Serving tains of SEPTA Regional Rail's Trenton Line, the station sits at the junction of U.S. Route 13 (Bristol Pike) and Levittown Parkway.

From the beginning of the station's history, multiple groups have worked to get more service between Levittown and Center City, Philadelphia, driving up ridership over a 20-year span since it opened.

[11] The construction of new houses began in late October 1951, with equipment coming from the New York site as the completion of that project was expected by the end of November.

[14] Local advertising noted that the Pennsylvania Railroad would build a new train station to help commuters reach Philadelphia in just over a half-hour.

[18] William Levitt stated on November 26 that the station would be finished by January 1, 1953 and they were working in coordination with the Pennsylvania Railroad to ensure trains would run when Levittown was ready for passenger service.

[19] In December, the members of the Levittown Civic Association passed out a survey to find out how many of their residents would use the new station once it upon opening.

Locals of the Levittown Civic Association's Transportation Committee noted that while trains were passing the new station, but not stopping.

The committee's leader, Alexander Kopstein, stated that they were talking to railroad officials and pressured them for trains to stop at Levittown station.

The group stated that they wanted express service to Philadelphia from Levittown station and that the directors of the organization would have to send "strongly worded telegrams" to railroad management.

[25] The Pennsylvania Railroad responded to the Civic Association's request on April 11, noting that Levittown station would get two express trains from and to Philadelphia.

However, they stated that the statistics the railroad provided the Public Utilities Commission were only commuters who would go from Tullytown station to Levittown.

Borough officials released a statement to the press that William Levitt had built a station as an advertising product, rather than for commutation.

They added that when Levitt learned about the underpass not being financially feasible, that he should have asked the railroad to move the station to the Fallsington Avenue bridge for safety and convenience.

A contract was awarded by the Pennsylvania Railroad to James McGraw Company of Philadelphia and completion was expected by October.

Deemed the Southeastern Pennsylvania Compact (SEPACT), this agreement would subsidize the services, resulting in low fares from destinations to and from Philadelphia.

[35] The officials of the Southeastern Pennsylvania Transportation Compact announced that October 28, 1962 would become the first date of the new "Operation Levittown" services.

The line between Philadelphia and Trenton would get several extra trains, but the official number would be dependent on how much funding the federal government would offer.

The third train, leaving Levittown at 8:25 a.m., would be the Delaware Valley Express, stopping at Bristol, Cornwells Heights, North Philadelphia and 30th Street before ending at Suburban Station.

On the way back, the Bucks County Express would leave Suburban Station at 5:09 p.m. and stop at Cornwells Heights, Croydon, Bristol and Levittown.

The second train, also named the Delaware Valley Express, would leave Suburban Station nine minutes later, stopping at 30th Street, North Philadelphia, Bristol and Levittown.

[39] SEPACT officials also met on November 20, 1962 at the Bristol Motel to discuss a second part of the operation, repaving the Levittown station parking lot.

As part of the ceremonies, 254 people, including press, government, railroad and SEPACT officials all got on the Mid-City Express along with the members of the Woodrow Wilson High School band.

[45] Groundbreaking ceremonies for the new pavement occurred on April 19, 1963 at both Levittown and Croydon stations with Bucks County, SEPACT, Pennsylvania Railroad and local officials present at both events, held an hour apart.

[47] With the creation of the Southeastern Pennsylvania Transportation Authority (SEPTA) in 1965, Bucks County proposed in August 1965 that the organization continue the service upgrades created by "Operation Levittown" once the original agreement expired on October 31.

[52] In December, SEPTA released figures on "Operation Levittown", stating that from January–October 1965, ridership was up 137.2% compared to the same stretch in 1962, prior to the creation of the program.

[55] Penn Central continued to operate local and commuter service, which passed to Conrail in 1976 then finally to SEPTA Regional Rail in 1983 as the Trenton Line.

This new project, costing $26 million, would including two new high-level side platforms, a new station depot, a pedestrian bridge with elevators to replace the old tunnel, and upgrades to the parking lots.

[57] In May 2014, SEPTA officials and Lieutenant Governor Jim Cawley held a press conference announcing that a new station would be a $24 million structure.

[62] The beginning of the project eliminated the fieldstone ticket office built by Levitt, save for a few pieces that would be displayed at the new station.

The fees, $2/day on weekdays and free on weekends and holidays, would be to help pay for lot maintenance while the agency dealt with a funding crisis.