SEPTA’s new plan paints a brighter transit future | Shackamaxon

This week marks a year since Shackamaxon debuted. Named for the place Lenape chiefs would meet for discussions and community ceremonies under the great elm, the column is focused on what happens at City Hall and Harrisburg — our modern Shackamaxons. This week’s edition focuses on SEPTA and whether bipartisanship is truly dead.

In 2032, if all goes according to plan, SEPTA will look quite different.

The Market-Frankford Line will have new trains and run more frequently. There’ll be new trolleys, as well, with modern light rail cars replacing the aging fleet. Instead of boarding at the corner, like a bus, trolley riders will have new, fully accessible stations with seating.

The Regional Rail fleet will be in the middle of its own modernization. While the process will take longer, SEPTA plans to make every Regional Rail station accessible, replace its fleet, and boost frequencies to every 15 or 30 minutes, depending on the line. It’s an ambitious undertaking that would more than double the number of people who live within a quarter mile of frequent mass transit, from 900,000 to two million.

This kind of optimism is rare for SEPTA, an agency that is accustomed to hearing complaints and begging lawmakers for enough money to keep current levels of service operating. The SEPTA Accelerate plan does depend on securing additional funding from Harrisburg. This time, however, the city’s transit leaders are trying a different approach: Instead of pointing out the potential dangers of losing services, they are highlighting what they could provide if given adequate resources.

It also comes at an opportune time. While there are always improvements to be made when it comes to timeliness and quality of life, SEPTA has made unmistakable progress.

Crime and fare evasion are down, thanks to dozens of additional Transit Police officers and a new initiative to install taller gates that are harder to jump over or squeeze through. Ridership is up, especially on bus routes that are part of the New Bus Network.

The agency has hired hundreds of cleaners, with each station now covered by a dedicated member of staff during heavy-use periods. Customer satisfaction has reached record highs. Throughout it all, SEPTA has remained the country’s most efficient transit agency. Each ride costs less than $8 to provide, compared with the rest of the nation’s $12 average.

Even Republican state Senate Majority Leader Joe Pittman seems to have noticed. In an interview with NBC10’s Lauren Mayk, Pittman gave SEPTA and new General Manager Scott Sauer credit for responding to criticism, reducing crime, raising revenue, and improving its credit rating.

Locally, the proposal received praise. Montgomery County Commissioner (and SEPTA board member) Neil Makhija told me he’s been advocating for SEPTA to have 15-minute Regional Rail service for years, and that he is “thrilled to see that transformative vision has finally been released in this plan.”

Longtime SEPTA riders will remember the old “We’re Getting There” slogan. The Accelerate plan is the agency’s biggest chance to finally arrive.

The plan, while ambitious, does not call for any significant expansions in the immediate future. Extensions to Reading, Allentown, Maryland, and King of Prussia get a brief mention — as ideas the agency might embrace in a better-resourced future. The long-awaited subway extension to Roosevelt Boulevard is also included in the map. Events, however, may require deciding on this sooner rather than later.

After all, PennDot is already planning to redo the entire corridor. The initial plan is to add $134 million in safety improvements. Longer term, there are six different options. The route could either become a neighborhood boulevard, with less space for motorized traffic, or it could become a partially capped expressway, separating high-speed traffic from pedestrians and homes. Both proposals would then be paired with one of three transit options: a subway extension, a light rail route, or Bus Rapid Transit.

BRT is the cheapest option and would be my preference if the subway doesn’t get built. The idea is to give buses a dedicated lane and limit how often they stop. This would speed up service for current riders, but wouldn’t bring in a significant number of new commuters. There is also a chance future policymakers would remove the dedicated bus lanes in order to provide more space for motorists, something that has happened to BRT systems in other states.

To some policymakers, light rail represents a kind of Goldilocks option. It has more transformative potential than bus service, while costing less than a full metro line. To me, however, Roosevelt Boulevard is a particularly bad fit for the idea.

The cheapest way to build a light rail system would include trains traveling in their own lanes next to automobile traffic. Given the often-chaotic behavior of motorists in Philadelphia, trips would be subject to delays every time a driver decides to save a couple of minutes by driving along the tracks. The trains would also get caught at red lights anytime left-turning traffic builds up.

Officials could mitigate this risk by building an elevated trackway, but this would make the project significantly more expensive, negating the entire point of opting for light rail. Additionally, riders would have to transfer at the end of the line rather than seamlessly continuing into Center City, as they would with a subway expansion. Light rail also costs more to operate than a subway, meaning any savings would disappear over time.

While it has the highest construction costs, the subway option remains the ideal solution for the corridor. It would transform how people get around the region.

Bucks County residents would be able to travel all the way to the sports complex for events after parking at Rock Hill Station, helping to alleviate the postgame traffic crunch. Northeast Philadelphia’s emerging dining scene would benefit from improved access to diners from Center City and South Philadelphia. It would make the Boulevard an attractive corridor for employers, who could bring in talent from the city’s core via the subway, while also remaining accessible to suburban residents. It would also mitigate traffic congestion the most, which is especially important if PennDot selects the neighborhood boulevard option.

With state lawmakers consistently unable to perform the basics, like passing a budget on time, it is worth wondering whether Washington’s allergy to bipartisanship has spread to Pennsylvania, which has traditionally been more collegial.

At a panel discussion last Thursday at the Franklin Institute, however, the spirit of cooperation was thriving. Lt. Gov. Austin Davis and Attorney General Dave Sunday spoke at Arnold Ventures’ Public Safety Boot Camp, which hosted legislators from around the country and both political parties. The two showed a remarkable amount of overlap, both professing support for evidence-based approaches, accountability, and second chances.

Even better? State and local leaders are already seeing results from this balanced approach: Homicides in Philadelphia are at generational lows, as well as being down across the commonwealth.