Council committee opens broad hearings on siting an inner‑city bus terminal, with interim fixes urged

The Committee on Transportation and Public Utilities convened a multi‑panel public hearing to gather testimony on Resolution 250109, which authorizes hearings into potential locations for a new inner‑city bus terminal in Philadelphia.

John Monlach, first deputy and chief of staff in the Department of Planning and Development, said staff used GIS screening and technical criteria to identify 20 candidate parcels, narrowed to six short‑list sites for interim use and another six for longer‑term facilities. Monlach said the city engaged a consultant to complete traffic impact analyses and that a Transportation and Community Development Initiative (TCDI) planning grant was awarded to support the long‑term site assessment. He said community engagement will begin after feasibility is confirmed and that staff expect initial analysis from consultants by summer (staff testimony).

Transit operator SEPTA told the committee the curbside moves after Greyhound left in 2023 disrupted service and created safety and operational challenges. Chris Valentin, assistant chief operating officer for bus operations at SEPTA, said displaced intercity buses obstructed stops, blocked crosswalks and rendered a red transit lane ineffective; SEPTA closed a key stop at 6th and Market because of safety concerns.

Speakers from industry and advocacy groups urged a two‑track approach: immediate off‑street interim facilities with waiting rooms, restrooms and basic amenities, and a permanent, intermodal terminal co‑located with major rail and transit hubs. Peter Picnelli, CEO of Peter Pan Bus Lines, and other carriers said many riders lack credit cards and rely on cash and frequent, low‑cost service; Picnelli said his company saw a 47% drop in certain sales after the Filbert Street terminal closed and emphasized Center City locations and transit connections. Commenters and neighborhood groups, especially from Northern Liberties and Chinatown, described negative local impacts from curbside operations — litter, loitering, safety and business disruptions — and asked for transparent, timely decisions and stronger community outreach.

City staff described a near‑term aim to move operations off the curb into leased private property with temporary waiting rooms and ADA‑compliant facilities before the 2026 event season, while pursuing a long‑term, larger site (possibly Thirtieth Street Station area) that would require years to deliver. Staff and several witnesses said public‑private partnerships, port/parking authorities, tax‑increment financing or federal grants could help fund a permanent terminal; witnesses cited models in other cities (Washington, Boston, Atlanta) and noted that some cities charge gate or departure fees to generate revenue.

Neighborhood groups pressed city staff on transparency and timeline. Several participants urged that any interim site not be allowed to become a decade‑long permanent solution without clear milestones. Community presenters proposed alternative interim locations (DRWC facilities on Delaware Avenue, certain public parking sites) and asked the city to robustly enforce curb permits and no‑idling rules in the meantime.

Public comment emphasized accessibility: disability advocates and senior services groups asked that any interim or permanent facility meet ADA standards, include elevators where relevant, provide indoor seating, restrooms and shelter from heat and cold, and ensure easy connections to SEPTA. Transit advocates called for a funding plan for operations and maintenance so facilities do not degrade after opening.

No final siting decision was made. The hearing produced directions for staff analysis, an expected consultant report to recommend one to three viable sites for further study, and continued community engagement. Committee members asked staff to return with clearer timelines and options that would allow an off‑street interim solution before 2026.