than from the Northeast.

• Service tier: Local, all stops
• Alignment: same as Route I Express (R6 corridor → Main St, Manayunk → Ridge Ave → 33rd St → Art Museum → Schuylkill → Elmwood Ave → airport)
• Fleet: JR East E231-0 series, JR East E231-500 series, JR East E233-0 series (yellow), JR East E233-8000 series, JR East E233-8500 series, Keisei 3100 series, 8-car
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route I Local runs the same river approach and airport corridor as the Express but stops everywhere, serving the Manayunk, East Falls, Grays Ferry, and Elmwood platforms the Express passes. Its 8-car roster follows the same yellow principle: E231-0 and E231-500, already Chuo-Sobu yellow, E233-8000 from the Nambu Line, E233-0 repainted from its native Chuo Rapid orange, and the Keisei 3100. There are no Green Cars on the local; it's the everyday train for neighborhood riders and airport workers rather than travelers with luggage.

• Service tier: Express
• Shares Route I's alignment (R6 corridor → Main St tunnel → Ridge Ave → 33rd St → Art Museum → Schuylkill) but diverges after Midvale
• Alignment past divergence: crosses to the other side of the Schuylkill, serving behind the Please Touch Museum, then the Zoo, then 31st-30th Street (University City regional rail hub), then down the 25th Street freight corridor to the Sports Complex
• New 10-train yard/hub built at the Sports Complex terminus, behind the Linc, under I-95
• Fleet: Hanshin 1000 series (yellow), JR East E231-0 series, JR East E233-8000 series, JR East E235 series (yellow). No Green Cars (unlike Route I)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route J Express is the Yellow Line's Sports Complex branch, and its roster is a lighter version of Route I's. The Hanshin 1000, Kinki Sharyo built and Vivace Orange in real service with no yellow variant, carries a straight paint edit for this line, the same approach used for the E531 on Route I. The JR East E231-0 and E233-8000 are shared with Route I's backup pool, and the E235 runs in Chuo-Sobu yellow. Route J does not carry Green Cars, unlike the airport express, since it functions as a stadium connector rather than a premium airport service.

Route J shares Route I's approach off the river out of Conshohocken, through Manayunk and Wissahickon and across York-Dauphin, until Midvale, where the two routes diverge: the split happens at a single interlocking, Route I holding the west bank toward the Art Museum while Route J crosses to the other side of the Schuylkill. From there it passes the Zoo, close enough to Fairmount Park that riders can see it from the window on a clear day, then turns south into the grid through Grays Ferry and Tasker, continuing through the South Philadelphia rowhouse streets to Sienna Place and Penrose before reaching the Sports Complex, where a ten train yard sits behind Lincoln Financial Field beneath Interstate 95, the highway noise audible even on the platform. The route shares its northern stock entirely with Route I, but everything about its southern half is built around event traffic rather than airport travel, which is why it carries no Green Cars. This is the train that empties completely once the gates at the stadiums open and fills right back up the moment the final whistle blows.

• Service tier: Local, all stops
• Alignment: same as Route J Express (Route I's river approach to Midvale, then across the Schuylkill → Zoo → 31st-30th Street → 25th Street freight corridor → Sports Complex)
• Fleet: TBD
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route J Local covers the same Conshohocken-to-stadiums corridor as the Express, calling at every platform along the river, through the Zoo and University City stops, and down the 25th Street corridor through South Philadelphia's rowhouse blocks. On game days it's the train that picks up the neighborhood crowds the Express skips.

Yellow Line closeout. Routes I and J form one line through the northwest and two distinct roles in the south. Both express routes run 10-car yellow trains along the Conshohocken trunk, Route I on JR US's E237 and E239 with Green Cars for the run to the terminals, Route J on its Hanshin, E231, E233, and E235 roster without Green Cars down to the stadium district. The split between the two routes is defined less by equipment than by purpose, airport grade service on Route I and event and commuter service on Route J, sharing one corridor and one color up to the river.

• Service tier: Express
• Line color: Teal
• Runs under Germantown Ave (vs Silver 10/11 under Stenton Ave)
• Fleet (shared across K and L, Local and Express): Tokyu 5000 series, Tokyu 5050 series, Tokyu 5080 series, Y500 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route K Express is the shorter of Teal's two branches, remaining close to Center City throughout its run. It travels Germantown Avenue's historic corridor out of Chestnut Hill's stone built calm, past the market square where the road still runs on Belgian block for a stretch older than the rail line itself, through Mt Airy and Germantown's Revolutionary-era rowhouses, ending at Spring Garden where the same rowhouses give way to converted lofts and studio space just north of downtown. The route moves through three distinct periods of Philadelphia history in a single direction: colonial road, Victorian suburb, and twentieth century industrial conversion, each one visible from the window without a rider needing to know the history to feel the shift.

• Service tier: Local, all stops
• Line color: Teal
• Runs under Germantown Ave (vs Silver 10/11 under Stenton Ave)
• Fleet (shared across K and L, Local and Express): Tokyu 5000 series, Tokyu 5050 series, Tokyu 5080 series, Y500 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route K Local runs the same Germantown Avenue corridor as Route K Express on the same Tokyu roster, but stops at every station from Chestnut Hill West down to Spring Garden. It's the neighborhood train for Mt Airy and Germantown, the one riders catch for a stop or two along the avenue rather than a run downtown.

• Service tier: Express
• Line color: Teal
• Shares Route K's origin at Chestnut Hill West, different terminus; runs under Germantown Ave
• Fleet (shared across K and L, Local and Express): Tokyu 5000 series, Tokyu 5050 series, Tokyu 5080 series, Y500 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route L Express shares Route K's origin at Chestnut Hill West and follows the same Germantown Avenue corridor for most of the journey, riding the same colonial road through the same Victorian blocks, but past the point where Route K peels off toward Spring Garden's lofts, Route L keeps going east into Bridesburg, a quiet riverfront neighborhood of rowhouses and industrial yards along the Delaware that much of the city overlooks entirely. The two routes ride the same historic spine for the majority of the trip, with Route L finishing on a longer, quieter stretch once the branches divide, the studio-loft energy of Spring Garden replaced by the working waterfront's own kind of quiet.

