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Silverliner V
SEPTA No. 834 on the Warminster Line approaching Hatboro station
RTD No. 4028 on the A Line at Denver Airport station.
In service
  • SEPTA: 2010–present
  • RTD: 2016–present
ManufacturerHyundai Rotem[1]
Built atSouth Philadelphia, Pennsylvania
Family nameSilverliner
Replaced73 Silverliner II and Silverliner III's[1] (SEPTA)
Constructed2009–2016
Number built
  • Total: 186
  • SEPTA: 120
  • RTD: 66
Fleet numbers
  • SEPTA: 701–738, 801–882
  • RTD: 4001–4066
Capacity
  • SEPTA: 107 (single car), 109 (married pair car)
  • RTD: 91 per car
Operators
Specifications
Car body constructionStainless steel[2]
Car length85 ft 1.5 in (25,945 mm)[2]
Width10 ft 6 in (3,200 mm)[2]
Height14 ft 8 in (4,470 mm)[2]
Floor height4 ft 3 in (1.30 m)
Doors
  • SEPTA: 3 per side, 2 with traps
  • RTD: 2 per side
Maximum speed
  • Service:
  • 110 mph (180 km/h) (SEPTA)
  • 79 mph (130 km/h) (RTD)
  • Design: 110 mph (180 km/h)[2]
Weight146,600 lb (66,500 kg)[3]
Traction systemMitsubishi Electric IGBT–VVVF inverter[2]
SEPTA: MAP-204-A12VD185[4]
Traction motorsMitsubishi Electric 3-phase AC induction motor[2][5]
SEPTA: MB-5127-A[6]
Acceleration3 mph/s (4.8 km/(h⋅s)) up to 30 mph (48 km/h)
Deceleration
  • Minimum reduction: 0.4 mph/s (0.64 km/(h⋅s)) up to 50 mph (80 km/h)
  • Suppression: 1.6 mph/s (2.6 km/(h⋅s)) up to 50 mph (80 km/h)
  • Full service: 2.5 mph/s (4.0 km/(h⋅s)) up to 50 mph (80 km/h)
  • Emergency: 3 mph/s (4.8 km/(h⋅s))
Electric system(s)
Current collectionPantograph
UIC classificationBo′Bo′
AAR wheel arrangementB-B
BogiesBolsterless, GSI 70[2]
Braking system(s)Pneumatic, one outboard disc, one tread per wheel[2]
Dynamic/Regenerative
Coupling systemWABCO Model N-2
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge

The Silverliner V is an electric multiple unit railcar designed and built by Hyundai Rotem. It is used by Philadelphia's SEPTA Regional Rail and Denver's Regional Transportation District. This is the fifth generation railcar in the Silverliner family of single level EMUs.

SEPTA Regional Rail

[edit]

The cars feature expanded interiors and windows, additional entrances and screens used to display information about the service.[7] They are all ADA compliant and meet Federal Railroad Administration safety requirements.[8] The cars were expected to arrive in 2005, but due to contract disputes, design delays, and a factory needing to be built in South Philadelphia, they did not arrive until 2010. SEPTA ordered a total of 120 cars at a cost of $274 million;[7] the first cars arrived in the United States on February 28, 2010 (five years overdue) from South Korea, where they were manufactured by Hyundai Rotem.[7][8] The cars were built in South Korea and the final assembly took place in South Philadelphia.[7] The cars entered revenue service on October 29, 2010, and all 120 were to be completed by the end of 2011.[9]

However, due to delays that were reported to last until mid-2012, SEPTA is owed millions in fines for the overdue equipment.[10] SEPTA also closed off the very front row of seats due to safety concerns.[11] The last of the 120 cars arrived on the property for testing in February 2013. Cars 735, 736, 871, and 872 are owned by the state of Delaware. However, they are used systemwide for service and are not restricted to use on services to Delaware only.[citation needed] On July 2, 2016, SEPTA removed all 120 of its Silverliner V cars – a third of its fleet – from service due to fatigue cracks in the trucks, leading to reduced service system-wide.[12] The agency received some of the trains back in September 2016; but subsequently withdrew 18 cars after an additional defect was identified – a “clearance issue” that led to occasional contact between old and new components.[13] SEPTA announced that it could resume normal schedules on October 3 and would receive all trains by November 2016.[14]

RTD Commuter Rail

[edit]

In 2010 Denver's Regional Transportation District selected the Silverliner V for its new commuter rail line. A total of 66 cars were purchased in the married pair configuration for a total of $300 million. The first four cars were delivered to Denver on December 3, 2014, with service to start in 2016.[15] As of 2020, Silverliner V trains were used on the RTD's A, B, G and N lines.

