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Posts from the Bus Rapid Transit Category

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Woodhaven Select Bus Service May Get Physical Separation in Some Areas

Image: DOT/MTA [PDF]

Cross Bay Boulevard could get a wide planted median, bus bulbs, and a road diet. Image: DOT/MTA [PDF]

After unveiling the preferred design for six miles of the Woodhaven Boulevard Select Bus Service project earlier this week, DOT and MTA met yesterday with advocates, elected officials, and community board members to go into greater detail. The agencies are considering physical separation for bus lanes at key locations on Woodhaven, and they showed potential designs for the southern stretch of the project on Cross Bay Boulevard.

Sources who attended the meeting said DOT is looking into separating bus lanes with flexible posts, small “armadillo” bollards, or a mountable curb like the one installed on a block of the Sands Street bike lane.

Select Bus Service would run on the Q52 and Q53 lines. Click to enlarge. Map: DOT/MTA [PDF].

Select Bus Service would run on the Q52 and Q53 lines. Click to enlarge. Map: DOT/MTA [PDF].

Camera enforcement could also keep drivers out of the bus lane, but bus cams on Woodhaven will require state legislation. Either way, it appears DOT is interested in more than just cameras. “[DOT staff] seem to recognize that they can’t count on photo enforcement, even with legislation authorizing it,” said Glendale resident Toby Sheppard Bloch, who went to yesterday’s meeting. “They said that they don’t think paint is good enough.”

The agency confirmed that it is looking at some type of separation for bus lanes on Woodhaven, and its presentation yesterday [PDF] shows a variety of barriers and rumble strips as options.

The presentation also shows how DOT would redesign the Cross Bay Boulevard section of the project (Woodhaven turns into Cross Bay south of Liberty Avenue). The Cross Bay designs call for dedicated bus lanes between the parking lane and general traffic lanes, which is a typical configuration on other SBS routes. The designs would also expand the center median, currently six feet wide, and add trees.

“They put a pretty heavy emphasis on placemaking, on making the boulevard more attractive,” Bloch said of DOT’s presentation.

One option would maintain three car lanes in each direction, creating space for dedicated bus lanes and a slightly wider median by narrowing the general traffic lanes. The better option would add bus lanes while trimming the general traffic lanes to two in each direction. In this scenario, the median would be up to 22 feet wide at some crossings and 12 feet wide at crossings with left-turn pockets.

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$100 Million in BRT Funding at Stake in Albany Budget Negotiations

There’s $100 million for Bus Rapid Transit in the Assembly’s budget proposal, and advocates are working to ensure the funds emerge intact from closed-door negotiations with Governor Cuomo and the State Senate.

Photo: NYC DOT/Flickr

Will Governor Cuomo and the State Senate agree to include $100 million for BRT in the state budget? Photo: NYC DOT/Flickr

The New York League of Conservation Voters, which has joined with Staten Island business interests to advocate for North Shore BRT, is asking supporters to contact lawmakers. The funding stream is also supported by TWU Local 100, which took out a full page ad in City & State backing BRT funding [PDF].

The North Shore plan, which was not included in the MTA capital program, is one of many projects that could benefit from dedicated BRT funds. In a press release, the Assembly said BRT funds would go toward “projects in Staten Island, the Bronx and Brooklyn” — though the budget bill itself doesn’t specify what those projects are.

The funding could also support BRT elsewhere in the state. Albany’s first BusPlus route has proven popular, and the region has a plan for 40 miles of BRT. Suffolk County has been planning BRT routes, and Westchester County has proposed BRT on Central Avenue, which is linked to the bus network planned as part of the Tappan Zee Bridge replacement.

How much BRT could be purchased with $100 million? A typical Select Bus Service project with painted bus lanes, bus bulbs, and off-board fare collection costs about $2-3 million per mile. More intensive street redesign and reconstruction can cost more: The 14-mile Woodhaven Boulevard route, for example, is anticipated to cost $200 million, or about $14 million per mile.