• Service tier: Local, all stops
• Line color: Teal
• Shares Route K's origin at Chestnut Hill West, different terminus; runs under Germantown Ave
• Fleet (shared across K and L, Local and Express): Tokyu 5000 series, Tokyu 5050 series, Tokyu 5080 series, Y500 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route L Local runs the same Germantown Avenue corridor as Route L Express on the same Tokyu roster, but stops at every station from Chestnut Hill West down to Bridesburg. It's the neighborhood train for Mt Airy and Germantown, the one riders catch for a stop or two along the avenue rather than a run downtown.

Teal Line closeout. One shared Tokyu roster runs a single corridor down Germantown Avenue that ends in two different places, Route K settling into Spring Garden's studio blocks near the core and Route L continuing all the way to the Delaware at Bridesburg. Neither route required a repaint, since the equipment already carried a livery close enough to teal to satisfy the network's color matching rule.

• Service tier: Express
• Line color: Purple
• Fleet: Tokyo Metro 18000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route M Express represents the long diagonal cut across the city, running from Roxborough to South Philadelphia and crossing nearly the full width of Philadelphia on one line. Route M Express skips ahead between the major interchanges from the Andorra hillside down to 8th and Washington, the terminal platform close enough to the Italian Market's produce stands and rowhouse bakeries that riders can smell the neighborhood before they reach the stairs. Route M functions less as a single neighborhood line and more as a cross section of the entire city, touching hillside suburb, rowhouse grid, and immigrant-market blocks along one continuous route without a rider ever needing to transfer.

• Service tier: Local, all stops
• Line color: Purple
• Fleet: Tokyo Metro 13000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route M Local covers the same corridor as Route M Express, from the shared Andorra platform to 8th and Washington, but stops at every station, on the silver-bodied Tokyo Metro 13000 with its blue Hibiya Line stripe. It's the all-stops half of Route M, serving the neighborhood platforms the 18000 series express passes.

• Service tier: Express
• Line color: Purple
• Shares only the Andorra origin with Route M; different corridor entirely
• Fleet: Tokyo Metro 18000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route N Express shares Route M's platform at Andorra and nothing beyond it: the split happens at the first switch out of the terminal, one train curving toward the city and the other away from it. Rather than turning south, the route heads in the opposite direction, into the far Northeast toward Somerton, where the rowhouses give way to split-level homes and quiet cul-de-sacs near the Bucks County line. The fleet, the livery, and the origin point are identical to Route M's, but the trip itself is the inverse: rather than a direct run through the city's center, Route N travels to its outer edge, the same purple train serving two versions of Philadelphia that barely resemble each other.

• Service tier: Local, all stops
• Line color: Purple
• Shares only the Andorra origin with Route M; different corridor entirely
• Fleet: Tokyo Metro 13000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route N Local covers the same corridor as Route N Express, from the shared Andorra platform to Somerton, but stops at every station, on the silver-bodied Tokyo Metro 13000 with its blue Hibiya Line stripe. It's the all-stops half of Route N, serving the neighborhood platforms the 18000 series express passes.

Purple Line closeout. Routes M and N share a single origin and a single fleet, yet the two routes otherwise have nothing in common. The shared platform at Andorra is closer to a coincidence than a plan, since from that point Route M runs toward the Italian Market while Route N runs toward the county line.

• P-A: Lindenwold ↔ University City
• P-B: Lindenwold ↔ 8th & Washington Ave
• Service tier: Local, skip-stop only in the Lindenwold-approach segment, not a distinct tier of its own. Real-world grounding: historical PATCO skip-stop service. P-A stops at the first station out of Lindenwold; P-B skips that station and stops at the next one instead: the two branches alternate rather than running the same stops. Open flag: P-A and P-B share 1-2 stations somewhere in this skip-stop stretch, Walter Rand is confirmed as one of them, the rest not yet determined. Once both branches reach the Philadelphia side, skip-stop ends and each runs all-stops Local the rest of the way to its own terminus.
• Same real-world PATCO alignment, extended at the Center City end
• Fleet: MTR S-Train, MTR K-Train, MTR C-Train, MTR Q-Train, CRRC #4 (MBTA Red Line)
• Car length: 8-car, 160-180m
• Speed: 140 km/h
• Operator: PATCO
• Real-world basis: the PATCO Speedline (Lindenwold Line), opened 1969, about 23 km with 14 stations today
• Real stations kept (east → west): Lindenwold, Ashland, Woodcrest, Haddonfield, Westmont, Collingswood, Ferry Avenue, Broadway (Walter Rand), City Hall (Camden), Franklin Square, 8th & Market, 9-10th & Locust, 12-13th & Locust, 15-16th & Locust
• PTA extensions: P-A continues west past 15-16th & Locust to University City; P-B runs to 8th & Washington Ave (branch point and extension stops TBD)
• Key transfers: Lindenwold (T Express; NJT Atlantic City Line in real life), Walter Rand (most Red Line routes), University City (3-level hub), 8th & Washington (U Express, V Express, Purple M, Orange 2)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route P is the spine everything else on the Red Line grew around, PATCO's own Lindenwold run kept almost exactly as it is, skip-stop included. It starts in the Lindenwold parking-lot suburbs, runs the old Camden & Atlantic alignment through Haddonfield's brick-sidewalk downtown and Collingswood's gallery blocks, then climbs onto the Ben Franklin Bridge, where the Camden waterfront and the Philadelphia skyline sit in the same window for about ninety seconds. On the Philadelphia side it drops into the Locust Street subway under Washington Square West, and this is where PTA's hand shows: instead of dying at 15-16th & Locust, P-A carries on to University City and P-B turns south to 8th & Washington at the edge of the Italian Market. The core of the trip is still the ride South Jersey commuters have taken since 1969; the extensions just give them somewhere further to go once they're across the river.

• Service tier: single service, no Local/Express distinction
• Fleet: JR East E209 series, JR East E501 series
• Speed: 140 km/h
• Operator: NJT × PTA joint
• Car length: TBD
• Terminus: Clementon, Camden County, home of Clementon Park, an amusement park operating since 1907
• Alignment: Walter Rand → southeast through Audubon → Haddon Heights → Barrington → Somerdale → Stratford → past Lindenwold → Clementon
• No PATCO connection: Q parallels the Speedline through this stretch but never meets it: no shared station, no transfer
• Key transfers: Walter Rand
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route Q works the old railroad towns strung along the White Horse Pike, the ones that grew up around commuter stations and never quite lost the shape. Out of Walter Rand it runs southeast through Audubon, Haddon Heights, Barrington, Somerdale and Stratford, a chain of small downtowns, ballfields and porch-front blocks, running past Lindenwold without ever touching PATCO's rails and finishing at Clementon, where the amusement park has been pulling summer crowds off the Pike since 1907. It doesn't split into Local and Express, it just runs; the trip is short enough that nobody would gain much from skipping stops.

