For the Philadelphia region, the question is whether SEPTA’s retrenchment triggers an economic decline. America is littered with cities like Baltimore or Detroit whose growth and vitality suffered as their transit systems withered.
Massive cuts in service by the Southeastern Pennsylvania Transportation Authority began early morning Sunday, Aug. 24, 2025. PHILADELPHIA — SEPTA , the Southeastern Pennsylvania Transportation Authority, warned us for two years.
For the Philadelphia region, the question is whether SEPTA’s retrenchment triggers an economic decline. America is littered with cities like Baltimore or Detroit whose growth and vitality suffered as their transit systems withered.On the first day of school Monday, more than 50,000 Philadelphia students will take unfamiliar bus routes to class, with more transfers.as a share of 700,000 daily transit riders decide to drive. Late-shift workers will struggle to get home with more infrequent buses and trains at night. “It’s going to be bad on so many levels for so many people, you can’t even quantify it. Day by day and week by week, it will get worse,” said Connor Descheemaker, coalition manager of Transit for All PA.and 16 other routes will be shortened. Buses, trolleys, and subways will reduce the number of trips offered, lengthening waits for riders. And on Sept. 1, fares will increase 21.5% across the board. The base one-way SEPTA fare will be $2.90, equal to the New York Metropolitan Transit Authority’s price.Things would get worse for Philadelphia in January if the dynamic does not change, with five Regional Rail lines eliminated, more bus routes axed, and all rail service stopping for a 9 p.m. curfew. Along with e-gaming tax revenue, the proposal would have generated about $1.2 billion, roughly half to keep SEPTA and other transit systems operating, and the rest to fix rural roads and bridges.SEPTA said it didn’t want to use money for needed infrastructure projects on day-to-day things, with no sign the capital funds would be replenished. Democrats and public transportation advocates objected to using the state’s main transit funding mechanism on road projects, though most said they support getting more money for roads. Republicans say it provided a basis for further negotiations and would have helped SEPTA while lawmakers worked out something more long-lasting.around the nation, including in Boston, Washington, and the Bay Area, are facing looming funding gaps. Some of it is because they are always scuffling for money from state and local governments, as well as fighting the effects of inflation and COVID-reduced ridership. Those are worsened by the end of federal operating aid given to mass transit during the pandemic. Chicago stands out, with a deficit in the hundreds of millions of dollars. If the Illinois legislature does not act,The deficit for Chicago’s three transit services — CTA; a suburban bus system; and Metra commuter rail — stands at more than $500 million.The Illinois Senate passed just before adjournment a $1.50 statewide tax on food deliveries, as well as a real estate transfer tax in Chicago’s suburbs. It was too late. “The House didn’t even know what was in there,” said W. Robert Schultz III, a campaign organizer for the Active Transportation Alliance in Chicago. SEPTA General Manager Scott Sauer and Pennsylvania Gov. Josh Shapiro at a press conference at the transit headquarters Sunday, Aug. 10, 2025. “Following the sausage analogy, people were throwing in sage and salting and taking out peppers and throwing in paprika up until the last minute,” Schultz said.For cities like Chicago and Philadelphia, mass transit is trying to limp along with a 20th-century funding model and growing 21st-century mobility demands, experts say. People want to use transit in more flexible ways than traditional commuting to downtown. It takes big investments to adapt. Philadelphia has been growing in recent decades after years of stagnation because it has key assets: transit connectivity, urban density, and an accessible workforce, according to“These advantages are not permanent. They require continuous investment and maintenance,” he said. It has proved hard in Pennsylvania and elsewhere to sustain public goods like transit. The political system rewards short-term fixes and abhors taxes. Hornstein said the five counties in SEPTA’s service area should be empowered to levy local taxes dedicated to funding transit.Under state law, Pennsylvania’s collar counties are authorized to tax only property. Three of the four suburban counties increased property tax rates last year as expenses outpaced revenue.He used the example of a half-penny increase in the sales tax, and says local revenue ideally could seed a regional transportation trust fund. “We want you to give us the right to tax ourselves,” Hornstein said in an interview. “It’s no skin off anybody’s nose. This is our money, money that consumers would spend in Philadelphia.” The MTA in New York, for instance, in 2009 got the state legislature to authorize a payroll mobility tax on regional employers. It Facing the possibility of steep federal budget cuts, suburban county leaders said they anticipate little wiggle room in next year’s budget to devote more to SEPTA. Even if they had taxing options, they do not view a local tax as a replacement for sufficient state funding.Lawmakers blast SEPTA over predicted chaos for Eagles openerWhen will the U.S. ban on TikTok take effect? Trump keeps moving the date If you purchase a product or register for an account through a link on our site, we may receive compensation.and agree that your clicks, interactions, and personal information may be collected, recorded, and/or stored by us and social media and other third-party partners in accordance with our
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