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Posts from the "Buses" Category

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First Look: Woodhaven BRT Could Set New Standard for NYC Busways

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In one option, “Concept 2,” buses would run in dedicated lanes next to through traffic, keeping local traffic, drop-offs, and deliveries to service lanes and out of the way of buses. Image: NYC DOT

NYC DOT and the MTA have developed three design concepts for Select Bus Service on Woodhaven Boulevard and Cross Bay Boulevard in southeast Queens, and two of them go further than previous SBS routes to keep cars from slowing down buses [PDF]. All of the options include some measures to shorten crossing distances for pedestrians on one of the city’s widest and most dangerous streets.

The Woodhaven SBS project, which covers a 14.4-mile corridor running from the Rockaways to Woodside, is the biggest street redesign effort in NYC right now. All the City Council members along the route have said they want big changes, and the concepts on display last night indicate that DOT and the MTA can deliver.

Agency representatives showed the three designs at an open house in Ozone Park where residents could leave written comments on posterboards. City Council Member Eric Ulrich told me he liked what he saw, and bus riders and transit advocates were especially keen on “Concept 2″ and “Concept 3,” which would create clearer paths for buses. Here’s a rundown of how each option would work.

Image: NYC DOT

Image: NYC DOT

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Two Pedestrians Killed in 24 Hours, Including Seventh MTA Victim of 2014

MTA bus drivers have killed two pedestrians since 2013 while making turns at the intersection of Myrtle Avenue, Wyckoff Avenue, and Palmetto Street, but bus route modifications were not included in a DOT safety proposal. Image: DOT

MTA bus drivers have killed two pedestrians since 2013 while making turns at the intersection of Myrtle Avenue, Wyckoff Avenue, and Palmetto Street, but bus route modifications were not included in a DOT safety proposal. Image: DOT

Update: The victim in the MTA crash was identified as Edgar Torres. WNYC reports that, according to a witness, Torres was in a crosswalk and crossing with the signal when he was hit.

Drivers have killed two New York City pedestrians since Wednesday. One of the victims was the fourth pedestrian to be fatally struck by an MTA bus driver in the last two months, and the crash occurred at the same intersection on the Brooklyn-Queens border where a city bus driver killed pedestrian Ella Bandes in 2013.

At around 5:10 a.m. today, a man believed to be in his 40s was crossing Palmetto Street when he was struck by the rear wheel of a Q58 as the bus driver turned right onto Palmetto from Wyckoff Avenue, according to NYPD and published reports. An NYPD spokesperson said the victim was pronounced dead on arrival at Wyckoff Heights Medical Center. As of this afternoon his identity was being withheld pending family notification.

On January 31, 2013, a B52 driver making a right turn from Myrtle Avenue onto Palmetto Street struck and killed 23-year-old Ella Bandes. Last April DOT announced plans to improve visibility and shorten crossing distances at the perilous six-legged intersection where Wyckoff, Myrtle, and Palmetto meet. Rush hour turn bans, for two hours a day, were included in the revamp, but MTA bus routes were not affected. Bandes’s mother Judy Kottick noted that the turn restrictions would not have prevented the crash that killed her daughter.

Anonymous police sources told the Daily News that the victim in today’s crash “appeared to be walking in the street, outside the crosswalk” at the time of the collision. The NYPD spokesperson we talked with had no such details, and said it was unclear who had the right of way. Police are still investigating the crash, the spokesperson said. The Post reported that “no criminality is suspected.”

MTA bus drivers have killed at least six pedestrians and one cyclist this year, according to crash data compiled by Streetsblog, with four fatal crashes since the beginning of September. Caroline Samponaro, deputy director of Transportation Alternatives, released a statement earlier today:

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Vision Zero Hasn’t Changed NYPD Practice of Blaming Deceased Crash Victims

Based on press leaks it seems NYPD still presumes the victim is at fault in most serious crashes. Image: News 12

Based on press leaks it seems NYPD still presumes the victim is at fault in most serious crashes. Image: News 12

Last week an MTA bus driver crushed a pedestrian to death in Mott Haven. By all accounts the victim, walking with a cane, was in the crosswalk at Willis Avenue and E. 147th Street when the driver ran him over while turning left.

