On weekdays from 9 a.m. until 2:30 p.m., buses will serve Fox Chase, Ryers, Cheltenham, Lawndale, and Olney stations. Trains will run to and from Center City between Wayne Junction Station and 30th Street Station.
Passengers headed inbound should plan on an additional 30 to 35 minutes of travel time.
An outbound trip toward Fox Chase Station will take an extra 35 to 40 minutes during the midday hours, SEPTA advises. The connecting shuttle bus is scheduled to depart Wayne Junction Station five minutes after a train arrives.
Scott Sauer would like nothing better than to make SEPTA an afterthought.
He doesn’t mean that the Philadelphia region’s mass transit agency should be neglected, but rather that it will come to do its job so seamlessly that its nearly 800,000 daily customers can rely on the service without worrying about breakdowns, delays and disruptions.
Given the cascading crises that hit SEPTA in 2025, many people wondered if the place was hexed.
“I hope not, because I don’t know how to get the curse off me,” Sauer said in a recent interview. “But listen, truth be told, there were days when I scratched my head and thought, ‘Oh, my goodness, what is going on?’”
“We just couldn’t seem to get more than a day or two of relief before something else was causing a headache,” said Sauer.
A bus passes the stop near Girls High at Broad and Olney Streets on Monday, Aug. 25, 2025. Thirty two SEPTA bus routes were cut and 16 were shortened, forced by massive budget deficits.
Back to basics in 2026
In the end, help from above and a new labor contract bought SEPTA at least two years to recover from its annus horribilis and stabilize operations.
When the Pennsylvania legislature couldn’t get a transit funding deal done, Gov. Josh Shapiro shifted $394 million in state-allocated funds for infrastructure projects to use for operations — the third temporary solution in as many years. The administration also later sent $220 million in emergency money in November for the Regional Rail fleet and the trolley tunnel.
And, early in December, SEPTA reached agreement on a new, two-year contract with its largest bargaining unit, Transport Workers Union Local 234.
Scott Sauer, general manager of SEPTA, admits that 2025 was an extremely challenging year.
Sauer compared SEPTA’s position to football refs. When they are doing their jobs right, fans don’t have to think about them when watching the game. And when things are going well on the transit system, it becomes part of the background.
“Let’s make sure we do the basics, and we do them really well, because at the end of the day, people want SEPTA to move them from one place to the other, right?” he said.
The test of the focus on fundamentals comes soon, with millions of visitors expected in the region for the 250th anniversary of the Declaration of Independence, World Cup soccer, and other big events.
Sauer, 54, began his career as a trolley operator more than 30 years ago. He had no political experience, though, and would quickly be thrown headfirst into those murky waters to swim with sharks.
Storm clouds were already rolling in. Weeks before Sauer took the reins, Shapiro had flexed $153 million in state highway funds for SEPTA operations after a broader deal failed amid Senate GOP opposition.
It’s a legal move, but often controversial, and Shapiro’s opponents were furious.
Richards and her leadership team had been warning of a looming fiscal “doomsday scenario” for months. Officials were drafting a budget with service cuts and fare increases.
On Feb. 6, a Wilmington-bound Regional Rail train caught fire as it was leaving Crum Lynne Station in Delaware County. It was worrisome, but at the time, nobody knew it would get worse.
More than 300 passengers were safely evacuated after a SEPTA Regional Rail train caught fire near Crum Lynne Station in February.
Familiar battle lines were drawn. Senate Republicans, in the majority in the chamber, opposed Shapiro’s proposal to generate $1.5 billion for transit operations over five years by increasing its share of state sales tax income.
They preferred a new source of income for the state’s transit aid and said SEPTA was mismanaged, citing high-profile crimes, rampant fare evasion, and lax enforcement.
On a mid-August night, the Senate GOP came up with a proposal that would take money from the Public Transportation Trust Fund, a source for transit capital projects, and split it evenly between transit operations subsidies and rural state highway repairs.
Senate Majority Leader Joe Pittman, a Republican from Indiana County, was a key player in budget negotiations, which ultimately did not yield additional funding for mass transit.
“It was kind of quiet … and then we got alerted that a proposal was coming within minutes. And so everybody was scrambling to try to read through it,” Sauer said.
In a quick news conference with Shapiro, Sauer opposed the idea of taking capital dollars for transit operations, as did the governor. Then he spoke with Senate Republicans and told reporters it could be worth considering, but he had questions. And by the end of the night, he walked that back and opposed the measure.
