What does SEPTA’s bus network redesign mean for Philly’s 2nd Council District?

SEPTA’s proposed bus network redesign could mean significant changes for riders. This redesign is also cost-neutral, which means that SEPTA is committing no more funding for operations than what we have today, which is reduced from the level of public transit service we had pre-2020. A cost-neutral redesign means that some riders will get more service and some will get less service.

District 2 Summary: Southwest Philly, Grays Ferry and Most of South Philly

Council District 2 map. Eliminated bus lines are dotted red.

Routes Eliminated

  • The 12 Bus on Grays Ferry Av is eliminated. The next closet route is the 513 on 22nd/23rd St, which will provide a one-seat ride to Center City via Market St
  • Overnight service to UPS Air Hub (currently served by the 68 and 108) is eliminated
  • One seat rides from 69th St are also eliminated. Riders will need to transfer at Eastwick Station to continue to the UPS Air Hub.
  • The 108 runs straighter alignment through 70th St in Southwest Philadelphia,
  • Local service provided by deviations through 65th St and Clearview are eliminated
  • Service to the Food Distribution Center (currently served by the G) is eliminated

Service Improvements

  • Service frequency on the 64 is increased to every 15 Minutes
  • Frequency on 22nd/23rd St (Route 7) is increased to every 10 minutes (Currently 10-20 Minutes)
  • Bus Runs between Penn’s Landing via Market St and Quartermaster Plaza, Service on Oregon Av to Pier 70 and service to North Philadelphia are served by other routes
  • 29 is extended to 49th and Woodland in West Philadelphia
  • 79 is extended westward to University City via 29th/30th Streets and 34th Street

Service Reductions

  • The 68 is listed as a 60-Minute Route (Currently runs around every 30 minutes, with schedules synchronized with shift change times at UPS)
  • Route 45 Frequency Reduced to Every 30 Minutes (Currently Every 8-12 Minutes)

Bus Lanes

Dedicated bus lanes are a cost-neutral way to improve bus service with no trade-offs to riders and a high level of support from riders. Yet SEPTA officials call the idea a “third rail no one wants to touch.” Why, for example, in a supposed “Bus Revolution”, bus riders in Northeast Philly are told that having to wait as long for a 14 is a “reasonable tradeoff”, but asking for one of the six lanes on Roosevelt Blvd to be dedicated for buses is an impossible to touch third rail?

Last, buses should be given priority at red lights. Currently the only transit signal in the city is at 15th and Market.

Frequency

“Frequency” is a measure of how often a rider waiting at a stop can expect a bus to show up. It can be a difficult measure to quantify because it will vary across multiple dimensions of time; day of week and hour. For example, a transit agency might run more buses during the typical office-worker shifts, resulting in more buses and higher frequency slightly before and slightly after both 9am and 5pm, with less buses running during “off hours.” In SEPTA’s redesign the route changes are quantified as the maximum frequency the route will run, which only tells part of the story; the route running at peak-service. Even though it’s not a complete picture of what the changes mean, it can be used to broadly compare SEPTA’s proposed changes.

Using this measure of peak-service, many suburban routes will run every 30 minutes instead of hourly. Most of the hourly buses in SEPTA’s proposed redesign are routes that ran less than hourly before or didn’t operate at night or on weekends.

At peak-service, some crosstown routes would see improvements:

  • The 39 bus would run every 15 minutes instead of 20-30 minutes
  • The 43 bus would run every 15 minutes instead of every 30
  • The 64 bus would run every 15 minutes (up from around 20)

Some buses that currently run 20-30 minutes on weekends would have 10-15 minute schedules that bring them up to their weekday schedules. Many routes would see levels of service on weekends that more closely align with their weekday service.