• Service tier: Local, all stops (6-8 car, per the Red Line Local standard)
• Fleet: Meitetsu 9100 series
• Speed: 140 km/h
• Operator: NJT × PTA joint
• Car length: 6-8 car
• Alignment: Walter Rand → south along the river corridor → Westville → Woodbury → west to West Deptford
• Shared corridor: the Westville to Woodbury stretch follows the corridor of the planned Glassboro-Camden Line
• Key transfers: Walter Rand; Woodbury
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route R heads the other way out of Walter Rand, south along the Delaware into the working edge of Gloucester County, past refinery tanks, scrapyards and the Route 130 strip through Westville, then into Woodbury, the county seat, where the courthouse and the Broad Street storefronts still anchor the town. From there it turns west for West Deptford's riverfront townships, the quiet, spread-out end of the line. Between Westville and Woodbury it runs the same corridor the planned Glassboro-Camden Line was drawn on, which is why Routes Y and Z-A ride alongside it before continuing south.

• Service tier: Express
• Fleet: Kintetsu 8A series, Kintetsu 9020 series, Kintetsu 5820 series, Kintetsu 3220 series, JR US E533 series (red)
• Car length: 8-10 car (Red Line Express standard)
• Speed: 140 km/h
• Operator: PTA
• Origin: Springfield Mall, Springfield Township, Delaware County (Baltimore Pike and Sproul Road)
• Alignment: Delaware County → West Philadelphia → 8th & Market → across the Delaware → joins PATCO's Lindenwold corridor → Lindenwold
• Key transfers: 8th & Market (PATCO P); PATCO Route P along the Lindenwold corridor; Lindenwold (NJT Atlantic City Line in real life)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: T Express is the network's one true suburb-to-suburb crossing, and it has no real-world counterpart. It starts at Springfield Mall where Baltimore Pike meets Sproul Road, runs east through Delaware County's split-levels and strip malls, and keeps going straight across the Delaware to join PATCO's corridor out to Lindenwold. The river crossing is the whole point: a Pennsylvania suburb and a New Jersey suburb on one uninterrupted line, no transfer, no Center City detour. At Lindenwold it lands on the same platform as Route P and, in the real world, NJ Transit's Atlantic City Line.

• Service tier: Local, all stops
• Fleet: Kintetsu 8A series, Kintetsu 9020 series, Kintetsu 5820 series, Kintetsu 3220 series
• Car length: 6-8 car (Red Line Local standard)
• Speed: 140 km/h
• Operator: PTA
• Alignment: Springfield Mall → Delaware County → West Philadelphia → University City (Red Line level of the 3-level hub)
• Key transfers: University City
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: T Local keeps the same Springfield Mall origin and Kintetsu roster, but stays on the Pennsylvania side. It stops everywhere through Delaware County and the West Philadelphia grid before ending on University City's Red Line level, the bottom of a three-level hub where Yellow and regional rail sit above. It's the everyday version of the trip: shoppers, students and commuters going a few stops, not the cross-river run.

• Service tier: Express
• Fleet: Tobu 70000 series
• Car length: 8-10 car (Red Line Express standard)
• Speed: 140 km/h
• Operator: NJT × PTA joint
• Origin: Marlton, Evesham Township, Burlington County (Routes 70 and 73)
• Alignment: Marlton → Cherry Hill → Walter Rand → river crossing → 8th & Market → 8th & Washington Ave, South Philadelphia
• Key transfers: Walter Rand; 8th & Market (PATCO P); 8th & Washington (PATCO P-B, V Express, Purple M, Orange 2)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: U Express starts in Marlton, where Routes 70 and 73 cross in a sprawl of office parks and shopping plazas, then runs west through Cherry Hill's postwar subdivisions to Walter Rand. Past the hub it crosses the river and ends at 8th & Washington, on the edge of the Italian Market, which gives Burlington County riders a single-seat ride to South Philadelphia rather than a change in Camden. The Tobu 70000 sets were built for exactly this kind of run: long, straight, suburban at one end and dense at the other.

• Service tier: Local, all stops
• Fleet: Tobu 70000 series
• Car length: 6-8 car (Red Line Local standard)
• Speed: 140 km/h
• Operator: NJT × PTA joint
• Alignment: Marlton → Cherry Hill → Walter Rand, all stops
• Key transfers: Walter Rand
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: U Local covers the same Marlton-to-Camden stretch on the same Tobu stock, but stops at every platform through Evesham and Cherry Hill before ending at Walter Rand. It's the commuter half of Route U, feeding the hub where PATCO, the River Line and half the Red Line meet, and where anyone bound for Philadelphia changes trains.

• Service tier: Express
• Fleet: JR Kyushu 303 series
• Car length: 8-10 car (Red Line Express standard)
• Speed: 140 km/h
• Operator: NJT × PTA joint
• Origin: Moorestown Mall, Route 38, Moorestown, Burlington County
• Alignment: Moorestown Mall → west through Burlington and Camden Counties → river crossing → 8th & Market → 8th & Washington Ave (Walter Rand stop not yet confirmed)
• Key transfers: 8th & Market (PATCO P); 8th & Washington (PATCO P-B, U Express, Purple M, Orange 2)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: V Express begins at Moorestown Mall on Route 38, the Burlington County shopping anchor, and runs west across Camden County and the river to 8th & Washington, on the edge of the Italian Market. It gives Burlington County a second South Philadelphia ride alongside U Express, and keeps one more train out of University City, which already takes the bulk of the Red Line's Philadelphia-side terminations. The JR Kyushu 303 sets, built for Fukuoka's airport subway, handle the mix of surface running and tunnel the trip demands.

• Service tier: Local, all stops
• Fleet: JR Kyushu 303 series
• Car length: 6-8 car (Red Line Local standard)
• Speed: 140 km/h
• Operator: NJT × PTA joint
• Terminus: Entertainment Center, Camden waterfront, the real River Line's southern terminal station, beside the Freedom Mortgage Pavilion
• Key transfers: River Line Local at Entertainment Center
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: V Local shares the Moorestown Mall origin and the 303 fleet but stops everywhere on the way in and ends at the Entertainment Center on the Camden waterfront, the same station the River Line terminates at, in the shadow of the Freedom Mortgage Pavilion. On concert nights it's the busiest train on the route; the rest of the time it's a plain all-stops run serving the platforms the Express skips.