“I guess if there was a lesson to be learned for me in August, it was I should have taken some [more] time reading through that proposal,” he said.
There was not much time to reflect on what happened, though, because the hits kept on comingas the federal government ordered SEPTA to inspect all 223 Regional Rail cars.
SEPTA’s Regional Rail fleet is the oldest operating commuter fleet in the country, and the fires highlighted the difficulty of keeping them maintained while needing to stretch limited capital funds to address multiple problems.
The Market-Frankford El cars, though younger than the Silverliner IVs, have been beat up and unreliable. SEPTA is moving forward with replacing them, as well as the Kawasaki trolleys that are more than 40 years old.
SEPTA had ordered new Regional Rail coaches from a Chinese-government-related manufacturer, but canceled the contract after the first few models, built during the pandemic, showed flaws. Now the agency is advertising for bids on a new fleet of Regional Rail workhorses — but it has to make them sturdier to last for at least seven more years before new cars would be on the way.
Officials plan to use $220 million received from the state on that effort.
Some of the money, about $48 million, is slated to help fix the trolley-tunnel issue. SEPTA is contending with glitches in the connection between the overhead catenary wires and the pole that conducts electricity to the vehicle.
What SEPTA got done
SEPTA has made some progress on some of its persistent issues, officials say, though the accomplishments understandably have been largely overlooked amid the urgent, existential crises of 2025.
For instance, serious crimes on the SEPTA system dropped 10% through Sept. 30 compared to the same period in 2024, according to Transit Police metrics.
And there had already been a sharp improvement. Serious crimes in 2024 dropped 33% compared to 2023 — from 1,063 to 711, year over year.
SEPTA transit police police patrol officers Brendan Dougherty (left) and Nicholas Epps (right) with the Fare Evasion Unit ride the 21 bus.
“If you think back to where we were in 2021 and 2022, the perception was bad things were happening on SEPTA, and you should steer clear of them,” Sauer said.
The Transit Police have been hiring new officers, including a recently graduated academy class of nine, and has about 250 officers.
SEPTA also installed 42 full-length gates designed to thwart fare evasion on seven platforms in five stations during 2025, spokesperson Andrew Busch said.Another 48 gates are coming in the first quarter of the year.
Police are also issuing citations with an enhanced penalty of up to $300 for fare evasion.
Prepare for déjà vu
Andyet, in 2027, it will be time to start the old SEPTA-funding dance once again, as transit agency advocates and supportive lawmakers work at getting a stable state funding stream for transit operations.
State Democrats have said the transit issue could help them take control of the Senate from Republicans — a longtime goal but one that is difficult to achieve. One wild card is whether President Donald Trump’s slumping popularity will cause GOP congressional candidates to get swamped in the 2026 midterms, and whether that will translate into voters’ local senators.
It likely would have to be a huge wave, and it’s a closely divided state.
By 2027, Shapiro is expected to be running for president (if he is reelected next year), and it’s anyone’s guess how that could affect budget politics.
“Not everybody wants to see us. I didn’t make a lot of friends,” Sauer joked after the TWU settlement.
City Council passed legislation Thursday to restore the abandoned Greyhound terminal on Filbert Street as Philadelphia’s new intercity bus station in time for an expected flood of tourists in 2026.
Under the measure, the Philadelphia Parking Authority will operate the station on behalf of the city, collecting fees from bus companies to pay costs.
A refurbished facility is scheduled to open in May 2026, which would resolve more than twoyears of chaos after Greyhound ended its lease, forcing the city to allow the bus companies to operate at the curbs of public streets with few amenities and no shelter for riders.
The saga was embarrassing, and it became more untenable for city leaders with Philadelphia set to host celebrations of the 250th anniversary of the Declaration of Independence, and a round of international FIFA World Cup soccer matches.
The plan came together over the last few months as at least three city departments collaborated and reached an agreement with the parking authority. Mayor Cherelle L. Parker’s administration sent a bill to Council.
Councilmember Curtis Jones Jr. said in a Finance Committee hearing last week that he found the speed of “galvanized” departments working together impressive.
“You can’t put that genie back in the bottle. I know you can cooperate now, and that’s going to be the expectation from now on,” Jones said.