If reports are correct the bus driver should be subject to charges under Section 19-190, the new city law that makes it a misdemeanor for drivers to hurt or kill pedestrians who have the right of way. Yet before police cleared the crash scene, NYPD exculpated the driver in the press.

“At this point, they don’t believe there was anything criminal involved,” said ABC 7 reporter Lisa Colagrossi, “just that it was a tragic accident.”

It’s possible police may eventually file charges for the Bronx crash — the one time NYPD is reported to have applied Section 19-190 so far, in the case of the cab driver who killed Silvia Gallo on the Upper East Side, charges didn’t come until weeks later. But 10 months into Mayor de Blasio’s Vision Zero initiative it’s still standard operating procedure for NYPD to declare “no criminality suspected” before investigators have taken down the barricade tape.

NYPD also continues to blame victims for their own deaths. On Monday at around 7:19 p.m., the driver of a Ford SUV fatally struck pedestrian Cristina Alonso in Dyker Heights. Other than the basics like the victim’s name, the driver’s age and vehicle make, and the time and location of the crash, the only information released by police was that Alonso was not in the crosswalk.

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Eyes on the Street: DOT Breaks Out the Terracotta for Third Ave Bus Lane

Photos: Clarence Eckerson Jr.

Photos: Clarence Eckerson Jr.

Work is underway on updates to the Third Avenue bus lane. Streetfilms’ Clarence Eckerson and reader David Dartley tweeted these shots of what will eventually be an offset lane from 36th to 55th Street, a configuration designed to speed bus travel by shifting parking and loading to the curb [PDF].

The Third Avenue bus lane dates to 1982. Local bus routes on the street accommodate 59,000 riders a day, and 12 express routes also have stops on Third. Endorsed by Community Board 6 earlier this year, the DOT revamp also includes a center-boarding island between 56th and 57th Streets. The island will shorten crossing distances at Third and 57th, where DOT says drivers killed one pedestrian and injured 39 from 2008 to 2012. The plan does not include bus bulbs for other stops along the new offset lane.

Photo: David Dartley

Photo: David Dartley

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No Charges for Bus Driver Who Killed Pedestrian Jennifer White-Estick

Police filed no charges against the MTA bus driver who killed a pedestrian in Bedford-Stuyvesant two weeks ago. Instead, NYPD and the tabloids put the victim on trial.

At around 1:30 in the afternoon on Wednesday, September 17, Jennifer White-Estick was run over while trying to retrieve her cell phone from underneath a B44 bus she had just exited at Bedford Avenue and Fulton Street.

Jennifer White-Estick. Photo via Facebook

Jennifer White-Estick. Photo via Facebook

By the time the Post published its extremely graphic report on the crash at around 4 p.m., police had declared “no criminality suspected.” Reporters from the Post and the Daily News focused on the actions of the victim, but abetted by NYPD, the Daily News took its reportage to new depths.

White-Estick had no ID on her, but the day after the crash, the Daily News reported that police found a crack pipe in her bra. Along with her identity, the Daily News announced last Wednesday that, according to unnamed sources, White-Estick had “a prior criminal record.” The paper also reminded readers about the crack pipe.

MTA bus drivers have killed at least four pedestrians and one cyclist this year; last year’s death toll was seven pedestrians and one man on a skateboard. Over half of those 13 crashes occurred as the bus driver was making a turn.

While the tabloids focused on the more salacious aspects of White-Estick’s personal life, and the gory details of her death, less attention was given to factors that might prevent the next MTA-involved pedestrian fatality.