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Eastern Queens Electeds Want Bus Lanes. Will DOT Deliver?

These 11 elected officials from eastern Queens support Bus Rapid Transit, including separated bus lanes, in their districts. Does DOT?

These 11 elected officials from eastern Queens support bus lanes in their districts. Does DOT?

Council Member Rory Lancman and Assembly Member Michael Simanowitz have taken up the cause of opposing bus lanes for Select Bus Service in their eastern Queens districts. While the pair has gotten a lot of attention, they are outnumbered by almost a dozen city, state, and federal elected officials along the route urging the city to be bolder with its bus service upgrades.

“As elected officials who represent communities in Eastern Queens, we write in support of a Bus Rapid Transit (BRT) corridor that would improve commuter, vehicular, and pedestrian transportation in a portion of a city that is a transit desert: the Flushing-Jamaica area,” begins the letter electeds sent last month to Transportation Commissioner Polly Trottenberg and New York City Transit President Carmen Bianco [PDF].

The letter was signed by Congressmember Grace Meng; State Senators Joseph P. Addabbo Jr., Leroy Comrie, and Toby Ann Stavisky; Assembly Members Vivian Cook, Ron Kim, Nily Rozic, William Scarborough, and David Weprin; and Council Members Peter Koo and Paul Vallone.

Many of these officials are from districts that overlap with neighborhoods represented by Lancman and Simanowitz.

The electeds ask specifically for bus lanes, including “protected lanes where physically feasible” and urge big changes to improve trips for tens of thousands of bus riders in their districts. “We believe there would be substantial public support for BRT,” they write. “Full-featured BRT can be successfully implemented in Eastern Queens.”

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RPA: Growing Outer Boroughs Need New Generation of Transit Investment

Subways, focused on service to and from the Manhattan core, have seen a 23 percent ridership boost since 2003. Over the same period, bus ridership, which forms the backbone of outer-borough transit, has fallen 6 percent. Image: RPA [PDF]

Subways, focused on service to and from the Manhattan core, have seen a 23 percent ridership boost since 2003. Over the same period, bus ridership, the backbone of outer-borough transit, has fallen 7 percent — even though population and jobs in the outer boroughs are growing at a faster rate than in Manhattan. Image: RPA

With the boroughs outside Manhattan adding people and jobs faster than the city core, New York needs to reorient its transit priorities, argues the Regional Plan Association in a new report. The authors warn that increasing travel in the other boroughs will strain the local bus system and lead more people to drive, causing more traffic congestion and imposing the burden of car ownership on more low- and middle-income New Yorkers.

This trend is already apparent. You could call it a tale of two trips.

Trips to and from the Manhattan core are shifting away from cars, with almost 90 percent of commuters to jobs below 60th Street arriving by transit. Subways, the backbone of the network into and out of Manhattan, have seen ridership increase 23 percent since 2003. Major projects are underway to extend subways and commuter rail serving the Manhattan central business district.

By comparison, transit trips that don’t begin or end in Manhattan are slower and less convenient, and they’re getting worse.

While the region may be centered around the Manhattan core, the lives of many New Yorkers are not: 61 percent of NYC workers who live outside Manhattan also work outside Manhattan. Over the last two decades, the number of jobs in the other boroughs has grown twice as fast as Manhattan-based jobs. At the same time, buses — the workhorse of outer-borough travel — have seen ridership fall 7 percent since 2003.

To avoid a future of even more sluggish transit and congested streets, RPA suggests new rail connections, more Bus Rapid Transit lines, and improving access to existing commuter rail service for city residents.

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Trottenberg: DOT Staffing Up to Add More Select Bus Service Routes

The City Council transportation committee held a hearing today on the de Blasio administration’s Bus Rapid Transit plans, giving council members an opportunity to prod DOT about its BRT progress and show their support (or lack thereof) for bus lanes and more robust surface transit improvements than the Select Bus Service program has yielded so far.