Greyhound ran the terminal at 10th and Filbert Streets for 35 years but ended its lease in June 2023 as the bus line (and its corporate parent) began shedding real estate and leases in the U.S. to cut costs.
First, the buses operated along the 600 block of Market Street. Since November 2023 they have loaded and unloaded passengers in the open along Spring Garden Street.
“This is an opportunity that kind of came from the heavens,” said Mike Carroll, the city’s assistant managing director for transportation.
Bus companies would pay a $40 fee for each stop in the city until the terminal is open, when it would be increased to $65. A smaller number of buses subsidized by the Pennsylvania Department of Transportation under a program to provide rural service would pay $16 a stop.
Operating the renovated terminal will cost $4.7 million to $4.8 million annually, Carroll said.
City officials say they plan to keep researching other possible locations for an intercity bus station but note the lease provides stability.
PPA will provide 24-7 security, 16-hour daily custodial coverage, maintenance staff, and an on-site program manager under terms of an intergovernmental agreement with the city that is part of the legislation.
It also will be responsible for enforcing rules, such as one that will require buses to bypass the heart of Chinatown.
Since the parking authority regulates rideshare and taxi services, its enforcement officers will help keep traffic flowing around the station, officials said.
Councilmember Nina Ahmad pressed city officials to plan for retail tenants and other ways to generate municipal revenue.
“There’s an element of rush,” Ahmad said during the Dec. 3 hearing. “I understand the urgency, but I hope we don’t overlook things that we should be doing to make it really a transit-oriented development.”
Beginning in late afternoon, members of Gov. Josh Shapiro’s staff met with union leaders and SEPTA senior managers at the governor’s Philadelphia office. The goal was to unstick talks that had faltered, seeing if compromise was possible.
The union’s push for an increase in pensions and SEPTA’s proposal for union members to pay a greater share of the cost of their healthcare coverage emerged over the last week as the biggest obstacles to an agreement, according to both union and transit authority sources.
“Gov. Shapiro’s office brought the parties together and they made progress,” SEPTA spokesperson Andrew Busch said. “It was significant.”
In a statement, the union said “significant progress” was made.
“Gov. Shapiro was instrumental in preventing a strike that could have started as soon as Monday morning. We’re grateful for his close involvement,” said TWU Local 234 President Will Vera.
A work stoppage would have brought chaos to a mass transit system that carries a weekday average of 790,000 riders.
TWU Local 234 represents 5,000 bus, subway, elevated train and trolley operators, as well as mechanics, cashiers, maintenance people and custodians, primarily in the city.
Their one-year labor contract expired Nov. 7, but members stayed at their posts. On Nov. 16, they authorized Local 234’s leaders to call a strike if needed. The vote was unanimous.
SEPTA and the union were not far apart on salary and both wanted a two-year deal after a series of one-year pacts during a time of financial crisis for the transit agency, sources said.
Management wanted to hike what union members pay for health coverage and increase co-pays for doctor and hospital visits.
The union pushed for an enhancement to the formula that determines retirees’ monthly pensions, based on years of service. It was last increased in 2016.
SEPTA officials calculated that TWU’s proposed changes would have created an annual unfunded liability of about $6 million for an undetermined length of time. The union says the pension plan books showed a bump was affordable.
Because TWU Local 234 is the largest SEPTA union, its contracts are used as a template for the other locals working for the transit system, which could boost costs.
Regional Rail was a concern to SEPTA because commuter railroad workers, like others, receive a federal pension that has tended to be less generous. Those unions would have wanted a SEPTA sweetener to their retirement benefits too.
TWU Local 234 also wanted changes to work rules involving sick time benefits and the length of time it takes new members to qualify for dental and vision benefits — currently 15 months.
The local also represents several hundred suburban workers, primarily operators, in SEPTA’s Frontier district, which runs 24 bus routes in Montgomery County, Lower Bucks County, and part of Chester County.
The Victory district has a similar number of employees, who are represented by SMART Local 1594. They run Delaware County’s two trolley lines, the Norristown High Speed Line, and 20 bus routes in the suburbs.
Unions for both the Frontier and Victory districts could choose to strike alongside TWU Local 234. If that happened, Regional Rail, already plagued by delays and cancellations due to federally-mandated repairs on train cars, would be the only public transit running.
TWU last struck in 2016. It lasted for six days and ended the day before the general election. Democrat Hillary Clinton’s presidential campaign was worried about voter turnout, and the city sought an injunction to end the strike. That proved unnecessary.
