Comments on: Congestion Pricing Q&A With Rohit Aggarwala, Part 1 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/ Covering the New York City Streets Renaissance Mon, 23 Nov 2009 00:01:47 -0500 http://wordpress.org/?v=2.8 hourly 1 By: Angus Grieve-Smith http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37172 Angus Grieve-Smith Wed, 19 Sep 2007 12:29:46 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37172 I second that, JMC, and not just for the express buses. Momos, have you ridden the bus lately? Just about every line has a significant number of brand-new, quiet, hybrid, low-floor buses. Here in Queens, a large chunk of the aging ex-DOT bus fleet has been replaced by these low-floor hybrids. I rode one just yesterday; they're very convenient and comfortable. I second that, JMC, and not just for the express buses. Momos, have you ridden the bus lately? Just about every line has a significant number of brand-new, quiet, hybrid, low-floor buses.

Here in Queens, a large chunk of the aging ex-DOT bus fleet has been replaced by these low-floor hybrids. I rode one just yesterday; they're very convenient and comfortable.

]]> By: jmc http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37168 jmc Wed, 19 Sep 2007 03:35:29 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37168 Momos- I noticed in some early documentation for either the BRT or CP that there was a "buy america" waiver for at least some of the new buses. This might mean that they will try out a non-US bus type on the BRT lines. I encourage you to take a ride on the new express buses, they are quite dignified (though different than what you usually find in Europe). Padded seats make a big difference for my bony derriere! Momos- I noticed in some early documentation for either the BRT or CP that there was a "buy america" waiver for at least some of the new buses. This might mean that they will try out a non-US bus type on the BRT lines.

I encourage you to take a ride on the new express buses, they are quite dignified (though different than what you usually find in Europe). Padded seats make a big difference for my bony derriere!

]]> By: Carolyn Konheim http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37147 Carolyn Konheim Tue, 18 Sep 2007 16:42:57 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37147 The main public objection to buses is bus bunching. This will not be solved by one BRT line per borough. Paris transformed bus travel citywide even before by spacing arrivals and advising riders of the wait times for each route. The GPS and radio communication systems could be put into place across NYC for about $150 million in 3-4 years. London had a similar system, "Countdown," with different technology years before congestion pricing. Don't forget London also slashed bus fares to equivalent of $1 (big difference with current $20). London subways had been losing riders due to huge construction disruptions. The main public objection to buses is bus bunching. This will not be solved by one BRT line per borough. Paris transformed bus travel citywide even before by spacing arrivals and advising riders of the wait times for each route. The GPS and radio communication systems could be put into place across NYC for about $150 million in 3-4 years.
London had a similar system, "Countdown," with different technology years before congestion pricing. Don't forget London also slashed bus fares to equivalent of $1 (big difference with current $20). London subways had been losing riders due to huge construction disruptions.

]]> By: "also" http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37145 "also" Tue, 18 Sep 2007 16:28:14 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37145 Not at all! I wanted Aaron to capture the bus experience from the sidewalk and second floor open windows as well as the passenger experience. They're both important. Not at all! I wanted Aaron to capture the bus experience from the sidewalk and second floor open windows as well as the passenger experience. They're both important.

]]> By: momos http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37144 momos Tue, 18 Sep 2007 15:58:09 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37144 Are you making fun of me "also"? :) Are you making fun of me "also"? :)

]]> By: also http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37133 also Tue, 18 Sep 2007 06:10:16 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37133 Also please note if they wheeze and snort, and have brakes that split your ears. Also please note if they wheeze and snort, and have brakes that split your ears.

]]> By: momos http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37132 momos Tue, 18 Sep 2007 05:56:48 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37132 Aaron - Looking forward to your updates. Please can you pay special attention to the actual vehicles Trans Milenio uses? Ie manufacturer, model number, and interior configuration (low floor, large windows, cloth/vinyl seats, etc). These sound like obsessive details. But anyone who's ridden buses in Europe will tell you that the difference with city buses in the US is night and day. In Paris or Berlin they're invariably sleek Mercedes-Benz, Volvo, Renault, MAN or Scania models with the latest low-floor designs, quiet engines, smooth drive trains and bright, attractive interiors. Why does this matter? Because it dignifies the commute of hard-working people who deserve a comfortable trip home and makes buses much more competitive against cars. This point was raised with DOT Commish JSK in the Times City Room Q&A, and she insisted that NYC buses are top-notch. Ironically, NYC probably uses old clunkers for political reasons. New Yorkers by and large don't know about the leaps in bus technology made elsewhere in the world, while there's probably a clause in some MTA contract stipulating that it must buy vehicles assembled in NY state. Only Orion bus company has a plant here, giving that company a virtual monopoly on MTA bus contracts. Aaron - Looking forward to your updates. Please can you pay special attention to the actual vehicles Trans Milenio uses? Ie manufacturer, model number, and interior configuration (low floor, large windows, cloth/vinyl seats, etc).