DOT Commissioner Polly Trottenberg testifies, flanked by Peter Cafiero of the MTA, left, and Eric Beaton of DOT, right. Photo: Brad Lander/Twitter

DOT Commissioner Polly Trottenberg testifying this afternoon, flanked by Peter Cafiero of the MTA, left, and Eric Beaton of DOT, right. Photo: Brad Lander/Twitter

DOT Commissioner Polly Trottenberg said the mayor’s preliminary budget, released yesterday, features $295 million for SBS expansion, including $84 million in new funding. Of that, $55 million will go to operational expenses through fiscal year 2018 and $240 million will go to capital projects through 2025.

The funding boost should help enlarge the agency’s SBS project pipeline, paying for staff to both work with community boards and assist with engineering for new SBS routes. The new money replaces some federal funds that were expiring and roughly doubles the size of the SBS unit to 18 staffers, according to DOT Director of Transit Development Eric Beaton.

Here are some more highlights from the hearing:

  • Mark your calendars: The de Blasio administration has committed to adding 13 Select Bus Service routes by the end of 2017, an effort Trottenberg said would require “all hands on deck.” This year, DOT and MTA are aiming to bring SBS improvements to three additional routes. Upgrades to the M86 crosstown, which will feature off-board fare payment and other improvements but not bus lanes, is expected to launch this spring, followed by the B46 on Utica Avenue by the end of the summer and the Q44 between Jamaica and Flushing in the fall. A typical SBS route costs $10 million to launch, Trottenberg said, with more capital-intensive upgrades like bus bulbs continuing to be rolled out after the initial improvements.

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Progressive Caucus to de Blasio: Let Us Help Build New York’s BRT Network

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Select Bus Service has made a big difference for bus riders, but it could be better. Now 17 City Council members are asking Mayor de Blasio for bolder bus improvements. Photo: MTA/Flickr

As a mayoral candidate, Bill de Blasio promised a citywide network of more than 20 “world-class” Bus Rapid Transit routes within four years. More than a year into his term, bus riders are still waiting. Now 17 City Council members are asking the administration to take bolder action on BRT and offering to help NYC DOT and the MTA bring the projects to fruition.

Today council members from all five boroughs aligned with the influential Progressive Caucus sent a letter to Transportation Commissioner Polly Trottenberg and MTA Chair Tom Prendergast [PDF] in anticipation of a council hearing on BRT this afternoon.

“The physical and demographic patterns of the city have changed and the transit system is not changing with it fast enough to ensure equal access,” reads the letter. “Building on the successes of the Select Bus Service program, full-featured BRT is a cost-effective, efficient way of making [the city] more equitable, just, and sustainable.”

The council members offered to meet with Trottenberg, Prendergast, and their staffs to discuss how they “can help bring a network of BRT routes to New York City.”

Studies from the Pratt Center and New York University show that huge swaths of New York City’s low- and moderate-income residents live beyond the reach of the subway, but struggle with the high cost of car ownership. Bus Rapid Transit would be a lifeline to these New Yorkers.

To build effective busways where transit riders don’t get bogged down in traffic, the city will have to claim space from general traffic lanes and parking lanes. Inevitably, some elected officials will fight against prioritizing transit on the street. Today’s letter is the counterpoint showing that many council members want City Hall to act boldly and improve bus service for their constituents. Will de Blasio listen to them?

The mayor did highlight BRT as a component of his affordable housing plan during his State of the City address last week, but it played second fiddle to the headline-grabbing initiative to subsidize ferries.

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Bus Rapid Transit, Not Ferry Subsidies, Would Help Struggling New Yorkers

Image: EDC [PDF]

Per rider, ferries need significantly higher subsidies than subways or local buses. Image: EDC [PDF]

In today’s State of the City address, Mayor de Blasio returned to his signature campaign issues of affordability and equity. Focusing mainly on housing, the mayor outlined a plan for growth centered around transit-accessible neighborhoods, and he recommitted to building several new Bus Rapid Transit routes.