Regional Rail would operate during a TWU strike. Locomotive engineers and conductors on the commuter service are represented by different unions than transit employees, and are working under current contracts.
Transport Workers Union Local 234, SEPTA’s largest union, may soon strike, according to president Will Vera.
At a Friday afternoon news conference at TWU headquarters in Spring Garden, Vera said his “patience has run out,” and he said the union’s executive committee was meeting to decide when to call a strike.
“I’m tired of talking, and we’re going to start walking,” said Vera, who was elected president in October.
Local 234’s latest contract expired Nov. 7, and the 5,000-member local voted unanimously on Nov. 16 to authorize leaders to call a strike if needed during contract negotiations.
The union represents bus, subway, and trolley operators, mechanics, cashiers, maintenance people, and custodians, primarily in the city.
John Samuelsen, president of TWU International and former president of NYC’s local, joined Vera at the news conference.
“A strike is imminent,” Samuelsen said. “SEPTA is the most incompetent transit agency in the country … SEPTA is triggering a strike.”
In an email sent Friday evening, Samuelsen called on leaders and staff members of TWU locals to travel to Philadelphia to help Local 234 in the event of a strike.
Andrew Busch, spokesperson for SEPTA, said negotiations were “at an impasse,” noting that the negotiating committees met only twice this week. He said SEPTA’s leaders hoped TWU would “take us up on the offer to continue to talk so we can avoid a strike and the massive service disruption it would cause.” No meetings are scheduled for the weekend as of Friday evening.
Vera agreed there was room for the two groups to keep talking, if SEPTA provided “a fair and reasonable” contract proposal.
The union says it is looking for a two-year deal with raises and changes to what it views as onerous work rules, including the transit agency’s use of a third party that Vera said makes it hard for members to use their allotted sick time.
SEPTA officials have signaled they are open to a two-year deal as a step toward labor stability.
In recent weeks, TWU and SEPTA have been negotiating contributions to the union’s healthcare fund. Pensions have arisen as a sticking point.
Union sources told The Inquirer that TWU leaders are increasingly frustrated with the pace of negotiations.
Vera said the executive board meeting began at 4:30 p.m. on Friday. He hoped the board would reach a decision on when members would walk off the job.
TWU last went on strike in 2016. It lasted for six days and ended the day before the general election. Democrat Hillary Clinton’s presidential campaign was worried about voter turnout, and the city sought an injunction to end the strike. It proved unnecessary.
SEPTA’s financials
TWU’s contract negotiations are happening as SEPTA is emerging from what it has called the worst period of financial turmoil in its history.
Like many transit agencies, SEPTA was facing a recurring deficit due to inflation, fewer federal dollars, and flat state subsidies. It reported a $213 million recurring hole in its operating budget.
Following a prolonged and contentious debate over mass transit funding in the state budget, Gov. Josh Shapiro in September directed PennDot to allow SEPTA to tap $394 million in state money allocated for future capital projects to pay for two years of operating expenses.
And last month, he allocated $220 million to SEPTA, the second time in two years he’s flexed state dollars to support the financially beleaguered transit agency. While the $220 million is expected to go primarily toward capital expenses related to Regional Rail, the move helps SEPTA’s overall balance sheet.
What riders should know
SEPTA riders are no strangers to service disruptions.
The transit agency says it will miss Friday’s federal deadline to finish outfitting all 223 Silverliner IV Regional Rail cars with a new heat-detection system. The reason: It needs to wait for 7,000 additional feet of thermal wire.
About 30 of the 50-year-old cars have not yet had the safety feature installed, officials said. The wire required to finish the job is on back order.
“I don’t think the suppliers expected one agency to raid their entire stockpile,” spokesperson Andrew Busch said.
SEPTA needed about 39,000 feet of the thermal wire to outfit the entire fleet of Silverliner IV cars, he said. “It was an unusual demand on the supply chain,” Busch said. SEPTA has worked with two manufacturers and four distributors.
The missing link is expected to arrive next week, and the installations should be finished the following week, Busch said.
SEPTA worked with two manufacturers and distributors to get the large rolls of wire.
The thermal wire is made of spring steel, separated by a polymer that melts at high temperature, allowing the steel conductor to touch and connect the electric circuit. That allows it to provide earlier warning of a potential problem so cars can be pulled from service.