These sound like obsessive details. But anyone who's ridden buses in Europe will tell you that the difference with city buses in the US is night and day. In Paris or Berlin they're invariably sleek Mercedes-Benz, Volvo, Renault, MAN or Scania models with the latest low-floor designs, quiet engines, smooth drive trains and bright, attractive interiors.

Why does this matter? Because it dignifies the commute of hard-working people who deserve a comfortable trip home and makes buses much more competitive against cars.

This point was raised with DOT Commish JSK in the Times City Room Q&A, and she insisted that NYC buses are top-notch.

Ironically, NYC probably uses old clunkers for political reasons. New Yorkers by and large don't know about the leaps in bus technology made elsewhere in the world, while there's probably a clause in some MTA contract stipulating that it must buy vehicles assembled in NY state. Only Orion bus company has a plant here, giving that company a virtual monopoly on MTA bus contracts.

]]> By: Aaron Naparstek http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37130 Aaron Naparstek Tue, 18 Sep 2007 04:06:50 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37130 As it happens, I'm in Bogota, Colombia right now looking at the Trans Milenio Bus Rapid Transit system with Clarence of Streetfilms and Karla Quintero of T.A. translating Spanish. We'll have more on this in the coming weeks but suffice it to say the bus system down here is absolutely incredible. It is a first-class, First World transportation system. As it happens, I'm in Bogota, Colombia right now looking at the Trans Milenio Bus Rapid Transit system with Clarence of Streetfilms and Karla Quintero of T.A. translating Spanish. We'll have more on this in the coming weeks but suffice it to say the bus system down here is absolutely incredible. It is a first-class, First World transportation system.

]]> By: Angus Grieve-Smith http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37128 Angus Grieve-Smith Tue, 18 Sep 2007 03:33:48 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37128 I brought up the old white ladies of the Upper East Side to show that buses in NYC don't have a serious image problem. The main marketing difficulty that buses have in other cities is that they're thought of as transportation welfare for poor people, racial minorities and mentally disabled people. That's why rail does so much better than buses, and why BRT proponents put so much stress on rebranding the system to get away from the "bus" image. This is not the case in New York City. The main marketing difficulty that buses have here is that they're thought of as slow. This is because they are slow, and rebranding isn't going to change anyone's opinions of that. I'm not against "BRT" improvements as Quality Bus implementations, but I do have a problem with "BRT" being used to shut people up when they try to talk about building rail. Agitating for rail is not incompatible with a consensus for "BRT," unless the consensus is that "BRT" is the only option. I'm a big supporter of PlaNYC, especially the bus improvements, but I'm disappointed that the only new rail stations in the five boroughs are the new Metro-North stations in the Bronx, the Sunnyside, Elmhurst and Corona LIRR stations, and the Second Avenue Subway. There are several neighborhoods in the Bronx, Brooklyn and Queens that have no rail service, and I'd like to see them served by rail. I'm sorry, John, but I don't appreciate being told "Well, BRT is kinda sorta like rail." It's not <i>enough</i> like rail unless it has a dedicated, separated guideway, and at that point it's no cheaper than rail. If you want to exile all light-rail proponents to the margins where nobody takes us seriously, you're welcome to try. But I don't think there's anything unreasonable in saying, "Thanks for the bus improvements. What else you got?" I brought up the old white ladies of the Upper East Side to show that buses in NYC don't have a serious image problem. The main marketing difficulty that buses have in other cities is that they're thought of as transportation welfare for poor people, racial minorities and mentally disabled people. That's why rail does so much better than buses, and why BRT proponents put so much stress on rebranding the system to get away from the "bus" image.