• Service tier: Local, all stops (6-8 car, per the Red Line Local standard)
• Routing (rough): Biedeman / Cramer Hill → East Camden → Ablett Village → North Camden → Aquarium (Camden Waterfront) → south to Glassboro. Does not stop at Walter Rand.
• Fleet: TBD, undecided
• Operator: NJT × PTA joint
• Real-world grounding: Cramer Hill and Ablett Village are East Camden neighborhoods with no rail service today; the Aquarium stop matches the real River Line's Aquarium station at Adventure Aquarium
• Key transfers: River Line Local at Aquarium; Glassboro (Y, Z-A)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route W is the Red Line's all-stops workhorse, and it exists for the Camden neighborhoods everything else passes by. It starts at Biedeman in Cramer Hill, rowhouses and riverfront parks hard against the Delaware, works through East Camden and Ablett Village, crosses North Camden, and reaches the waterfront at the Aquarium before heading south to Glassboro. It skips Walter Rand entirely, which is the point: this is the train that gets people across their own city without routing them through the hub everyone else uses.

• River Line corridor, express service: Trenton → Walter Rand → river crossing → 8th & Market → follows Route T's alignment west to University City
• Fleet: GTX-A (exclusive to Routes X and Y, high-speed metro built for the long South Jersey stretches)
• Car length: 8-car
• Speed: up to 198 km/h (GTX-A; the only Red Line services above the line's 140 km/h standard)
• Operator: NJT × PTA joint
• Real-world basis: NJ Transit's River Line (opened 2004, 20 stations, about 55 km Trenton to Camden), run here as an express
• Key transfers: Trenton Transit Center (NJT Northeast Corridor, SEPTA Trenton Line, Amtrak in real life), Walter Rand, 8th & Market (PATCO Route P), University City
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route X takes the River Line corridor, an all-stops light rail route in the real world, and runs it as a high-speed express. From Trenton, with the state capitol dome behind the train, it follows the Delaware south past Bordentown, Burlington and Palmyra, calls at Walter Rand, crosses the river to 8th & Market, then picks up Route T's alignment west to University City. It turns a 55-kilometer local crawl into a genuine one-seat commute, and the GTX-A sets, built for Korea's express metro, are the only trains on the network fast enough to make the distance pay.

• Same River Line corridor as Route X, different terminus
• Fleet: GTX-A, same as Route X
• Car length: 8-car
• Speed: up to 198 km/h (GTX-A; the only Red Line services above the line's 140 km/h standard)
• Operator: NJT × PTA joint
• Alignment (confirmed): River Line corridor from Trenton to Camden, then south along the corridor of NJ Transit's planned Glassboro-Camden Line, a real, still-unbuilt light rail project of about 29 km via Woodbury and Pitman to Rowan University (fits the network's planned-projects doctrine)
• Key transfers: Trenton Transit Center; Glassboro (W, Z-A)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route Y shares Route X's Trenton origin, its GTX-A fleet and the whole river run, then keeps going where X turns for University City. South of Camden it follows the corridor of the Glassboro-Camden Line, the light rail New Jersey has been planning for decades and never built, through Woodbury and Pitman to Rowan University. State capitol at one end, college quad at the other, and in between the one stretch of this network that exists in real life only as a proposal.

• Z-A: University City ↔ Rowan University, Glassboro, via Walter Rand: Express the whole run
• Z-B: University City ↔ Turnersville, via Walter Rand: Express until it leaves the shared trunk for the Turnersville branch, then Local to Turnersville; the Turnersville branch serves Gloucester Premium Outlets
• Open flag: Z-B may later run Express on the Turnersville branch too, with another route taking over Local service on that branch: not decided.
• Fleet: JR West 225 series, JR West 227 series, JR West 323 series
• Speed: 140 km/h
• Operator: NJT × PTA joint
• Car length: 8-10 car (Red Line Express standard)
• Z-A alignment (confirmed): University City → 8th & Market → Walter Rand → south along the planned Glassboro-Camden Line corridor → Rowan University
• Z-B branch: follows Z-A through 8th & Market and Walter Rand, then leaves the shared trunk for Gloucester Premium Outlets (Blackwood, Gloucester Township, off Route 42) and Turnersville (Washington Township, Black Horse Pike)
• Key transfers: University City, 8th & Market (PATCO P), Walter Rand, Glassboro (W, Y)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route Z is University City's own line into Gloucester County, one route with two branches that share a platform in Philadelphia and part ways past Walter Rand. Z-A holds express the whole way down the Glassboro corridor to Rowan University; Z-B runs with it until the Turnersville branch, then drops to all stops for the outlet mall crowds off Route 42 at Blackwood and the Black Horse Pike subdivisions beyond. Both branches run the JR West 225, 227 and 323 sets that used to carry X and Y, Kansai commuter stock now doing suburban work on the far side of the river.

• Full real-world River Line route, all stops
• Fleet: TBD, undecided
• Car length: 6-8 car
• Speed: 140 km/h
• Operator: NJT
• Real-world basis: NJ Transit's River Line, opened 2004, 20 stations over about 55 km from Trenton to the Camden waterfront; diesel light rail in real life, third-rail metro here
• Real stations (north → south): Trenton Transit Center, Hamilton Avenue, Cass Street, Bordentown, Roebling, Florence, Burlington Towne Centre, Burlington South, Beverly/Edgewater Park, Delanco, Riverside, Cinnaminson, Riverton, Palmyra, Route 73/Pennsauken, 36th Street, Walter Rand, Cooper Street/Rutgers, Aquarium, Entertainment Center
• PTA extension: continues past Entertainment Center to Bellmawr (extension stops TBD)
• Key transfers: Trenton Transit Center, Walter Rand, Aquarium (W), Entertainment Center (V Local)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: The River Line Local runs the whole Delaware corridor, all twenty real stations from Trenton Transit Center down through Bordentown, Burlington, Riverside and Palmyra to the Camden waterfront, then continues on PTA trackage to Bellmawr. It's the patient counterpart to Routes X and Y on the same rails: the train for riders whose stop is Delanco or Riverton, places the express blows through at 140 km/h. In the real world this corridor carries diesel light rail; here it's third rail like everything else.

