Cash-short SEPTA presses on with capital program: though strapped for operating funds, the agency is set to deliver $427 million worth of improvements to Philadelphia-area riders in FY '05

Railway Age, Oct, 2004 by William D. Middleton

The southeastern Pennsylyania Transportation Authority's critical operating budget shortfalls over the past several years have been getting a large share of General Manager Faye L. M. Moore and her staff's attention over the past several years. For Fiscal Year 2004, a $41 million deficit was met by reversing state general fund reductions, flexing federal highway funds to transit operating assistance, and transferring federal capital assistance to its operating budget.

Now, as SEFTA begins operation under its fiscal 2005 operating budget, it has run out of fixes. With a total operating budget need of $849.7 million, divided almost equally between operating revenue ($421.1 million) and subsidies ($428.6 million), SEPTA's projected subsidies fall $62.2 million short. Finding a more adequate source of dedicated transit operating support, or failing that, taking drastic actions to deal with the budget, are now the only alternatives.

With the magnitude of the funding crisis facing SEPTA and other Pennsylvania transit agencies, the need for a more adequate source of operating funds has drawn substantial support. Pennsylvania State Senator Stewart J. Greenleaf and State Representative John J. Taylor have introduced bills that would provide an increased share of transit funding from the existing state sales tax, which ranges from 6% to 7%. The proposed sales tax changes would generate more than $174 million for SEPTA in FY 2005. The measure is likely to go before the Pennsylvania legislature over the next two months, with the hope that a bill can be approved by the end of the session in late November.

Well aware that additional funding support may not be forthcoming, Moore and the SEPTA board have put in place what they have called a "catastrophic" program to meet the budget deficit and stay financially solvent: a "drastic increase" in fares, and service and workforce reductions--"the last thing SEPTA wants."

Scheduled to take effect Jan. 1, 2005, SEPTA's contingency plan calls for a 25% average fare increase (basic single fare would o from $2.00 to $2.50), with overall service reductions of 20%, while all weekend transit services would be eliminated. Some 1,400 SEPTA jobs would be eliminated.

While the urgency of the immediate operating budget problems are getting most of the attention, SEPTA continues to move head with an FY 2005 capital program of $427 million that will continue steady progress toward improved system condition and planned expansion. State of good repair ($144.6 million) and normal replacement ($165.5 million) projects for reconstruction and renewal and vehicle replacement or overhaul together account for more than 70% of capital funding. A high level of vehicle overhaul programs (currently at an annual level of $47 million) helps SEPTA assure an enviable standard of equipment appearance and reliability. System improvements ($65.4 million) for such needs as station and fare collection upgrades and system expansion ($51.5 million) will permit SEPTA to support the hanging transportation needs of its 2,200-square-mile, five-county, 3.8 million-population service area.

SEPTA's city and suburban light rail system, currently consisting of five subway-surface lines extending from Philadelphia's center City subway to areas of West and Southwest Philadelphia and parts of Delaware County, and three lines radiating from the 9th Street Terminal to suburban routes west of Philadelphia, is bout ready to add another route. Although a firm start up date as not yet been set, pending resolution of some touchy changes needed for one-way street running and parking, the new line will add 8.5 miles in an east west crosstown surface corridor along Girard Avenue from 63rd Street to Richmond and Westmoreland Streets. The busy corridor connects with almost two-dozen other EPTA routes, including the Broad Street Subway and Market Frankford Elevated.

When extensive rehabilitation and upgrade work wasn't funded, Route 15 was one of three SEPTA rail lines changed to diesel bus operation in 1992. But a $40 million renovation begun in 2000 has included track and overhead wire repairs and replacement, new boarding island platforms, and a new modular substation in the Callowhill Maintenance Shop, and SEPTA and the City Streets Department have made signal and guideway improvements and installed a modified pre-emption system. STV Inc. has provided program management services.

For Route 15, SEPTA has carried out an innovative rebuilding of 18 1947 PCC cars, converting them into a virtually new vehicle--SEPTA calls them the PCC II-meeting all current requirements, at a cost of $1.3 million per car. There is an option for another eight. Built by Brookville Equipment Corp., the original PCC carbodies were thoroughly rebuilt. Brookville constructed new PCC trucks based on a B-2 pattern. A Vossloh IGBT propulsion system uses Skoda a.c. traction motors, which provide regenerative braking, together with disc and track brakes. Windows were sealed, and new 120,000 BTU ThermoKing HVAC unit was installed above the car roof. Refurbished interiors employ the distinctive original PCC "bullseye" Art Deco lighting. Recycled bus stainless steel seats and new cushioning were used. A center-door Stewart & Stevenson wheelchair lift provides handicapped access, with space for two wheelchairs. The exterior scheme is the classic Philadelphia Transportation Co. green and cream, with red striping and an aluminum roof. LTK Engineering Services assisted SEPTA's New Vehicle Engineering Group with design and specifications.