This is not the case in New York City. The main marketing difficulty that buses have here is that they're thought of as slow. This is because they are slow, and rebranding isn't going to change anyone's opinions of that.

I'm not against "BRT" improvements as Quality Bus implementations, but I do have a problem with "BRT" being used to shut people up when they try to talk about building rail. Agitating for rail is not incompatible with a consensus for "BRT," unless the consensus is that "BRT" is the only option.

I'm a big supporter of PlaNYC, especially the bus improvements, but I'm disappointed that the only new rail stations in the five boroughs are the new Metro-North stations in the Bronx, the Sunnyside, Elmhurst and Corona LIRR stations, and the Second Avenue Subway.

There are several neighborhoods in the Bronx, Brooklyn and Queens that have no rail service, and I'd like to see them served by rail. I'm sorry, John, but I don't appreciate being told "Well, BRT is kinda sorta like rail." It's not enough like rail unless it has a dedicated, separated guideway, and at that point it's no cheaper than rail.

If you want to exile all light-rail proponents to the margins where nobody takes us seriously, you're welcome to try. But I don't think there's anything unreasonable in saying, "Thanks for the bus improvements. What else you got?"

]]> By: jmc http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37126 jmc Tue, 18 Sep 2007 02:17:47 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37126 I ride the BxM express bus down from the Bronx all the time. It's actually quite nice. If they make bus service more reliable, the buses comfortable (Try riding a BM or BxM bus sometime, they're actually quite comfortable) I think people will ride them, especially the commuters who need to go at rush hour. If BRT corridors become successful enough, they could be upgraded to streetcars, in theory. The good thing about BRT is that it can be implemented rapidly and bring about a large modeshift to transit (like the buses in Curitiba or the Transmilenio system in Bogota). I ride the BxM express bus down from the Bronx all the time. It's actually quite nice. If they make bus service more reliable, the buses comfortable (Try riding a BM or BxM bus sometime, they're actually quite comfortable) I think people will ride them, especially the commuters who need to go at rush hour.

If BRT corridors become successful enough, they could be upgraded to streetcars, in theory. The good thing about BRT is that it can be implemented rapidly and bring about a large modeshift to transit (like the buses in Curitiba or the Transmilenio system in Bogota).

]]> By: gelston http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37124 gelston Tue, 18 Sep 2007 02:06:03 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37124 A detail in the agreement I hadn't noticed is the exemption from the congestion charge for all diplomats-- though they pay tolls. I sure hope there's a limit on the number of cars that diplomats and their staff and families are allowed to have.. A detail in the agreement I hadn't noticed is the exemption from the congestion charge for all diplomats-- though they pay tolls. I sure hope there's a limit on the number of cars that diplomats and their staff and families are allowed to have..

]]> By: steve http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37123 steve Tue, 18 Sep 2007 01:54:46 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37123 The difference between BRT and quality bus service is clear, as is the difference between the quality bus service that the UES generally receives (with exceptions) and the shitty bus service that many other neighborhoods receive. We don't know what BRT will look like in NYC, but we do know it will be limited to a handful of routes for the near future. Quality bus service is the primary mass transit boon that CP will deliver, for most NYers. Let's implement it as broadly and as quickly as possible. The difference between BRT and quality bus service is clear, as is the difference between the quality bus service that the UES generally receives (with exceptions) and the shitty bus service that many other neighborhoods receive. We don't know what BRT will look like in NYC, but we do know it will be limited to a handful of routes for the near future. Quality bus service is the primary mass transit boon that CP will deliver, for most NYers. Let's implement it as broadly and as quickly as possible.

