Philadelphia’s Affordable Housing Challenge

Philadelphia’s current affordable housing crisis is hardly unique in modern America, but the city’s status as among the nation’s poorest large cities makes the challenge especially acute. Mayor Cherelle Parker’s proposed solution, detailed March 24th this year, is promising but problematic. Facing not just traditional obstacles of costs and political will, the proposal has been unveiled during a period of particular federal hostility toward subsidies of any kind, not the least for low-income buyers and renters.

According to a 2020 Pew Foundation report, Philadelphia’s housing costs are low relative to other peer cities, but because of its high level of poverty, the proportion of its households considered cost-burdened (spending at least 30 percent of its income on housing) is also high. The problem is particularly acute for renters with incomes below $30,000 per year, 88 percent of whom are cost-burdened, with 68 percent severely cost-burdened, meaning they spend at least 50 percent of their income on housing.

Parker’s $2 billion plan, anticipating funds drawn primarily from municipal bonds, aims to create and preserve 30,000 housing units during her first term in office. Spread primarily through seven distinct programs, the effort would, among other things, turn publicly held land (through the city’s currently underperforming land bank) over to private investors for new development while also also providing grants for repairs, subsidies for new mortgages, and payments for back rent.  Criticized by the Philadelphia Coalition for Affordable Communities, formed in 2014, for not doing enough to reach low-income residents, Parker has defended her approach supporting households that do not live in poverty by official measurements but are still struggling.  Often referred to as “middle neighborhoods”  of the kind Parker represented when she was in city council, these areas, though stable, have issues—most usually related to the age of the housing stock—and are not usually eligible for government subsidy.  Assisting these areas could help reduce demand and bring down prices in areas prone to gentrification.

Additional support for Parker’s approach can be found in light of a parallel crisis in public transit. As the Public Citizen recently argued,  Philadelphia’s leaders could boost SEPTA’s operational health by encouraging the development of more housing near what it calls the city’s high-quality transit infrastructure. Such investment where housing density is low, in such “middle neighborhoods” as Germantown and Chestnut Hill, for instance, could well boost ridership and help sustain the system, an approach the Citizen buttresses with the support of a study from the moderate Republican Niskanen Center. No less problematic than federal funding, such broad-based thinking is still worth the effort for any such important program in housing development that is likely to stretch out for years.

It would be up to public housing, then, to expand its historic role in meeting the needs of the city’s poorest neighborhoods. Public funding over time has failed to keep up with demand for space or upkeep on the stock that already exists. Currently some 100,000 people appear on various wait lists.  Significantly, then, the Philadelphia Housing Authority has launched its own ambitious $6.3 billion plan, concentrated on remaking its entire housing portfolio while also adding thousands of new subsidized units through new construction and acquisition of privately held properties. PHA President Kelvin Jeremiah speaks optimistically about working with the Trump administration to draw on existing program funding such as Section 8 housing vouchers, which would be used for reconstructed units. Such funding, however, could well not be available according to recent reports. HUD Secretary Scott Turner took the lead in Opportunity Zone funding in the first Trump administration, so there might be better hope in attracting private investment for new construction in underserved areas.

In all likelihood, Philadelphia will muddle through the current housing crisis. This would be a good time, however, to do more than muddle by rethinking just where and how new housing policies can help keep Philadelphia a “city of homes.”  Well before Trump’s election, Drexel University’s Bruce Katz was promoting a “new localism,” which would help metropolitan regional economies become less reliant on federal funding. Not incidentally, he has been instrumental in forming a new national housing crisis task force, and the preliminary ideas generated in this process should become a part of the dialogue informing Philadelphia’s affordable housing campaign.

No doubt national housing policy has become a crucial area of concern when its future remains so uncertain under the Trump administration. As Philadelphia’s leadership grapples with the challenge, we can only hope it takes the opportunity to make the most of a difficult situation to consider innovations in its approach that could help free the city from additional uncertainties created in Washington and realize its ambitious goals at home.

SEPTA’s Latest Crisis

One of SEPTA's Regional Rail trains crosses the Schuylkill River.
Pictured here, one of SEPTA’s Regional Rail trains crosses the Schuylkill River near the Girard Avenue Bridge on its way from the far reaches of the city into 30th Street Station and the Center City train stations (photograph by Donald G. Groff for the Encyclopedia of Greater Philadelphia).