Red Line closeout. No part of the Red Line was designed as a single unified system. It reads instead like eight separate transit agencies that happened to settle on the same color. Route P, the PATCO service, is the real spine that most riders recognize. Routes Q and R are short spokes out of Walter Rand, to Clementon and West Deptford. Route T crosses from Delaware County into Camden County's PATCO corridor, while U and V reach into Burlington County, from Marlton to Moorestown Mall. Route W is the all-stops local from Cramer Hill through Camden's neighborhoods to Glassboro, while Route Z's two branches link University City with Glassboro and Turnersville. Routes X and Y turn the River Line corridor into a genuine express service linking Trenton with Philadelphia, via Walter Rand, or with Glassboro. The joint operating arrangement between PATCO, PTA, and NJ Transit is not incidental to the line's identity. It defines it.

• Service tier: Super Express
• Green Cars: mixed fleet, half the sets built with 3 Green Cars, half with 2; 3-car sets rostered to peak/high-demand airport runs
• Alignment: past Neshaminy Mall, to Broad, to Oregon, up Penrose, to the airport
• Fleet: JR Central 315 series, JR East E531 series (orange, 2 Green Cars), JR US E533 series (orange), JR US Keisei 4000 series (orange)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 1 represents the Orange Line's fastest and longest reach, a straight run from the Neshaminy Mall's parking lots down the full length of Broad Street, the deep City Hall platform the one stop where every rider feels how far underground the line has settled, then on past Oregon Avenue and up Penrose to the airport gates. It is a long ride made efficient by stopping almost nowhere, connecting Bensalem to the airport in a single seat and serving as the anchor every other Orange route is measured against.

• Service tier: Express
• Same alignment as Route 1 out of Neshaminy, terminates at 8th & Washington Ave via the Broad Ridge Spur instead of continuing to the airport
• Fleet: JR Central 313 series, JR Central Kiha 25 series, JR East E129 series (no Green Cars)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 2 leaves Neshaminy on the same tracks as Route 1 but diverges before the airport: the Broad Ridge Spur peels off south of the core, a single flying junction that quietly decides which riders end up at a gate and which end up on a South Philadelphia street corner, to finish at 8th and Washington instead. It functions as the practical counterpart to Route 1's premium airport run, no Green Cars and no luggage racks, serving riders who need access to Broad Street's middle stretch rather than a connection to the terminals.

• Service tier: Super Express
• Green Cars: mixed fleet, half the sets built with 3 Green Cars, half with 2; 3-car sets rostered to peak/high-demand airport runs
• Alignment: Cedarbrook down Cheltenham Ave to Broad, then follows Route 1's alignment to the airport
• Service note, Oregon Ave to Penrose: the one deliberate exception to Route 3's Super Express pattern. Route 3 runs local for the three stops on this stretch, picking up infill stops to give that neighborhood service it wouldn't otherwise get. Route 1 covers the same stretch and skips all of it, running straight through from Oregon to Penrose. This is the only place on either route where the two diverge in stopping pattern.
• Fleet: Keisei 3000 series (airport livery), JR East E129 series (2 Green Cars), JR US E533 series (orange), JR US Keisei 4000 series (orange)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 3 mirrors Route 1's airport service but originates from the other side of the city, traveling down Cheltenham Avenue from the Cedarbrook shopping center to Broad Street: the merge onto Route 1's own alignment is the defining moment of the ride, two separate Super Express trains from two separate suburbs suddenly running the same rail, before joining for the remainder of the trip to the terminals. The one place the two trains part ways again is Oregon Avenue to Penrose, where Route 3 quietly drops into a local stopping pattern to serve the neighborhood in between, the single infill exception on an otherwise stop-nowhere route, while Route 1 runs the same stretch without slowing down. Two shopping centers feed two Super Express routes that share the same finish line at the airport, with Cedarbrook approaching from the northwest rather than from Bensalem in the far Northeast.

• Service tier: Express
• Consist: 8-10 car
• Fleet: CRRC #14 (MBTA Orange Line cars), JR Central Kiha 25 series, JR East E129 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 3 Express shares Cedarbrook's platform with Route 3 but trades the airport for Navy Yard, running the full length of Broad Street south past the point where Route 3 breaks off for the terminals, continuing instead straight through to the shipyard gates. This follows the same one origin, two destination pattern that Routes 1 and 2 use out of Neshaminy, mirrored here at the opposite end of the city with Cedarbrook standing in for the mall up north.

• Service tier: Local
• Consist: 8-car
• Fleet: CRRC #14, JR Central 311 series, JR Central 211 series, JR Central Kiha 25 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 4 serves as the honest all-stops spine of the entire line, running Broad Street's full length from Fern Rock in North Philadelphia down to Navy Yard, with every platform served and every rider's local stop covered, no matter how far from either terminus it sits. It makes no attempt at speed because none is required, functioning as the backbone the express routes are built upon, the same trip Broad Street riders have always taken, extended past its old southern terminus to run longer than the original line ever did.

Orange Line closeout. Nothing on this line required a genuine repaint, which is the entire point. The roster arrived already suited to the role, with JR Central's house orange and Boston's factory orange aligning with the network's color matching rule almost by coincidence. Two Super Express routes race two different suburbs to the airport, two slower counterparts cover the same trips at a walking pace by comparison, and Route 4 ties the whole spine together beneath them.

• Alignment: Tredyffrin Township, shares corridor with the Pink Line in KOP, connects and runs with the R5 corridor, subway under Lancaster Ave to 36th Street, then 30th Street, under Arch St, snakes to Franklin Square, hits Spring Garden, then Aramingo Ave to Torresdale Ave to Academy and on to State Road
• Fleet: JR East E235 (Yamanote-color, green), JR East E531 series (green), JR US E533 series, JR US E535 series, JR US E537 series, JR US E539 series, JR US E237 series, JR US E239 series (all green)
• Backup: JR East E231-0 series (green), JR East E231-500 series (green), JR East E231-1000 series, JR East E233-6000 series, JR East E233-7000 series; this same pool is the actual working fleet on Route 6 Local and Route 8
• Green Cars: up to 3 (longest diagonal), per the Green Cars list above; JR East E231-1000 already carries them in real service
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 5 is the longest single ride on the entire network, and it earns that distance honestly. It travels past Valley Forge in Tredyffrin Township, shares track with the Pink Line through the King of Prussia sprawl, then picks up the old R5 corridor along Lancaster Avenue as the Main Line's wooded edge gives way to West Philadelphia's rowhouse grid, that handoff from suburban right-of-way to city street is the first real turn of the ride. From there it descends underground at 36th Street, passing beneath Arch Street and Franklin Square's colonial era green space, surfacing again at Spring Garden, daylight returning after the longest stretch of tunnel on the line, the second turn, before running the Aramingo and Torresdale corridor out to State Road in Bensalem. It crosses nearly the entire metropolitan area in a single diagonal run, from suburb to city and back to suburb, which is precisely why the Green Car decision for this route remains unresolved. Nobody has determined yet how long a ride must be before it qualifies as a premium one.