]]> By: JK http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37122 JK Tue, 18 Sep 2007 01:06:22 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37122 MTA buses carry 2.5 million plus daily riders. A small number are old white ladies on the UPES. These New Yorkers take the bus because it's their best travel option. BRT is the consensus choice among NYC transportation professionals because it is much, much cheaper to install than light rail or trolleys. The MTA has no interest in trolleys or LRT. It has zero to do with the Feds or GW Bush. There should probably be a permanent open thread on SBlog for trolley and light rail enthusiasts to fulminate. For those interested in reading the exact text of the Urban Partners agreement between the USDOT and NYC/NYS/MTA see the link below. The bus improvements enumerated. You'll also note that NYC does not get the money unless it implements congestion pricing --- contrary to Dinowitz and anyone else who think the legislature somehow tricked the feds or claim Bloomberg was lying. You'll note the bulk of the money ($254mil of $354.5 total is for two bus depots and a few hundred signal controllers that allow buses to preempt signals, $112.6m for BRT and up to 367 buses and hardly any for implementing pricing. http://www.fightgridlocknow.gov/docs/termsheetnewyork.htm MTA buses carry 2.5 million plus daily riders. A small number are old white ladies on the UPES. These New Yorkers take the bus because it's their best travel option. BRT is the consensus choice among NYC transportation professionals because it is much, much cheaper to install than light rail or trolleys. The MTA has no interest in trolleys or LRT. It has zero to do with the Feds or GW Bush. There should probably be a permanent open thread on SBlog for trolley and light rail enthusiasts to fulminate.

For those interested in reading the exact text of the Urban Partners agreement between the USDOT and NYC/NYS/MTA see the link below. The bus improvements enumerated. You'll also note that NYC does not get the money unless it implements congestion pricing --- contrary to Dinowitz and anyone else who think the legislature somehow tricked the feds or claim Bloomberg was lying.

You'll note the bulk of the money ($254mil of $354.5 total is for two bus depots and a few hundred signal controllers that allow buses to preempt signals, $112.6m for BRT and up to 367 buses and hardly any for implementing pricing.
http://www.fightgridlocknow.gov/docs/termsheetnewyork.htm

]]> By: Angus Grieve-Smith http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37117 Angus Grieve-Smith Mon, 17 Sep 2007 23:21:54 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37117 Two things about buses: Many people posting here don't seem to get what Steve is saying. I'll second it: there's a population of New Yorkers, prototypically older, upper-middle-class white women from Manhattan, who do not hate buses at all. They see the subway as dark, dirty and dangerous, and the buses as the civilized alternative. Many people, outside of Manhattan, feel the same way about express buses. I don't feel that buses that run in general traffic, even with signal priority and dedicated lanes, qualify as "rapid transit." I think that separated guideway of at least, say, half the route length, should be the minimum standard for "BRT" as opposed to "Quality Bus." Two things about buses:

Many people posting here don't seem to get what Steve is saying. I'll second it: there's a population of New Yorkers, prototypically older, upper-middle-class white women from Manhattan, who do not hate buses at all. They see the subway as dark, dirty and dangerous, and the buses as the civilized alternative. Many people, outside of Manhattan, feel the same way about express buses.

I don't feel that buses that run in general traffic, even with signal priority and dedicated lanes, qualify as "rapid transit." I think that separated guideway of at least, say, half the route length, should be the minimum standard for "BRT" as opposed to "Quality Bus."

]]> By: gelston http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37113 gelston Mon, 17 Sep 2007 22:11:44 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37113 I wouldn't say that this administration loves buses - they just love roads, and buses happen to use them. I think long distance bus service is in as miserable a condition (if not more) than trains - with the exception of the unregulated (e.g. Chinatown) variety. I wouldn't say that this administration loves buses - they just love roads, and buses happen to use them. I think long distance bus service is in as miserable a condition (if not more) than trains - with the exception of the unregulated (e.g. Chinatown) variety.

]]> By: anonymous http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37111 anonymous Mon, 17 Sep 2007 22:05:40 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37111 JK: what makes you so sure that light rail isn't going to happen? As far as I can tell, the "consensus" behind BRT comes from the fact that the Bush administration loves buses and hates trains. People in general prefer trains to buses, for a variety of reasons that are difficult to pin down individually but quantifiable collectively. Finally, BRT is something of an oxymoron, given that the notions of "bus" and "rapid transit" are pretty much mutually incompatible, no matter how red you paint the bus. Not that I'm against improvements to bus service, but buses just aren't applicable to every single transit problem in the way that the Bush administration's DOT would like everyone to believe. JK: what makes you so sure that light rail isn't going to happen? As far as I can tell, the "consensus" behind BRT comes from the fact that the Bush administration loves buses and hates trains. People in general prefer trains to buses, for a variety of reasons that are difficult to pin down individually but quantifiable collectively. Finally, BRT is something of an oxymoron, given that the notions of "bus" and "rapid transit" are pretty much mutually incompatible, no matter how red you paint the bus. Not that I'm against improvements to bus service, but buses just aren't applicable to every single transit problem in the way that the Bush administration's DOT would like everyone to believe.