Recently, the Southeastern Pennsylvania Transportation Authority (SEPTA) announced that it would be forced to dramatically cut service and raise fares because of a $213 million deficit in next year’s budget (which begins on July 1, 2025). Proposed changes include the elimination of fifty bus routes, five regional rail lines and one metro line, a 20 percent reduction in service and the elimination of all services after 9PM on the surviving regional rail and metro lines, and a 20 percent reduction in service on surviving bus lines. This announcement had the effect that SEPTA likely sought: outrage and shock over the proposed cutbacks and demands that the state find the needed funds.

As a scholar who studies the history of public transportation, I was neither shocked nor surprised by the deficit or the proposed service cuts and fare increases. SEPTA has been inadequately funded through most of its history and this issue has only become worse in the twenty-first century. My entry on the history of SEPTA for The Encyclopedia of Greater Philadelphia concluded that “From its founding, SEPTA [has] struggled with structural, funding, and management issues [and t]hese issues, along with the growth of reverse commuting and labor strife, continued to challenge SEPTA and its riders in the early twenty-first century.” From the 1980s onward, Pennsylvania has focused on largely short-term solutions to these issues.

The current funding crisis dates to the summer of 2024. At that time SEPTA warned of dramatic service cuts and fare increases, prompting Governor Josh Shapiro to propose an increase in funding for the transit authority. After the Pennsylvania legislature refused to pass the requested increase, Shapiro, in what he termed a “stopgap measure,” transferred $153 million in state highway funds to SEPTA.  Nothing has changed over the last year and, due to federal funding cuts, Shapiro likely no longer has a magic pot of cash from which he can recreate last year’s miracle.

SEPTA’s funding problems are not unique to it or other transit providers in the Commonwealth, as Pennsylvania does not adequately fund any form of transportation. Although the political battle in Harrisburg is often characterized as one between rural Republicans who want highway money and urban Democrats who want transit funding, the state actually doesn’t fund either of these areas at adequate levels. Poorly funded transportation infrastructure is not just a Pennsylvania problem, however, as unsafe roads and bridges are common throughout the United States. A decade ago, Pennsylvania had the highest percentage of structurally deficient bridges of any state, but Shapiro and the legislature increased highway funding in 2023-2024 and this has allowed the state to make progress in that area. What Pennsylvania needs is a similar consensus on mass transit.

A key part of SEPTA’s problem, however, is the public perception that the general manager and the board are politicians and not transportation experts capable of dealing effectively with the challenges at hand. With recent disasters like the painful implementation of the Key transit card program and the delayed introduction of the “bus revolution” it’s easy to see how people form this impression. It is worth noting, however, that the desire to save money motivated SEPTA to do both of these projects in-house rather that use an existing (and proven) transit payment system and to hire an established consultant to revise the bus routes.

Arguably SEPTA needs leadership that has politically savvy people at the top who can work with City Hall, Harrisburg and Washington on acquiring a stable funding base and a mid-level management who know how to run buses, trolleys and trains. It is worth recalling that one of SEPTA’s greatest crises was its truly disastrous takeover of the direct operation of the regional rail network in 1983 when David Gunn was general manager. Gunn was midway into his over forty- year career when he worked in Philadelphia and was acknowledged as one of North America’s greatest transit experts. A shutdown of the commuter rail system, followed by the longest strike in SEPTA’s history, caused such a massive decline in ridership that it took over twenty years for the system to recover. So, perhaps transportation expertise at the most senior levels can be overrated.

What SEPTA, its riders, and all users of transportation infrastructure really need are politicians in Philadelphia, Harrisburg, and Washington who are less interested in sound bites and press conferences and are more concerned with sustaining a transportation system essential to the regional economy. This is a truly existential crisis for SEPTA, as, if the proposed cuts go through, it is difficult to see any justification for SEPTA’s continued existence. Eliminating effectively half of the suburban rail network (and all service after 9 PM) and most suburban bus lines, will leave greater Philadelphia with less regional, cross-county service than existed even before SEPTA was created.  Such a setback to the region’s evolving integration in such sectors as healthcare and research would be deeply damaging in lost revenue not just locally but to the state budget itself.

 

John Hepp is Professor of History Emeritus at Wilkes University and his focus is urban cultural history in the period 1600 to the present. He is a regular rider of SEPTA’s Cynwyd Line, a six-mile-long regional rail line with a total of seven trips a day.

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