Differences between the RTD and SEPTA cars include support for only 25 kV 60Hz AC electrification, two center-opening high-level doors per side, less powerful traction motors, full-width cabs, and e-bells.

Electromagnetic interference

[edit]

Some users of audio equipment have found that the presence of tracks carrying Silverliner V cars has introduced detrimental electromagnetic interference to the playback and recording of audio. This phenomenon also affects audio and PA electronics inside the cars, although Hyundai Rotem has fitted filters to lessen the effect on internal equipment.[16]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Silverliner V

View on Grokipedia
from Grokipedia
The Silverliner V is an (EMU) railcar model manufactured by , primarily for the 's system in the area, with 120 cars introduced in 2010. The model is also used by the in for its lines, with 66 cars entering service starting in 2016. These cars represent a significant upgrade over previous Silverliner models for , featuring modern amenities to enhance passenger comfort and efficiency on commuter routes. SEPTA procured its 120 cars under a $274 million awarded in 2006, with final costs reaching approximately $330 million including spares and training, to replace 74 aging Silverliner II and III vehicles dating back over 40 years. The first three pilot cars arrived by ship at Philadelphia's Packer Marine Terminal in March 2010 for testing at 's Roberts Yard, with full delivery delayed until 2013 due to production setbacks that incurred $13 million in penalties from the manufacturer. Their debut run occurred on October 29, 2010, as Train 1062 on the , marking the start of gradual integration into service to alleviate overcrowding. Key design features include spacious interiors with larger windows for improved views, wider aisles and doors for easier boarding, enhanced bench seating, energy-efficient climate control, and ADA-compliant accommodations for two wheelchairs per car. Additional modern elements comprise LCD digital panels for route information, flat-panel screens for announcements, non-glare LED lighting, and a top speed capability of 110 mph, all while meeting (FRA) safety standards. These cars operate without traditional pulls, functioning as self-propelled units in consists of multiple vehicles, which streamlines operations across SEPTA's 13 regional lines spanning five counties. Despite their advancements, the Silverliner V fleet has faced notable operational challenges, including early issues with shoddy welds, engine failures after idling, and door malfunctions in cold weather reported as early as 2014. A major setback for occurred in July 2016 when all 120 cars—comprising about one-third of its fleet—were sidelined due to fatigue cracks in the equalizer beams of the truck assemblies, a critical structural component. Repairs, involving full replacement of the beams by and local fabricators, proceeded in phases, with the cars returning to service weekly starting in late August 2016 and all operational by early November 2016; temporary measures like leased coaches and schedule adjustments minimized disruptions during this period. As of November 2025, the Silverliner V cars continue to form a core part of both 's and RTD's fleets, supporting daily ridership while ongoing maintenance addresses wear from high utilization.

History

Procurement and development

In the early , SEPTA's fleet of Silverliner II and III railcars, dating back to the , had exceeded 40 years of service and required replacement to maintain reliable operations. The aging cars suffered from increasing maintenance demands and reliability issues, prompting SEPTA to initiate a process for modern electric multiple units compatible with its existing . SEPTA issued a request for proposals in 2004 for 120 new railcars, attracting bids from four manufacturers, including a led by known as United Transit Systems (UTS). Although UTS received the lowest technical rating among the bidders due to its limited U.S. experience, it offered the lowest price, leading to an initial contract award in 2004. Competitor Kawasaki Rail Car Inc. challenged the selection through a , alleging that UTS failed to meet experience requirements and that the evaluation process was flawed, resulting in the contract's cancellation and a rebid. To resolve the dispute and avoid further legal costs, SEPTA reissued the RFP in 2005, awarding the contract to in March 2006 for $274 million, covering 120 cars plus spares, training, and assembly at a new facility. The procurement emphasized requirements for ADA , energy-efficient , and with SEPTA's and signaling systems. The project timeline faced delays from the 2004 planning through the 2006 award, exacerbated by the and the need to establish Hyundai Rotem's U.S. assembly operations. Funding came from a combination of federal grants through the and Pennsylvania state bonds, enabling SEPTA to proceed with debt service for the acquisition. Separately, the (RTD) in pursued its own procurement to equip new commuter rail lines under the program. In June 2010, RTD awarded a $163.64 million contract for 50 Silverliner V cars, later expanded to 66 cars in married-pair configuration for approximately $300 million total, with deliveries starting in 2013. This order included adaptations such as 25 kV AC electrification to suit Colorado's regional infrastructure and support expanded service from .