• Fleet: Osaka Metro 30000A series, JR East E231-0 series (green), JR East E231-500 series (green), JR East E231-1000 series, JR East E233-6000 series, JR East E233-7000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 6 takes Route 5's backup fleet and makes it the primary equipment, running the western half of the Green Line's local service from 59th Street into Spring Garden, every platform along the way served rather than skipped. It serves as the shorter, calmer counterpart to Route 5's marathon, covering the same West Philadelphia rowhouse blocks over a fraction of the distance, on the same corridor Route 8 also uses to hold down the northeast half of the same local job.

• Stops: 52 · Distance: 53 km · Round-trip time: 1:30:18
• Headway: per the Metro Local table (see Headway Tables). (An earlier route-specific note read 8 trains/hour peak, 3 off-peak; superseded by the network tables. The 14/5 active-train counts below were derived from it and need re-deriving.)
• Fleet size: 16-17 trainsets owned total, including spares
• Radnor yard: 8 tracks (2 active, 6 reserved for parking/secondary depot)
• Bellweather yard: approx. 7 slots, off-peak storage
• Construction sequencing: Bellweather yard/connector first, then the Radnor 8-track layout, then single-train testing before revenue service
• Fleet: JR East E721 series

Character: Route 7 Local operates entirely on its own, unrelated to the Express despite sharing a number. It runs a long, patient route from Radnor's wooded Main Line quiet all the way to Bellweather, 52 stops end to end over 53 kilometers, the kind of trip that trades speed for total coverage rather than apologizing for it. Radnor's eight track yard, six of those tracks given over to parking and a secondary depot, and Bellweather's smaller seven-slot storage lot bookend a line built around reliability rather than excitement: eight trains per hour at peak is enough that a local rarely needs to consult a schedule, the next train simply the one that shows up.

• Note: distinct from Route 7 Local above, same number, different line/tier, no relation
• Consist: 8-10 car
• Fleet: Sendai Subway 3000 series, Osaka Metro 400 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 7 Express provides a fast connection out of the western suburbs, running directly from Wayne to Sports Complex without routing through Center City at all: no City Hall stop, no downtown transfer, the one Green Line route that treats the core of the city as something to go around rather than through. It is built for one specific trip, from the Main Line to game day, and completes it without the detour every other cross-town route takes on its way downtown.

• Service tier: Local
• Operating pattern: revenue-deadhead: the same trainsets serve both passenger runs and empty moves back to the yard
• Structure: three lines: the Route 8 passenger line, a Yard A ↔ Stop 4 empty-train connector, and a yard parking line
• Build status: dispatch scripting not yet written (queue_train_run_line + event_line_stop)
• Known limitation: the passenger-routing AI doesn't yet account for empty-train dispatch, riders boarding past Stop 4 can be left short. Mitigate by timing yard returns against headway until the scripting above is in place.
• Fleet: Osaka Metro 30000A series, JR East E231-0 series (green), JR East E231-500 series (green), JR East E231-1000 series, JR East E233-6000 series, JR East E233-7000 series (same roster and character as Route 6 Local)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 8 anchors the Green Line's middle stretch, running from Academy in the Northeast down into Spring Garden on the same roster Route 6 uses, the trainsets themselves indifferent to which half of the city they're serving on a given day. The two local routes split the city's width between them, with Route 6 covering the west and Route 8 holding the northeast to core corridor, together covering the ground Route 5's express skips over on its way to Bensalem.

• Longer-term extension planned toward Yardley
• Fleet: Tobu 80000 series, JR East E233-2000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 9 closes the loop at the Green Line's southern edge, running directly between Sports Complex and Academy without Route 8's longer haul into Spring Garden, a short, brisk express that exists mainly to give the southern half of the line its own dedicated service rather than leaning on Route 5's long diagonal. It is the shortest full route on this line today, though the planned Yardley extension would eventually push its northern reach well past Academy toward the Bucks County line, doubling a route that currently barely qualifies as a commute.

Green Line closeout. Route 5's diagonal marathon is the spine every other route is measured against. Routes 6 and 8 split the shorter local work between west and northeast, Route 7 Local quietly serves the Main Line's own long haul to Bellweather under a name it happens to share with an unrelated express, Route 7 Express connects Wayne to game day without the downtown detour, and Route 9 holds the short southern loop with room to grow. Nearly the entire fleet already carried green livery before joining this line, one of the few instances where the color matching rule required almost no work at all.

• Service tier: Express
• Short-turn: University City
• Southern tail: → Grays Ferry → follows the river → 61st/63rd/67th/70th Passyunk → PPA lot → Fort Mifflin → UPS Lot West (terminus)
• Shares the Fort Mifflin → UPS Lot West tail with the Umber Line (intentional double-service); Umber continues alone beyond UPS Lot West through Essington to Subaru Park
• Terminates against Tinicum Yards, the shared airport-side yard where the Blue, Yellow, and Orange airport services stable; one batch of Silver's fleet stables there, the other at Yard 1 in Eddystone, reached by empty moves over the riverfront rails beyond UPS Lot West
• Fleet (shared across Routes 10 and 11, Local and Express): Keisei 3700 series, Keisei 3000 series, Tokyu 2020 series, Tokyu 3020 series, Tokyu 6020 series, Toei 5500 series, Keisei 4000 series (JR US)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 10 Express represents the Silver Line's long haul, and the second half of the trip is where it distinguishes itself. It travels through Grays Ferry, then hugs the river along 61st, 63rd, 67th, and 70th at Passyunk, past a PPA parking lot and the weathered brick walls of Fort Mifflin: the fort itself the visible marker that the ride has left the neighborhoods behind and entered the industrial tail, before finishing at UPS Lot West, the platform set against Tinicum Yards, where the Blue, Yellow, and Orange airport services stable their trains, so Route 10 ends its run at the door of the yard that keeps it. This corridor once received little attention but has been stitched into one of the network's longest routes, deliberately sharing its Fort Mifflin approach with the Umber Line to double up service on a tail that previously had none at all, then handing everything beyond UPS to Umber's trains alone, Silver's own sets following those riverfront rails only as empty moves bound for Yard 1 at Eddystone.