Delays, cancellations, station skips, and overcrowded trains running with fewer than the normal number of cars have been regular challenges for riders during the work, which started in October.
Meanwhile, SEPTA is leasing 10 passenger coaches from Maryland’s commuter rail system, MARC, which Amtrak is scheduled to deliver late Friday night at 30th Street Station. They will be towed to SEPTA’s nearby Powelton yard.
It was a step toward ending a two-year civic struggle to find a site for long-distance buses and their passengers. The renovated station could be ready for a series of big national and international events expected to draw millions of visitors next year.
“A lot of people are going to be coming here for the first time, and when they’re in that station, they’re going to get their first taste of Philadelphia — and we want to make sure it’s a good one,” said Councilmember Mike Driscoll, who sponsored the bill on behalf of the Parker administration.
The city will host events in 2026 for the 250th anniversary of the Declaration of Independence, as well as FIFA World Cup soccer matches and the Major League Baseball All-Star Game, among others.
Greyhound ran the terminal at 10th and Filbert Streets for more than three decades but ended its lease in June 2023 when the business model of its parent company, Flixbus, called for divesting from real estate and moving toward cheaper curbside service in many U.S. cities.
Since November 2023, customers of Greyhound, Peter Pan, and other interstate bus carriers wait, board, and arrive at curbside along Spring Garden Street in Northern Liberties — with no shelter from the weather and few amenities. It also has proved a nuisance to nearby businesses.
Before that, the buses operated at curbside on Market Street between Sixth and Seventh Streets.
The city senses that over the long term the owner anticipates selling the property, said Michael Carroll, assistant managing director for the Philadelphia Office of Transportation and Infrastructure Systems.
“That’s the sweet spot, long enough that there’s a meaningful basis to invest in improvements and solve the problems,” Carroll told the committee.
“At the 10-year mark, decisions will have to be made about whether this is a site that forever works best in Philadelphia, or whether there’s a better site,” he said.
The unanimous Finance Committee vote came after it amended the measure to adjust the fees bus companies would be charged to stop in Philadelphia.
Each stop in the city would cost $40 until the bus terminal is open, when it would move to a $65 fee. A smaller number of buses subsidized by the Pennsylvania Department of Transportation under a program to provide rural service would pay $16 a stop.
Committee members also asked for suspension of a procedural rule so that all 17 lawmakers could consider the bill Thursday and clear the way for final passage before the holidays.
In the agreement with the city that is part of the bill, PPA would run the terminal; assess the fees on bus carriers for the use of the facility and any street loading zones, such as those in University City; and handle enforcement.
The Filbert Street proposal includes specific requirements designed to address concerns particularto Chinatown.
For instance, the streets department would change traffic patterns so buses are routed to the station via Market Street instead of driving through the heart of the neighborhood as they did in the past.
John Mondlak, first deputy and chief of staff of the city planning department, said that the through traffic had long been a chief complaint of residents and business owners in Chinatown.
This story has been updated to include the name of the firm that owns the former Greyhound station.
Robert A.M. Stern, 86, a leading architect over the past six decades who left his imprint on Philadelphia by designing the Comcast Center and the Museum of the American Revolution among other notable buildings, died Thursday, Nov. 27, at home in Manhattan after a brief pulmonary illness, his family said.
Mr. Stern also wrote respected architectural histories, taught at Columbia and Yale universities, and was dean of Yale’s School of Architecture from 1998 to 2016.
“Bob had a great sensitivity to urbanism in design. You can see that in Philadelphia, where his work certainly sits well where it is placed,” said developer John Gattuso, who worked closely with Mr. Stern on the Comcast Center, completed in 2008, the redevelopment of the Navy Yard, and other projects.
“He was less concerned with theatrical architecture, the gymnastics, and understood how buildings contribute to a sense of place that resonates with people,” he said. For that reason, Gattuso said, “he tended to be underappreciated.”
Stern and his firm designed the 975-foot Comcast Center, the headquarters for the cable and telecommunications giant, completed in 2008.
The 975-foot-tall shimmering Comcast Center, the company’s original skyscraper on JFK Boulevard, straddles the tracks and concourse of Suburban Station, a commuter gateway to the city. An airy 120-foot glass atrium connects the building to the station, providing for a dramatic arrival from below, and overlooks a public plaza.
“The Comcast Center may be his finest work in Philadelphia,” said architecture critic Inga Saffron, who writes for The Inquirer. “The scale is right. It’s not fat. It’s tapered.”