Delivery and entry into service

The Silverliner V railcars for were manufactured by at its facility in , , beginning in 2009 and continuing through 2013. The production process involved final assembly of body shells fabricated in , with the plant handling localization and outfitting to meet U.S. standards. The first three pilot cars arrived by ship in on March 2, 2010, and underwent initial acceptance testing, including integration with existing systems and overload simulations to verify structural integrity under FRA guidelines. These tests ensured compliance with (FRA) certification requirements for passenger equipment, focusing on , electrical systems, and dynamic performance. The first revenue service for SEPTA's Silverliner V occurred on October 29, 2010, with three cars entering operation on the . Despite this milestone, the rollout faced early challenges during the 2010–2011 shakedown period, including software glitches in communication systems and wayside integration that caused intermittent operational disruptions; these were progressively resolved through iterative updates and testing. Deliveries proceeded amid significant delays attributed to supply chain issues and quality control, resulting in incurring approximately $13 million in at a rate of $200 per day per late car for the initial 104 units. The complete fleet of 120 cars was delivered by December 2013, marking the end of production at the Philadelphia facility. For Denver's (RTD), the Silverliner V cars were also produced by , with manufacturing spanning 2012 to 2015 to support the commuter rail expansion. The first four cars arrived in Denver on November 21, 2014, and immediately entered a rigorous testing phase, including FRA-compliant overload evaluations and pantograph-catenary interaction trials on the electrified segments. Full entry into service began with the opening of the A Line on April 22, 2016, where the 66-car fleet was integrated without major early glitches, benefiting from lessons learned in SEPTA's deployment.

Design

Construction and materials

The Silverliner V railcars employ a single-level body construction, providing structural integrity, lightweight design, and resistance to for extended with minimal requirements. Measuring 85 feet in , the cars are engineered for a maximum operating speed of 110 mph, supporting efficient performance on both and RTD networks. The exterior cladding uses corrosion-resistant , eliminating the need for frequent repainting and reducing lifecycle costs. These railcars incorporate a crash-energy management system that complies with (FRA) standards, featuring controlled deformation zones to absorb impact forces and protect occupants during collisions. The design incorporates a crash-energy management system compliant with (FRA) standards for enhanced safety. Manufactured by , the Silverliner V cars underwent final assembly at the company's facility in , , to satisfy Buy America provisions requiring at least 60% domestic content in materials and manufacturing for federally assisted projects. This localization ensured compliance while leveraging U.S. labor and supply chains for welding and fabrication processes. Versions for and the differ in configuration to suit operational needs: cars feature three doors per side to facilitate high-density urban boarding, while RTD cars have two doors per side optimized for suburban service with primarily high-platform stations. The empty weight is approximately 146,600 pounds for cars, with RTD variants about 5,000 pounds lighter due to minor structural adjustments, influencing acceleration and track loading.

Passenger accommodations

The Silverliner V railcars are designed to provide comfortable and efficient passenger accommodations for service, with interiors optimized for high-volume urban travel in the system and longer-distance regional routes in the RTD network. Each car features bright, spacious layouts with large windows to enhance natural light and views, contributing to an improved riding experience compared to older models. Seating configurations vary between operators to suit their service demands. cars employ a mix of and 2+1 (or 3+2) arrangements, providing 109 fixed seats per car while allowing flexibility for standees through flip-up seats in priority areas. In contrast, RTD cars use an all- layout with 91 larger seats equipped with headrests, emphasizing comfort for extended trips, and a total capacity of 170 including standees. Both versions include overhead storage racks and dedicated baggage areas near entry doors for convenience during boarding. Accessibility is a core feature, with each car dedicated to two ADA-compliant spaces equipped with securement points for wheelchairs. cars incorporate automatic bridge plates at mid-car doorways to facilitate wheelchair boarding from low platforms, complemented by an automatic stop announcement system. RTD cars enable level boarding directly from station platforms at all doors, eliminating stairs and supporting seamless access for mobility devices, rolling luggage, and strollers. Amenities focus on modern commuter needs, including a (PIS) with interior LCD screens for next-stop announcements and travel updates, alongside digital panels and a . Interiors use durable vinyl upholstery on seats for easy maintenance and passenger comfort. Enhanced climate control maintains a consistent environment, while wider aisles in cars accommodate peak-hour crowds and bicycles via foldable seating spaces. RTD cars include dedicated racks for up to four bicycles, with an overall design prioritizing quiet operation and ergonomic elements for regional journeys.