“The bus driver, James Maxwell, told cops he didn’t see the woman,” the Daily News reported. Maxwell’s safety record was not mentioned, and there was only a passing reference to the role vehicle design may have played in the crash.

The front of the bus was equipped with a driver-assisting video camera, but a transit investigator who saw the video said it could not have provided a warning.

“You can’t see nothing,” the investigator said.

Earlier this month, Melania Ward was struck by the driver of the Q47 she’d been riding as she crossed Astoria Boulevard in Elmhurst. NYPD did not reveal who had the right of way, and no charges were filed.

Last March, an MTA bus driver turned into a crosswalk occupied by three people, striking and killing 21-year-old Marisol Martinez. After Martinez’s death, City Council Member Steve Levin called for changes to bus design, including guards that keep pedestrians away from the rear wheels. An MTA rep later said the agency had decided against installing such guards.

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On Webster Avenue SBS, Buses Run 20% Faster and More People Are Riding

Bus lanes and off-board fare collection have resulted in big speed increases for Bx41 SBS riders on Webster Avenue compared to the old limited-stop service. Image: DOT/MTA [PDF]

Last June, DOT and the MTA cut the ribbon for Select Bus Service along Webster Avenue in the Bronx. Now the agencies have released a status report showing the impact of the 5.4-mile, $9 million project [PDF].

The bottom line for bus riders is that, as on other SBS lines, trips are faster and more predictable. The previous Bx41 Limited, with no bus lanes or off-board fare collection, averaged seven miles per hour and was unreliable, with trip times fluctuating by up to 20 minutes.

Trips on the Bx41 SBS are 19 to 23 percent shorter. Northbound evening trips now take 40 minutes instead of 52 minutes. Local service on the route has benefitted from the bus lanes, too, with trip times dropping by 11 to 17 percent. The share of total trip time that SBS buses spend immobile at stops and red lights is down from 49 percent to 39 percent

Opening up bottlenecks with new bus lanes helped eliminate many of the old delays. Northbound riders saved an average of nearly two minutes on each morning trip between 187th and 195th Streets, while southbound riders saved nearly four minutes on evening trips between 179th and 173rd Streets.

Bus lanes and off-board fare collection are responsible for the lion’s share of the speed improvements. These gains are all the more impressive considering that, unlike other SBS routes, Webster Avenue’s bus lanes are not camera-enforced. (Albany restricts the number of bus lanes that NYC can enforce with cameras; a change in state law would lift that restriction.) Trips are likely to get faster after DOT and the MTA install concrete “bus bulb” curb extensions and signal technology that gives buses priority at traffic lights, beginning next year.

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What’s Next for Select Bus Service in New York?

Select Bus Service is a big step up from the pokey local bus, but what's next? Photo: MTA/Flickr

Select Bus Service is a big step up from the pokey local bus. What’s next? Photo: MTA/Flickr

Last night, Streetsblog and the New York Transit Museum hosted a discussion on the future of Bus Rapid Transit in New York. Mayor de Blasio has pledged to implement “world-class” BRT, and DOT Commissioner Polly Trottenberg has promised a stepped-up timetable for expansion of Select Bus Service, New York’s brand of enhanced bus. But what will it take to get us there? Joan Byron of the Pratt Center for Community Development, Eric Beaton of NYC DOT, and Robert Thompson of New York City Transit joined Streetsblog Editor-in-Chief Ben Fried to talk about how Select Bus Service has progressed in NYC and where the program is headed.

SBS has its origins in studies that DOT, the MTA, and New York State DOT began in 2004. Today, the program has become a fixture, outlasting electoral changes and turnover at the top of agencies, Beaton noted, but at first it was a tenuous proposition, involving collaboration between government bureaucracies that rarely spoke to each other.

New leadership at DOT gave the program a jolt in 2007. “When suddenly there was a decision at the tops of the agencies that ‘Let’s do something,’ people were ready to go,” Thompson said. In 2008, the first SBS route went live on Fordham Road. Now there are seven SBS lines in all five boroughs, with several more in the planning phases.