Classical indentations in the 58-story building draw the eye upward, she said. “It’s a good dignified skyscraper … Buildings like this are embedded in the city.”
Mr. Stern’s firm was also known for luxury apartment towers. In Manhattan they include 15 Central Park West, a limestone-clad condominium at the southwest corner of Central Park that was internationally hailed.
The firm’s work also includes university buildings, including the Darden School of Business at the University of Virginia; Weill Hall at the University of Michigan; and Miller Hall at the College of William & Mary in Williamsburg, Va., among many others.
In Philadelphia, Mr. Stern’s firm prepared the master plan for the Navy Yard, and designed buildings on Crescent Drive in that development and the 10 Rittenhouse condominium, as well as the American Water tower on the Camden Waterfront — and the LeBow College of Business at Drexel University.
Robert A.M. Stern designed the former U.S. headquarters for GSK at Five Crescent Drive in the Navy Yard, Philadelphia. He and his associates put together the master plan for the redevelopment of the massive property.
Mr. Stern was a proponent of post-modernism, a style of architecture that incorporated classical elements. He moved further in that direction as his career went on.
Philadelphia’s Museum of the American Revolution was built in a Georgian style. But to Saffron, it was perhaps too much, and more out of place to the city.
“He embraces classicism more and more,” Saffron said. In the case of the museum, “It’s a schlocky classicism,” in contrast to the relatively modest scale of the historic buildings in Old City.
“It’s like Independence Hall on steroids,” Saffron said.
The latest Robert A.M. Stern Architects design in Philadelphia is nearing completion, a massive life sciences research building at Drexel University, on Cuthbert Street, by Gattuso Development Partners.
In an interview with the New York Times when he was 84, Mr. Stern said he still wasn’t using a computer and drew “everything by hand.”
Born in Brooklyn on May 23, 1939, Mr. Stern earned a bachelor’s degree from Columbia and a master’s in architecture from Yale. In 1966, he married photographer Lynn Gimbel Solinger, a granddaughter of Bernard Gimbel, the department store magnate. They had a son, Nicholas, and later divorced.
Mr. Stern is survived by his son, three grandchildren, and other relatives.
Philadelphia can’t set the speed limits on roads within its own borders. Only the state can.
So city transportation officials want to persuade Harrisburg to give it the power to set speed limits more appropriate to the density of Philadelphia.
That is a top action item in the city’s new Vision Zero report, released Tuesday, which will guide traffic safety efforts for the next five years.
“We’re looking to work with the state legislature to make our roads safer,” said Christopher Puchalsky, director of policy and strategic initiatives at the Philadelphia Office of Transportation and Infrastructure Systems.
In Pennsylvania, as in many states, speed limits are based on the 85th percentile rule. Engineers measure speeds in a study area and set the limit based on how fast 85% of the drivers there are traveling.
“It just sort of got adopted and enshrined in law,” Puchalsky said of the principle developed from studies of rural roads in the 1950s and ’60s.
In recent years, traffic engineers, many states, and federal agencies in charge of traffic safety have been moving away from the approach and toward speeds that help prevent injuries and deaths.
“It’s one of those things we’ll look back on and say, ‘Why did people think that was a good method?’” Puchalsky said. “And we’ll all scratch our heads — or at least our grandchildren will scratch their heads.”
Pennsylvania’s legislature would need to amend the state’s vehicle code to grant Philadelphia the authority.
Similarly, the city wants to expand the use of automated speed enforcement cameras and red-light enforcement cameras. That would also require legislation.
Here are other takeaways from the Vision Zero report:
Traffic deaths are still high in Philly
In 2024, 120 people were killed in vehicle crashes in the city. The number of fatalities has been trending down slightly since 2020, but that figure is still 41% higher than it was in 2015, when the Vision Zero program began.
“I think we’ve unfortunately hit a higher set-point post pandemic than we would like,” said Kelley Yemen, director of multimodal planning for the city. “We’re seeing encouraging news with this year, but we’ve got two months to go and are holding our breaths.”
Yemen said the city has seen a 20% reduction in crashes on corridors where Vision Zero has been able to do traffic-calming projects such as installing speed cushions, implementing road diets that slow drivers, and installing separated bike lanes.