Propulsion and performance

The Silverliner V railcars collect power via pantographs from overhead catenary systems. In service, they are designed for compatibility with the network's electrification at approximately 12 kV 25 Hz AC, while RTD operations utilize 25 kV 60 Hz AC. The traction system, provided by Electric, employs IGBT-VVVF inverters to drive four three-phase AC induction motors per car, enabling efficient power delivery. recovers during deceleration, feeding it back to the overhead lines to reduce overall consumption. Performance characteristics include a top service speed of 110 mph for SEPTA configurations and 79 mph for RTD, with acceleration up to 3 mph per second and blended braking systems achieving a stopping distance of about 1,500 feet from 80 mph. These metrics support reliable operation on commuter routes with frequent stops. The Train Control and Management System (TCMS) facilitates multiple-unit configurations of up to 12 cars, coordinating propulsion, braking, and diagnostics across the consist. Integration with automatic train stop (ATS) and positive train control (PTC) systems, including ACSES II, ensures safety compliance. Compared to the Silverliner IV, the V model offers roughly 20-27% greater energy efficiency in terms of vehicle-miles per gallon, enhanced by , LED headlights, and low-emission auxiliary components like climate control.

Operations

SEPTA Regional Rail

The Silverliner V railcars entered service on in 2010, initially operating on select routes before expanding across the network. SEPTA operates a fleet of 120 Silverliner V cars, which constitute approximately one-third of its total fleet and are deployed on all 13 lines serving the Philadelphia metropolitan area. These cars see high-frequency usage on certain lines, such as the Airport Line and Chestnut Hill West Line, where they handle peak commuter demand; they were initially mixed with older Silverliner models until the full fleet rollout was completed in 2013. Following structural repairs in 2023 addressing fatigue issues, all 120 Silverliner V cars returned to full service by early November 2023, restoring operational capacity. In 2024 and 2025, amid federally mandated inspections of the aging Silverliner IV fleet due to electrical fire risks, increased reliance on the Silverliner V cars to maintain service levels, avoiding widespread cancellations on key routes. On November 14, 2025, completed inspections of its 223 Silverliner IV cars ahead of the FRA deadline, with gradual return to full service expected over the following weeks as approximately five cars per day are reintroduced. The Silverliner V fleet supports a significant portion of Regional Rail's annual ridership, which reached 17.9 million unlinked passenger trips in 2023, with the cars contributing to efficient operations across urban and suburban corridors. Maintenance for these cars is primarily conducted at the Wayne Junction facility, where routine inspections and overhauls ensure reliability. To meet federal safety requirements, implemented software updates for (PTC) on the Silverliner V cars, achieving full compliance across the system by 2017.

Regional Transportation District

The (RTD) in operates a fleet of 66 Silverliner V cars, configured as 33 married pairs, which serve as the backbone of its network on the A, B, G, and N lines. These cars were integral to the system's initial launch in 2016 with the opening of the A and B lines, and subsequent expansions in with the addition of the G and N lines as part of the program, a voter-approved initiative to expand regional transit infrastructure. Unlike SEPTA's procurement, RTD's Silverliner V cars are adapted for a single system of 25 kV 60 Hz AC. The A Line, spanning 23 miles from to , utilizes V cars equipped with doors compatible with the airport's high-level platforms for seamless passenger access. The B and G lines primarily support commuter peak-hour services, connecting suburban areas like Westminster and Arvada to , with the cars' 91-seat capacity per vehicle well-suited to moderate demand on these routes. Unique adaptations for Colorado's climate include pantographs designed to withstand and accumulation, ensuring reliable overhead contact during winter operations. Service has evolved from the 2016 debut of initial lines to full electrified operations across all four routes by late 2020, with the 2025 Customer Excellence Survey indicating improved reliability perceptions among rail users. The fleet serves approximately 32,100 weekday riders as of the second quarter of 2025, with cars typically based and stabled at the yard for efficient turnaround.