But de Blasio missed the mark with his big new transit initiative — a subsidized ferry system. Dollar for dollar, ferries are just not an effective way to spend public money to improve transit options for low-income New Yorkers.

“If we are going to have affordable housing, how are we going to help people get around? What’s the role of transportation in making sure that people have access to opportunity and connecting to where the jobs are all over the five boroughs?” the mayor asked. “Well, we thought about that.”

De Blasio said rides on the new ferry system will cost no more than a MetroCard swipe when it launches in 2017. The system will receive $55 million from the city and serve neighborhoods including Astoria and the Rockaways in Queens, Red Hook in Brooklyn, and Soundview in the Bronx, according to DNAinfo.

“Ferries will be affordable to everyday New Yorkers, just like our subways and buses,” de Blasio said, adding that the ferries will help revitalize commercial corridors near their outer-borough landings.

This sounds great, until you look at how much ferries cost and how many people they would serve compared to better buses and trains.

Even with fares at $3.50 per ride, running ferries from Pier 11 to the Rockaways last year required a subsidy of nearly $30 per rider, according to the Economic Development Corporation. In part, that was because its limited schedule failed to attract much ridership. The more centrally-located East River Ferry has more ridership and a better schedule, but still had a slightly higher per-rider subsidy than bus service in 2013, on top of its $4 fare [PDF]. Dropping the fare to match the bus and subway would likely require additional subsidies.

Even the popular Staten Island Ferry, which is free and has frequent service, had a per-rider subsidy in 2011 more than three times higher than local MTA buses, and more than 10 times higher than the subway [PDF].

The role that ferries can play in the transportation system is limited by the accessibility of waterfront sites and the difficulty of connecting to other transit services. The East River Ferry maxed out at a daily average of 4,000 weekday riders and 6,000 weekend riders in 2013. 

There’s also a disconnect between most of the areas the ferries would serve and the transit needs of low-income neighborhoods. A better way to spend those subsidies to help struggling New Yorkers would be to bolster Bus Rapid Transit improvements across the boroughs.

De Blasio did mention Bus Rapid Transit in the speech, recommitting to his campaign promise to bring the city’s BRT network to a total of 20 routes by the end of his first term. The pace of expansion will have to speed up considerably to hit that target. So far, the administration has cut the ribbon on just one new Select Bus Service route, with a handful of additional routes in the planning stages.

A coalition of groups backing expanded BRT, including the Working Families Party, the Pratt Center for Community Development, Tri-State Transportation Campaign, and Riders Alliance, issued statements thanking the mayor for commitment to BRT. City Council Transportation Committee Chair Ydanis Rodriguez also promised to hold a hearing on the future of BRT in New York and the mayor’s plans.

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Streetsblog USA
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The Koch Brothers Win: Nashville Abandons “Amp” BRT Plans

Nashville’s bid to build its first high-capacity transit line is dead, the Tennessean is reporting today. It’s a victory for the Koch brothers-funded local chapter of Americans for Prosperity and a defeat for the city’s near-term hopes of transitioning to less congested, more sustainable streets.

Nashville's 7-mile "Amp" BRT was part of a larger vision for a better connected, more efficient region. Image: AMP Yes

Nashville’s 7-mile “Amp” BRT was envisioned as the beginning of a more connected transit network and less car dependent city. Image: AMP Yes

The project, known as the Amp, called for a 7-mile busway linking growing East Nashville to downtown and parts of the city’s west end. Civic leaders hoped it would be the first of many high-capacity bus routes that would help make the growing city more attractive and competitive.

But Mayor Karl Dean, facing organized opposition to the project, announced late last year that he would not try to start building the project before he leaves office later in 2015.  This week the city’s leading transit official made it official and stopped design work on the Amp, The Tennessean reports.