However, there are also important routes that would see service cuts:

  • The 68 bus is marked as a 60-minute route, when it was previously timed with UPS shift times
  • Several buses in the Near Northeast have their frequency reduced, to have more frequent routes in the Far Northeast
  • During rush hour, the 27 bus would run every 30 minutes (from every 8 minutes currently)
  • The 14 would run every 30 minutes (down from every 10-18 minutes now)

Span of Service

Span of service is another consideration with these changes. While SEPTA’s preferred public metric seems to be “max frequency” it is a metric that can hide service cuts that would affect second and third shift workers.

Under SEPTA’s proposed changes, all 10 and 15 minute “max” routes have overnight service. Buses that run a maximum frequency of 10 minutes are proposed to run every 30 minutes overnight; those with a maximum frequency of 15 minutes would run every 60 minutes overnight. On the whole, this represents an increase in coverage and frequency for overnight service in a lot of the city. There is also an increase in service or introduction of overnight service to some suburbs. For example Lancaster Pike, West Chester Pike and Norristown would have 24 hour service 7 days a week.

A notable service reduction is the proposed 599 (the 9 bus replacement) and the 798 (the 125 bus replacement); both of which would stop running at 9pm on weekdays and 7pm on weekends.

Stop consolidation is the idea that removing stops means faster trips– a bus that stops less moves more quickly. While Philly does have shorter stop spacing than most cities, stop consolidation puts a higher burden on riders with limited mobility. Copy-pasting bus stop standards from other cities might not be effective in Philadelphia. Many streets already have stop signs on every block, and previous bus stop consolidation pilots on these streets had “marginal” effects.

If a bus stop is being considered for removal, SEPTA should post information both online, and at the stop in question, explaining the logic behind the stop removal and where to go for feedback. If stops are going to be removed, we should improve the conditions where stops remain and SEPTA should request more money for more shelters, curb cuts, and accessibility improvements.

Stop Consolidation

If stops are going to be removed, we should improve the conditions where stops remain and ask for more money for more shelters, curb cuts, and accessibility improvements

Transfers

At the core of SEPTA’s redesign is the idea that if riders transfer more, transit routes can be straighter and run more efficiently. This is one area of the redesign where riders are being asked to sacrifice while getting nothing in return. SEPTA’s redesign does not seem to include provisions for adding more safe, well-lit areas out of the weather for riders to wait for transfers, nor a fairer fare policy.

Currently only SEPTA Key users are given one free transfer and cash riders are expected to pay full fare, twice. Cash riders can pay 40% or more than Key users for the same exact ride. The proposed bus network redesign turns many one or two seat rides into 3 or 4 seat rides. Unless SEPTA’s inequitable transfer policy and cash fare policy is addressed before any changes take effect, riders with the least amount of money will be paying the most. SEPTA should bring back paper transfers for cash users and commit to giving Key users unlimited transfers within a 90-120 minute window.

Polling and Outreach

The SEPTA bus network redesign team has done outreach and requests for feedback through in person events at transit terminals, community centers, virtual events at Zoom calls oriented at each neighborhood, and online through their website. One issue with the virtual meetings is that when a rider shares a concern, there is no way to see how many other riders share that concern. The time allotted for these meetings is short, limiting the amount of feedback riders can give, even when there are few participants. The in-person meetings typically have much larger attendance.

None of the survey methods measure riders’ specific satisfaction or dissatisfaction for each specific route proposals. SEPTA’s online feedback option is just a text box soliciting feedback from riders. Other transit agencies have quantified riders’ feedback on route changes; Vancouver’s TransLink makes that information available.

Early on in the redesign process, we gave SEPTA our concerns and observations about their redesign process, driven by our experiences speaking with riders at bus stops who had no idea that SEPTA was considering extensive changes. SEPTA has recently begun using more direct language as we suggested, but was initially resistant because they were concerned they would “alarm” riders. Honesty is important, especially because riders distrust SEPTA.

What Defines a Successful Bus Network Redesign?

SEPTA has not publicly stated what a successful bus network redesign would look like. In a change affecting so many riders, it is important to define success so any failures can be corrected. What happens if less riders use the system after the redesign? What is SEPTA’s plan if it results in worse service?

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