• Service tier: Local, all stops
• Short-turn: University City
• Southern tail: → Grays Ferry → follows the river → 61st/63rd/67th/70th Passyunk → PPA lot → Fort Mifflin → UPS Lot West (terminus)
• Shares the Fort Mifflin → UPS Lot West tail with the Umber Line (intentional double-service); Umber continues alone beyond UPS Lot West through Essington to Subaru Park
• Terminates against Tinicum Yards, the shared airport-side yard where the Blue, Yellow, and Orange airport services stable; one batch of Silver's fleet stables there, the other at Yard 1 in Eddystone, reached by empty moves over the riverfront rails beyond UPS Lot West
• Fleet (shared across Routes 10 and 11, Local and Express): Keisei 3700 series, Keisei 3000 series, Tokyu 2020 series, Tokyu 3020 series, Tokyu 6020 series, Toei 5500 series, Keisei 4000 series (JR US)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 10 Local runs the same Stenton Avenue corridor out of Chestnut Hill East as Route 10 Express, on the same shared Silver roster built for constant stopping and starting, but calls at every station down to UPS Lot West. It's the train this fleet was built for: short hops, dense platforms, riders on and off at every stop.

• Service tier: Express
• Short-turn: University City
• Shares Route 10's origin at Chestnut Hill East, different southern terminus
• Fleet (shared across Routes 10 and 11, Local and Express): Keisei 3700 series, Keisei 3000 series, Tokyu 2020 series, Tokyu 3020 series, Tokyu 6020 series, Toei 5500 series, Keisei 4000 series (JR US)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 11 Express rides the same Stenton Avenue corridor as Route 10 out of Chestnut Hill East, sharing every stop until the two routes reach their southern split, but where Route 10 commits to the long industrial haul toward UPS Lot West and the airport's flank, Route 11 breaks off for Bellweather District instead, a newer and more contained end of the line, with University City's three-level hub remaining available as a short-turn option for riders who never needed the full run.

• Service tier: Local, all stops
• Short-turn: University City
• Shares Route 10's origin at Chestnut Hill East, different southern terminus
• Fleet (shared across Routes 10 and 11, Local and Express): Keisei 3700 series, Keisei 3000 series, Tokyu 2020 series, Tokyu 3020 series, Tokyu 6020 series, Toei 5500 series, Keisei 4000 series (JR US)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 11 Local runs the same Stenton Avenue corridor out of Chestnut Hill East as Route 11 Express, on the same shared Silver roster built for constant stopping and starting, but calls at every station down to Bellweather District. It's the train this fleet was built for: short hops, dense platforms, riders on and off at every stop.

Silver Line closeout. One shared fleet and one shared origin at Chestnut Hill East produce two very different southern personalities: Route 10's long industrial reach toward the airport's edge, and Route 11's shorter run into Bellweather. Stenton Avenue defines Silver's entire identity, the quieter and less storied counterpart to Teal's cobblestoned Germantown Avenue one street over.

• Service tier: Express
• Alignment: Chester Transit Center → R2 corridor elevated on Woodland Ave → Grays Ferry → 22nd Street → Art Museum → Hunting Park Ave → Wayne Junction → Ogontz Ave diagonal → Cheltenham
• Fleet: Keihan 13000 series, Keihan 10000 series, Keihan 9000 series, Keihan 3000 series (plus mixed Express turns by the 7200 and 8000 series)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 12 Express is the Slate Line's principal route, riding the elevated Woodland Avenue tracks out of Chester: the same real-world R2 right-of-way that has carried rail traffic over this stretch for a century, before cutting through Grays Ferry and past the Art Museum, then climbing north through Hunting Park to Wayne Junction's old rail crossroads and out the Ogontz Avenue diagonal to Cheltenham. The route touches nearly every kind of Philadelphia in one trip, from industrial Delaware County through riverside neighborhoods, the museum district, North Philadelphia rail country, and the leafy Cheltenham corridor at the end, a borough-hopping tour few single routes anywhere on the network attempt.

• Service tier: Local, all stops
• Alignment: Chester Transit Center → R2 corridor elevated on Woodland Ave → Grays Ferry → 22nd Street → Art Museum → Hunting Park Ave → Wayne Junction → Ogontz Ave diagonal → Cheltenham
• Fleet: Keihan 7200 series, Keihan 8000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 12 Local rides the same corridor as Route 12 Express out of Chester, but stops at every station to Cheltenham, on the Keihan 7200 and 8000 series that cover local duty on the Slate Line. It's the all-stops half of the route, serving the Woodland Avenue platforms and neighborhood stations the Express skips.

• Service tier: Express
• Alignment: shares Route 12's elevated Woodland Ave corridor out of Chester, then turns south across the river to Deptford Mall
• Fleet: Keihan 13000 series, Keihan 10000 series, Keihan 9000 series, Keihan 3000 series (plus mixed Express turns by the 7200 and 8000 series)
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 13 Express shares Chester and the entire Keihan roster with Route 12, riding the same elevated Woodland Avenue tracks out of the same origin, but past the point where Route 12 continues toward Grays Ferry, Route 13 turns south instead, crossing the river into New Jersey and finishing at Deptford Mall. Where Route 12 offers a tour of the city, Route 13 delivers a straight, no-frills commuter run to the South Jersey suburbs.

• Service tier: Local, all stops
• Alignment: shares Route 12's elevated Woodland Ave corridor out of Chester, then turns south across the river to Deptford Mall
• Fleet: Keihan 7200 series, Keihan 8000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 13 Local rides the same corridor as Route 13 Express out of Chester, but stops at every station to Deptford Mall, on the Keihan 7200 and 8000 series that cover local duty on the Slate Line. It's the all-stops half of the route, serving the Woodland Avenue platforms and neighborhood stations the Express skips.

Slate Line closeout. One origin at Chester and one shared fleet, split by duty rather than by route, serve two directions that could not be more different: Route 12's long climb through the heart of Philadelphia to Cheltenham, and Route 13's turn across the river to the Jersey suburbs. Riders refer to this line as the black lines on the map, though Slate is the name that stuck.