“As we get further out from the pandemic, we’re also hoping we reset some cultural norms on our streets, whether it’s through automated speed enforcement, red-light cameras, or working with [the police department],” she said.
The size of Philly’s problem
Philadelphia is an old, dense city with a robust transit system, similar to New York and Boston. But its rate of traffic-related deaths per 100,000 people is many times New York’s — and most closely resembles that of Los Angeles, the Vision Zero report noted, citing federal data from 2019 through 2023.
“We are still reviewing the plan, but our initial reaction is that the goals set forth are not transformational enough to address the climbing traffic death statistics,” said Jessie Amadio, an organizer with Philly Bike Action.
“Vision Zero safety interventions work in the places they are installed,” but annual progress is too slow, she said.
Factors that make a crash severe
Speeding was the leading contributing factor in serious injury and fatal crashes between 2020 and 2024, present in 19%, the report said. Drivers impaired by alcohol or drugs were involved in 8% of the crashes, and 8% ran a red traffic light. Distracted driving was responsible in 4% of crashes, and running stop signs in 2%.
People walking or using a personal mobility device were involved in 6% of crashes from 2002 through 2024 but were 40% of those who were killed, the report found.
Thirty-eight percent of people who died were in motor vehicles.
What were residents’ biggest concerns and asks?
The Philadelphia Office of Transportation and Infrastructure Systems heard from about 3,000 city residents about their biggest concerns and preferred responses, said Marco Gorini, the Vision Zero program manager.
Speeding was the topmost concern, cited by 24% of the people participating, followed by drivers running red lights and stop signs, cited by 23%.
People were reached at roundtables involving more than 80 community groups, by online services, and through a polling firm that randomly queried 1,500 Philadelphians representative of the city’s overall population.
Participants supported tough enforcement by automated cameras and police against those violations by wide margins.
Infrastructure-related changes work best to protect people and change driver behavior, residents said, and they clamored for more traffic-calming measures and street redesigns, according to Gorini. They want to prioritize changes around schools, senior centers, and public parks.
Besides enforcement and traffic-slowing infrastructure, residents expressed strong support for more safety education — instruction for high school students on safe driving (76%) and education for young students on safe walking and biking (71%).
And another thing: People want transparency with safety efforts.
“It’s very important that we regularly report on the state of traffic safety in Philadelphia and the results of Vision Zero interventions,” Gorini said. “This ensures accountability and helps the public understand what the issues are and how efforts to address them are going.”
Next steps
The city will be developing a spending plan for new safety projects for the next annual budget, due in the first quarter of 2026. And figuring how to pay for them from city funds and state and federal grants.
Since taking office for his second term, President Donald Trump has moved to cancel tax incentives and spending for clean-energy technology and prioritized expanded production of oil and natural gas.
But the federal government apparently is not 100% out of the green fuels business.
Last week, SEPTA won a $43 million grant from the Federal Transit Administration to replace 35 diesel-powered 30-foot buses with an equal number of cleaner diesel-electric hybrid buses that are 32 feet long.
When the new buses are delivered, expected to be in 2028, SEPTA no longer will have diesel-only buses in its fleet.
Most SEPTA buses are 40 feet long or 60-foot articulated models (the ones with the accordion in the middle). The shorter hybrids will be used on the LUCY Loop in University City and Routes 310, 311, 312, and Route 204, which runs from Eagleville to Paoli Station.
“These new hybrid buses will increase operational efficiency and help ensure that SEPTA can continue to provide reliable service for customers,” general manager Scott Sauer said.
SEPTA applied for the grant in July, a spokesperson said.
“This is a major win for Philadelphia,” U.S. Rep. Brendan Boyle of Philadelphia said. “These new hybrid buses will mean more reliable service, a stronger transit system, and cleaner air for the hundreds of thousands of riders who depend on SEPTA every day.”
Boyle, a Democrat, said the money came from President Joe Biden’s bipartisan infrastructure law, which Boyle helped champion. The grants were given from the fiscal year 2025 federal budget.
“Delivering new-and-improved bus infrastructure is yet another example of how America is building again under President Trump,” U.S. Transportation Secretary Sean P. Duffy said in a statement. “More people travel by bus than any other form of public transportation.”
SEPTA’s grant was part of $1.1 billion distributed from the fiscal year 2025 federal budget. The U.S. Department of Transportation said in the announcement that $518 million would be added to the low- and no-emission bus grant program from the fiscal 2026 budget.