The opposition group “Stop Amp” was led by local car dealership impresario Lee Beaman and limousine company owner Rick Williams, according to the Tennessean. The group also had help from the Koch brothers, with the local chapter of Americans for Prosperity introducing a bill in the State Senate that would have outlawed dedicated transit lanes throughout  Tennessee. Opponents fell short of that, but Republicans in the legislature were a constant obstacle to the project’s funding.

Transit supporters in Nashville are now left to pick up the pieces and figure out what comes next. “We’ve never come so far in bringing this level of mass transit to Nashville, and we have to continue the conversation to make it a reality,” Dean said in a statement last week.

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Stuck in the Middle: When Transit-Dependent Communities Lack Good Transit

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NYC neighhorhoods with low household incomes and high unemployment lack the excellent transit access to jobs available in the city’s most affluent areas. Chart: NYU Rudin Center

New Yorkers who live close to the center of town are mostly affluent and have great transit options connecting them to a wealth of job opportunities. On the edges of town, people are not quite as well-off, and most can get to work by driving their own cars. In between are the least affluent neighborhoods, where New Yorkers rely on transit but the number of jobs accessible by train or bus is much smaller than in the city core.

A new report from New York University’s Rudin Center for Transportation [PDF] identifies this middle band of neighborhoods as the area where transit improvements can do the most to connect more people to more jobs.

The study ranked the city’s 177 zip codes by the number of jobs accessible by a transit trip lasting 60 minutes or less at 9 a.m. on a weekday. Grouping the neighborhoods into three tiers of transit access, the authors then at income and commute data for each tier.

The top third of transit-accessible neighborhoods have high incomes, and 79 percent of commuters travel by foot or transit. Not surprisingly, the highest-ranked neighborhoods are in or near major employment centers in Manhattan. In the top 59 neighborhoods, the unemployment rate is 8.3 percent and average household income is $108,209.

Things look different in the city’s least transit-accessible neighborhoods, where 53 percent of residents drive to work. These areas, mostly beyond the reach of the subway, include neighborhoods as diverse as the low-income southern reaches of East New York and the wealthy south shore of Staten Island. Combining this mix of demographics, the unemployment rate in these neighborhoods averages 9.7 percent and the average household income is $61,381.

Then there’s the middle third of neighborhoods, where people are heavily dependent on transit but access to jobs via train or bus is mediocre. In this band of New York, 67 percent of workers commute by transit, the unemployment rate, at 11.7 percent, is higher than the rest of the city, and average income is lower, at $46,773.

It’s exactly these commuters, who live just beyond the reach of convenient transit but lack the resources to own a private car, who could benefit most from improvements to the city’s transit network.

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Streetsblog USA
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Vote to Decide the Best Urban Street Transformation of 2014

streetsie_2014

If you’re searching for reasons to feel positive about the future, the street transformations pictured below are a good start. Earlier this month we asked readers to send in their nominations for the best American street redesigns of 2014. These five are the finalists selected by Streetsblog staff. They include new car-free zones, substantial sidewalk expansions, superb bike infrastructure, awesome safety upgrades, and exclusive transit lanes.

Which deserves the distinction of being named the “Best Urban Street Transformation of 2014″? We’re starting the voting today and will post a reminder when we run the rest of the Streetsblog USA Streetsie Award polls next Tuesday. Without further ado, here are the contenders:

Western Avenue, Cambridge, Massachusetts

Before

Before

After. (We're using a rendering because the project is not quite yet 100% complete.)

After. (We’re using a rendering because the project is not quite 100 percent complete.)

The Western Avenue road diet narrowed dangerously wide traffic lanes on this one-way street to make room for safer pedestrian crossings, a raised bike lane, and bus bulbs. Brian DeChambeau of the Cambridge Community Development Department, the lead agency on the project, adds these details about the redesign:

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