• Service tier: Express
• Shares the Slate 12 corridor up to Route 309
• Fleet: Odakyu 3000 series, Odakyu 4000 series, Tobu 60000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 14 Express begins in Marple in Delaware County and rides the Slate Line's own corridor for most of its length, sharing Route 12's rails up through Wayne Junction, distinguishing itself mainly by ending at Route 309 rather than continuing on with Route 12's longer tour through Philadelphia. It is a route defined more by what it borrows than what it owns, a Navy colored train running on someone else's rails for most of the trip and never quite pretending otherwise.

• Service tier: Local, all stops
• Shares the Slate 12 corridor up to Route 309
• Fleet: Odakyu 3000 series, Odakyu 4000 series, Tobu 60000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 14 Local covers the same Marple-to-Route 309 run as the Express on the same Odakyu and Tobu pool, stopping at every station along the borrowed Slate corridor. It's the all-stops Navy train, sharing platforms with Slate's own locals for most of the trip.

Navy Line closeout. With Routes 15 and 16 split off onto the Ruby and Sapphire Lines, Navy is left as the Marple-to-Route 309 connector, a Navy-colored train running on Slate's rails for most of the trip and never pretending otherwise.

• Service tier: Express
• Terminates alongside Sapphire Route 16 at Woodhaven & Academy (transfer to Blue C)
• Shares the Academy trackage with Blue A/C (which run through Academy to their termini) and Green 5/8/9
• Fleet: Odakyu 3000 series, Odakyu 4000 series, Tobu 60000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 15 Express runs out of Cedarbrook, through Academy, and on past the junction to Woodhaven and Academy, pulling in beside the Sapphire Line at the Blue C transfer. It runs on trackage shared with Blue's Routes A and C and Green's Routes 5, 8, and 9, Academy's own tracks carrying more distinct services than any other single junction on the network, less its own corridor than a ruby-colored thread through the network's busiest interchange.

• Service tier: Local, all stops
• Shares the Academy trackage with Blue A/C and Green 5/8/9
• Fleet: Odakyu 3000 series, Odakyu 4000 series, Tobu 60000 series
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 15 Local handles the shorter Cedarbrook-to-Academy segment, stopping everywhere and ending at the Academy junction rather than continuing to Woodhaven. It's the neighborhood half of the Ruby Line, feeding riders into Academy's cluster of Blue, Green, and Ruby services.

Ruby Line closeout. One route, two tiers, and one busy junction: Ruby's job is to get Cedarbrook riders into Academy, with the Express carrying on to meet the Sapphire Line and Blue C at Woodhaven. (Name note: "Ruby" was once a working name for what is now the Umber Line; the two are unrelated.)

• Service tier: Super Express
• Green Cars: 2
• Alignment: Marple Crossings → Wissahickon → up Chelten → Olney → snakes through the Northeast → terminates Woodhaven & Academy, shared with Ruby Route 15 Express (transfer to Blue C there, not a through-run)
• Fleet: Alstom SC30, Odakyu 5000 series (5000 exclusive to Route 16); driver-operated
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 16 is a true Super Express spine cutting across the northern half of the city, from Marple Crossings through Wissahickon, up Chelten Avenue's Germantown corridor, through Olney, and out into the winding Northeast streets before finishing at Woodhaven and Academy. It does not through-run onto Blue's corridor; riders headed further transfer to Route C at that terminus instead, the handoff between lines rather than a continuation of one. Two Green Cars, the SC30, and its own exclusive Odakyu 5000 sets mark this as a line built to feel like a distinct event rather than a simple connector.

Sapphire Line closeout. Split off from Navy, the old Super Express spine now has its own name, its own color, and its own fleet, the one line on the network known internally by a single letter.

• Service tier: Express
• Line color: Cream
• Origin: Oak Lane (Oak Lane & Ashburner) → down 5th Street → Navy Yard
• Trunk: 5th Street → Sports Complex → joins the Orange Line → Navy Yard; shares the Orange Line yard
• Fleet: JR US E237 series, JR US E239 series (cream); driver-operated
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 17 Express begins at Oak Lane and Ashburner, in the quieter blocks of the city's Northwest, then commits to 5th Street for the remainder of the trip, running straight down a corridor that never carried rail before this line, through the Sports Complex junction where it joins the Orange Line's approach and shares its yard, finishing at Navy Yard. It is the shorter of the Subway's two feeders, a direct run down one numbered street with no detours and nothing borrowed until the very end.

• Service tier: Local, all stops
• Line color: Cream
• Origin: Oak Lane (Oak Lane & Ashburner) → down 5th Street → Navy Yard
• Trunk: 5th Street → Sports Complex → joins the Orange Line → Navy Yard; shares the Orange Line yard
• Fleet: JR US E237 series, JR US E239 series (cream); driver-operated
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 17 Local runs the same Oak Lane-to-Navy Yard path as the Express on the same cream-liveried JR US E237 and E239 fleet, but stops at every station down 5th Street. It's the all-stops service on a corridor that never had rail before, the train for riders going a few blocks rather than the full length.

• Service tier: Express
• Line color: Cream
• Fox Chase → Oxford Ave → Route 1 → Whitaker Ave → 5th Street → Navy Yard (through-runs the full length)
• Fleet: JR US E237 series, JR US E239 series (cream); driver-operated
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 18 Express originates further out and takes longer to reach the trunk, starting at Fox Chase on the city's edge, running down Oxford Avenue, crossing Roosevelt Boulevard's ten lanes of traffic below, and threading Whitaker Avenue before finally joining 5th Street for the run to Navy Yard. It functions as the full through-run version of what Route 17 does in miniature, covering more of the Northeast's rowhouse blocks before settling onto the same cream liveried spine for the trip south.

• Service tier: Local, all stops
• Line color: Cream
• Fox Chase → Oxford Ave → Route 1 → Whitaker Ave → 5th Street → Navy Yard (through-runs the full length)
• Fleet: JR US E237 series, JR US E239 series (cream); driver-operated
• Stops: TBD · Distance: TBD · Round-trip time: TBD

Character: Route 18 Local runs the same Fox Chase-to-Navy Yard path as the Express on the same cream-liveried JR US E237 and E239 fleet, but stops at every station down 5th Street. It's the all-stops service on a corridor that never had rail before, the train for riders going a few blocks rather than the full length.

5th Street Subway closeout. Two different starting points in the city's north, Oak Lane and Fox Chase, feed one shared spine down 5th Street, running on one shared cream fleet of JR US E237 and E239 sets. As the newest addition to the map, it reads accordingly: a clean, singular corridor rather than the inherited patchwork found across much of the rest of the network.