Consistent with the YAC’s efforts to represent youth to the executive leadership of SEPTA, the following document was submitted regarding SEPTA’s recent ASP proposal development.
- The YAC is in support of splitting Route 23 into two portions for many of the operational reasons addressed in the ASP.
- It is essential that the free transfer between the two routes be enacted so as to minimize the burden on passengers currently riding on both portions of the route with non-pass fare instruments.
- Timed transfers should be built into the two routes’ schedules to minimize connection time and overall trip-time of current one-seat riders.
- Although the YAC supports the route-splitting, we are not in support of any measure that would preclude the restoration of trolley / light-rail service to some or all of the present-day Route 23.
- The YAC is NOT in favor of the Route 45 designation for the new route. Instead, the YAC recommends the routes be designated 23N and 23S rather than 23 and 45, respectively. Not only would this preserve some of the route’s historical origin, it would better explain the existence of the free transfer.
The YAC supports these changes given the safety and convenience improvements for customers.
The YAC supports the extension, especially given the numerous schools to which it would connect. To further enhance service, the YAC additionally recommends SEPTA evaluate extending Route 53 not only along Hunting Park Ave. to G Street, but 1.45 miles East to the Erie-Torresdale Market-Frankford Line station (thereby increasing service along Hunting Park Ave., providing an alternative connection to Center City, and providing service flexibility in the event of a BSL or MFL service disruption).
The YAC supports the route extensions, especially that for Route 40 (which is in desperate, albeit difficult, need of service enhancements). For clarification purposes, the YAC would like to see SEPTA detail the extension and layover location of Friday, Saturday, and Sunday Route 40 routing via Pine Street.
The YAC supports the extension of Route 31 (NOT Route 32) into Queen Village. As the South Philadelphia neighborhood sees a surge of younger residents, increasing transportation options is encouraged. Extending Route 31 offers an opportunity for these residents to directly reach Center City West, 30th Street Station, and the major places of education and employment in University City. Additionally, doing so preserves Route 32 service along South Broad Street to Broad and Washington (a major thoroughfare around which several high schools are located).
The YAC supports the route modification as the elimination of the unsignalized turn would improve reliability, safety, and convenience for riders.
Alternative Proposed: The YAC does NOT support the permanent route modification of Route 55. Although the concern is certainly valid, a problem that presents itself only a few times each year is not a valid basis for year-round re-routing. Instead, the YAC proposes the creation of a new “Snow Routes” program that officiates common snow detours. When the need presents itself, SEPTA could announce that “snow routings are in effect.” Combined with permanent signs at stops detailing the nearest “snow route” stop, customers would be less likely to miss a bus due to a predictable but unannounced rerouting. Further, present routes can remain as established while accommodating for the operational challenges of winter weather.
The YAC supports this change and looks forward to the faster service.
The YAC supports the route extension and looks forward to seeing increased bus service for students at nearby Haverford and Bryn Mawr colleges.
The YAC supports this alternate routing and embraces the faster service. Further, given the light-use of the current routing, the YAC additionally recommends this new routing become the primary route with select trips operating on an alternate routing (the singular present-day route) via Meetinghouse Road.
Although the YAC supports the rerouting and new service to Parx Casino, the YAC expresses concern with the removal of all service to Bensalem High School. The rerouting would make students wishing to access the school subject to a 1.3 mile walk to the nearest relocated stop. The YAC suggests a meeting be held in the community to assess the high school’s ability and willingness to relocate the stop and accommodate those wishing to utilize public transit.
Given the flag-stop status of all NHSL stations, there is no operational savings from the closing of the station. Additionally, closing the station in its entirety severs access to the nearby Villanova University Conference Center. Therefore, the YAC alternatively recommends that SEPTA discuss a potential “Adopt-a-Station” opportunity with Villanova University. Doing so could pay for the minimal maintenance costs of keeping the station open and would allow SEPTA to maintain its operation without having to fund potentially cost-inhibiting ADA improvements should a decision to reopen the station be made (as is presently the case with the restoration of DRPA-PATCO’s Franklin Square station in Center City Philadelphia).
The YAC supports the outlined Service Standards and Process Amendments in that they expand the scope of Disproportionate-Burden Analyses, make SEPTA more consistent with fellow transit agencies, and defines fare-sale coverage standards. The YAC cautions SEPTA to consider modifying Regional Rail Division coverage standard verbiage from “provide ticket offices” to “provide ticket offices or ticket vending machines” such that the Trenton Regional Rail station would be considered adequately-served (through the use of NJ Transit’s ticket machines).