SBS routes include a mix of camera-enforced painted bus lanes, off-board fare collection, signal priority for buses at intersections and curb extensions at bus stops. This suite of improvements has been deployed, to varying degrees, on each SBS route since 2008, and transit speeds have increased 15 to 23 percent on those corridors. More full-fledged BRT alignments separate buses from private car traffic to a greater degree, but last night’s panelists offered some reasons why that model may not work on many streets.

New York doesn’t have the street width that cities like Bogota can use to carve out space for separated busways with express and local service, and the city’s lack of side alleys means curb access for necessary deliveries like oil trucks has to be maintained. Center-running transit lanes are an option, but present downsides for local bus service. DOT had considered center-running BRT on Webster Avenue in the Bronx, which would have involved more left-turn restrictions on other traffic, then opted for “offset” bus lanes next to the parking lane. “At least for that particular corridor, the downsides were not worth the upsides,” Beaton said.

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NYPD Does Not Apply Vision Zero Law in Fatal Elmhurst Crosswalk Collision

Melania Ward was struck by an MTA bus driver as she crossed Astoria Boulevard in Elmhurst. The red arrow represents the movement of the driver and the white arrow the movement of the victim, according to NYPD. Image: Google Maps

Melania Ward was struck by an MTA bus driver as she crossed Astoria Boulevard at 80th Street in Elmhurst. The red arrow represents the movement of the driver and the white arrow the movement of the victim, according to information released by NYPD. Image: Google Maps

An MTA bus driver killed a pedestrian in Queens last night. As with a fatal August crash in Manhattan, NYPD did not apply charges against the driver under a new Vision Zero law, despite information that suggests the victim had the right of way.

Melania Ward, 55, was hit by the driver of the Q47 she’d been riding after she exited the bus at Astoria Boulevard and 80th Street, according to the Daily News. The crash happened at around 10 p.m. NYPD told Gothamist the victim was “crossing Astoria Boulevard, south to north, in the marked intersection, when a Q47 MTA bus, traveling north on 80th Street, proceeded to make a right turn onto eastbound Astoria Boulevard.”

From the Daily News:

The woman was apparently run over by the front tire of the bus, witnesses said.

“She was sitting next to me on the bus,” said Jan Lim, 27, who ran over to the woman as she lay under the midsection of the bus.

“She was crying. I said don’t fall asleep, keep breathing,” Lim said.

Ward was pronounced dead at Elmhurst General Hospital.

Unless the bus driver had an exclusive signal phase, based on NYPD’s account of the crash, Ward would have had the right of way. NYPD told Gothamist the department “could not say” if this was the case, and no charges were filed.

A new city law makes it a misdemeanor for drivers to strike pedestrians or cyclists who have the right of way. Intro 238, now known as Section 19-190, took effect on August 22, but 60 days after the bill was signed by Mayor de Blasio, a spokesperson for the mayor said NYPD wasn’t ready to enforce it.

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First Phase of Woodhaven Bus Upgrades Coming This Fall. Then What?

Select Bus Service on Woodhaven and Cross Bay Boulevards is coming to Queens in two phases. The first round, due early this fall, will bring nearly two miles of painted bus lanes and a road diet for service roads along more than a mile of Woodhaven Boulevard [PDF]. DOT has said it will release a design for the second phase later this fall.

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The first phase of bus upgrades on Woodhaven Boulevard calls for two stretches of bus lanes. Map: NYC DOT

We don’t know yet whether DOT will start to make good on Bill de Blasio’s campaign promise to build “world-class” Bus Rapid Transit. But a 2009 study of Woodhaven Boulevard offers a taste of the most basic BRT improvements the agency could propose, plus a cautionary tale for advocates.

