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Roosevelt Boulevard Subway 
The Roosevelt Boulevard Corridor Study was prepared from 1999 to 2003 to examine various alternatives for improving the transportation corridor along the Roosevelt Boulevard. It included engineering and design work and public meetings to select a "preferred alternative", which ended up being a modern subway/elevated along Roosevelt Blvd that branches off the Broad Street Subway, allowing a one-seat ride into Center City. It also includes a one-mile extension of the Market-Frankford line as a subway to meet Roosevelt Blvd at Bustleton Station. There were five alternatives plus one "no build" alternative studied. Alternative A is the "no build" or "no project" alternative. Alternative B is the "Transportation System Management" (TSM) alternative, a.k.a. the "express bus", either in mixed traffic with automobiles or in a busway. Alternative C is an extension of the Broad Street Line along Roosevelt Boulevard, and an extension of the Market Frankford Line to a transfer station on the Roosevelt Boulevard. This alternative would have both lines mostly underground, with the Roosevelt Blvd Subway becoming elevated north of Blue Grass Road, between Grant and Red Lion roads.
Alternative D is an extension of the Broad Street Line along with the Roosevelt Expressway in an open cut. This would provide both a heavy-rail or "metro" transit line in the median of a four-lane expressway down the center of Roosevelt Boulevard. In some areas, the track would need to be in a tunnel or on a flyover due to site constraints.
Alternative E is a light rail extension of the Broad Street Subway using vehicles that would run at street level along Roosevelt Boulevard, but would also run in the Broad Street Subway next to the existing subway cars.
Alternative F is an extension of the Broad Street Subway along the CSX freight tracks called the "New York Short Line" (NYSL), which branches from thte R8 Fox Chase line and continues eventually to West Trenton. This would require building a crash wall and new tracks to separate freight from subway operations. This service would replace the R8 Fox Chase branch, which would be discontinued.
There were several document produced in this study. This is a list of the documents, available in PDF format (click on the link to open the PDF), sorted by date:
The preferred alternative would have been the most expensive at $3.4 billion in year 2000 dollars. The second most expensive is a combination expressway and rapid transit line in an open cut, at $2.5 billion. There has been no further action to advanced this project since the study was done, and the web site which hosted these documents is no longer running.
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