Challenges and resolutions

Structural issues

In July 2016, routine maintenance inspections on SEPTA's Silverliner V fleet revealed fatigue cracks in the equalizer beams—a critical component of the frames—on nearly all 120 cars, prompting the immediate removal of the entire fleet from service to ensure safety. The cracks, which originated at weld points in the 9-foot steel beams supporting the cars' weight and suspension, affected about 95% of the vehicles and stemmed from flaws in the process. This sidelining reduced capacity by approximately one-third, leading to service cuts and the leasing of older cars from other agencies. Hyundai Rotem, the manufacturer, took responsibility for the repairs under the terms of SEPTA's original contract, which included provisions for defects affecting more than 5% of the fleet. The company redesigned the equalizer beams to eliminate welds, opting for a more durable cast-steel construction expected to last at least 30 years, and began fabrication through U.S. partners. Each repair took about 12 days per car, with the first vehicles returning to service the week of August 21, 2016, followed by approximately 10 cars per week thereafter; the full fleet was restored by early November 2016. Hyundai Rotem incurred costs exceeding $2.7 million by September 2016 for testing, procurement, and initial fixes, plus daily liquidated damages of $200 per sidelined car. In July 2023, similar but minor hairline fatigue cracks were identified in the equalizer beams of 115 out of 120 Silverliner V cars during routine inspections, echoing vulnerabilities from the original construction materials and design. and initiated targeted reinforcements and implemented protocols for non-destructive crack detection, allowing phased repairs without a full fleet grounding. Cars began returning to service in late August 2023 at a rate of about 10 per week, achieving full operational status by the week of November 6, 2023. The Regional Transportation District (RTD) in Denver, operating 57 Silverliner V cars on its A Line since 2016, encountered fewer structural issues due to significantly lower annual mileage compared to SEPTA's high-utilization network. Following SEPTA's 2016 discovery, RTD conducted precautionary inspections and applied preventive retrofits to the equalizer beams in 2016–2017, averting widespread problems; isolated cracks prompted part replacements in 2019 without service interruptions. Throughout both incidents, no injuries or derailments were reported, highlighting the effectiveness of early detection through maintenance protocols. The events resulted in heightened (FRA) oversight of the fleet, including mandatory reporting and inspection standards, to prevent recurrence. Post-2023, the FRA has maintained enhanced inspection protocols for the fleet to ensure long-term structural integrity. As of November 2025, no further significant structural issues have been reported for the Silverliner V fleet.

References

  1. https://www.greaterdenvertransit.com/rtdcomrailvehicles/
  2. https://billypenn.com/2016/07/03/silverliner-v-101-the-problematic-backstory-of-septas-futuristic-cars/
  3. https://www.septa.org/news/first-shipment-of-new-silverliner-rail-cars-arrives-in-philadelphia/
  4. https://www.septa.org/news/septa-announces-timeline-for-return-of-silverliner-v-rail-cars/
  5. https://whyy.org/articles/silverliner-playbook-what-septa-s-contract-with-hyundai-rotem-means-for-fixing-the-regional-rail-mess/
  6. https://billypenn.com/2016/07/08/hyundai-rotem-preferred-by-septa-but-barely-anyone-else-in-the-u-s/
  7. https://www.phillymag.com/2016/07/06/septa-regional-rail-defect-hyundai-rotem/
  8. https://ble-t.org/news/septa-expected-to-approve-104-new-regional-rail-cars-2/
  9. https://whyy.org/articles/hi-yo-silverliner-vs-old-models-away/
  10. https://www.phillymag.com/news/2013/05/21/septa-equipment-problem-silverliner-failure/
  11. https://www.reginfo.gov/public/do/DownloadDocument?objectID=127992901
  12. https://pulse.mk.co.kr/news/english/4740802
  13. https://www.railwaygazette.com/fastracks-commuter-train-delivery-begins/40167.article
  14. https://www.railwayage.com/passenger/hyundai-rotem-closing-philadelphia-plant/
  15. https://www.septa.org/news/silverliner-v-train-makes-debut-on-septas-regional-rail/
  16. https://whyy.org/articles/septa-issues-revised-timeline-silverliner-vs/
  17. https://www.inquirer.com/philly/business/20130321_SEPTA_completes_lineup_of_new_Silverliner_V_cars.html
  18. https://www.railwayage.com/passenger/making-fastracks-in-the-mile-high-city/
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  51. https://www.inquirer.com/philly/business/transportation/20160720_Maker_of_SEPTA_rail_cars_blames_cracks_on_flawed_weld.html
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  61. https://www.septa.org/
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