]]> By: JK http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37104 JK Mon, 17 Sep 2007 21:10:39 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37104 There are no new subways coming to Queens and other fast growing parts of the city. The MTA is deep in debt. Even bonded, congestion pricing income would only pay for what's already in the MTA capital plan. There is a political need for a consituency in the Queens, Bklyn and the Bronx who feel congestion pricing would help them in their everyday lives. That group is bus riders. The asthma/environment message is diffuse. The arguement that "congestion pricing will improve service on your bus" (fill in route #)offers a very specific benefit that can be organized around. A initiative with diffuse benefits and specific costs is hard to build support for. Yes, bus service needs help. That means there are a couple million voters who might support congestion pricing if they understood they would get more and faster bus service. Lastly, light rail or trolley is not going to happen in NYC anytime soon. Like it or not there is a huge consensus behind BRT. There are no new subways coming to Queens and other fast growing parts of the city. The MTA is deep in debt. Even bonded, congestion pricing income would only pay for what's already in the MTA capital plan.

There is a political need for a consituency in the Queens, Bklyn and the Bronx who feel congestion pricing would help them in their everyday lives. That group is bus riders. The asthma/environment message is diffuse.

The arguement that "congestion pricing will improve service on your bus" (fill in route #)offers a very specific benefit that can be organized around. A initiative with diffuse benefits and specific costs is hard to build support for.

Yes, bus service needs help. That means there are a couple million voters who might support congestion pricing if they understood they would get more and faster bus service.

Lastly, light rail or trolley is not going to happen in NYC anytime soon. Like it or not there is a huge consensus behind BRT.

]]> By: psycholist http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37097 psycholist Mon, 17 Sep 2007 19:03:12 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37097 Buses are great when they're running - I prefer seeing the neighborhoods I'm traveling through instead of running underground. The only problem is that they're unreliable. Buses are great when they're running - I prefer seeing the neighborhoods I'm traveling through instead of running underground. The only problem is that they're unreliable.

]]> By: fpant78 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37096 fpant78 Mon, 17 Sep 2007 18:52:01 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37096 agree with making buses more desirable as well as bringing back more streetcars/light rail currently the image of buses are loud, bulky, slow beasts that i want no part of agree with making buses more desirable as well as bringing back more streetcars/light rail

currently the image of buses are loud, bulky, slow beasts that i want no part of

]]> By: anonymous http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/comment-page-1/#comment-37092 anonymous Mon, 17 Sep 2007 17:40:34 +0000 http://www.streetsblog.org/2007/09/17/congestion-pricing-qa-with-rohit-aggarwala-part-1/#comment-37092 The only reason London loves buses so much is because their subway system is in even worse condition than New York's. Shutting down a station is such a regular occurrence that stations have unfoldable signs on the walls to signal that fact to the train driver. The problem with buses is that they just don't scale up to the loads that a subway can carry. A potentially better solution is a streetcar, which is cleaner and quieter than buses, as well as faster. Streetcars also have a higher capacity than buses because they can be coupled together into trains, thus making them a useful way to take the local trips off the subway and provide good service on peripheral routes that don't quite have enough demand to merit a new subway line. Oh yes, and NYC also needs to start building subways again, because the existing system can barely cope with the demand, and doesn't go far enough to serve some parts of the city that weren't very populated when the system was finished in the 40s, but are now. The only reason London loves buses so much is because their subway system is in even worse condition than New York's. Shutting down a station is such a regular occurrence that stations have unfoldable signs on the walls to signal that fact to the train driver. The problem with buses is that they just don't scale up to the loads that a subway can carry. A potentially better solution is a streetcar, which is cleaner and quieter than buses, as well as faster. Streetcars also have a higher capacity than buses because they can be coupled together into trains, thus making them a useful way to take the local trips off the subway and provide good service on peripheral routes that don't quite have enough demand to merit a new subway line.
Oh yes, and NYC also needs to start building subways again, because the existing system can barely cope with the demand, and doesn't go far enough to serve some parts of the city that weren't very populated when the system was finished in the 40s, but are now.

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