The route DOT and the MTA are studying for SBS stretches nearly 14 miles from Woodside to the Rockaways, with the initial improvements focusing on a shorter stretch of Woodhaven Boulevard.

The agency will be adding offset bus lanes, running in each direction next to the parking lane, from Eliot Avenue to Metropolitan Avenue — about 1.4 miles, or one-tenth of the total project corridor. These lanes will be in effect only during rush hours, from 7 to 10 a.m. and from 4 to 7 p.m. The southern end of the new bus lanes is immediately north of a bridge over Long Island Rail Road tracks, where Woodhaven has three car lanes in each direction. By reducing the number of general traffic lanes north of this pinch point to the same number as the bridge, DOT can demonstrate how Woodhaven functions during rush hours with less space for cars and more for bus riders.

The second section of bus lanes covers slightly more than a half-mile in Ozone Park. There, curbside bus-only lanes will replace parking as Woodhaven and Cross Bay Boulevards approach the complex intersection of Rockaway Boulevard and Liberty Avenue, where many bus riders transfer to the A train. Like the bus lanes north of Metropolitan, these lanes will be in effect from 7 to 10 a.m. and 4 to 7 p.m., except for the final block of each approach, where the lanes will be for buses only between 7 a.m. and 7 p.m.

According to DOT’s presentations, the agency expects the first phase to improve bus speeds by about 10 percent [PDF] on the sections with bus lanes. The bus lanes are unlikely to be camera-enforced, since state law allowing the use of cameras restricts them to just one Select Bus Service route in Queens, and DOT has already said that it will use cameras on the M60 SBS route, which runs through Astoria to LaGuardia Airport.

Advocates said the first round of improvements make sense as an incremental step on the way to something bigger. “Eventually, everyone could benefit from comprehensive solutions like center-median bus lanes and off-board fare collection. But it won’t happen overnight,” said Jess Nizar, senior organizer at the Riders Alliance. “Bus-only lanes are one step to making commutes faster for both bus riders and drivers.”

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Will Cy Vance Fail to Prosecute Another Serious Midtown Curb-Jump Crash?

New Yorkers have seen this before.

Manhattan District Attorney Cy Vance sees no evidence of recklessness here. Photo: ##https://twitter.com/FDNY/status/496750617613066240##@FDNY##

No evidence of recklessness here, says Manhattan District Attorney Cy Vance. Photo: @FDNY

On a beautiful summer day, a professional driver with a history of recklessness behind the wheel drives onto a crowded Midtown sidewalk, striking multiple people and causing serious injuries. The driver lays blame elsewhere, on factors he claims were beyond his control. Meanwhile, staff from Manhattan District Attorney Cy Vance’s office, who don’t normally discuss vehicular crimes with reporters, issue statements assuring the public that prosecutors are on the case.

It was one year ago this month that yellow cab driver Mohammad Faysal Himon severed the leg of tourist Sian Green. In November, Vance’s office announced that no charges would be filed.

On Tuesday afternoon, William Dalambert crashed a Gray Line double-decker bus into an SUV and another sightseeing bus at 47th Street and Seventh Avenue, then jumped the curb and knocked over a light pole, injuring 18 people. Dalambert has anywhere from 11 to 20 license suspensions on his record, according to reports. He has been cited for speeding, using a cell phone while driving, and driving without a license. Video reportedly shows him accelerating before Tuesday’s crash, as the light in front of the bus turned red. Dalambert claimed the brakes on the bus failed, but investigators found no evidence of a mechanical problem.

Dalambert was arrested for driving while ability impaired, but further tests indicated no intoxication, and to this point Vance has filed no charges.

“[A]t this present stage of the investigation, there is not sufficient basis to conclude that the defendant was operating the tour bus in a reckless manner,” read a court notice filed by Vance’s office. Vance spokesperson Joan Vollero said the office is still investigating: “We are awaiting results of the full toxicology report. We are taking this matter seriously.”

Whether or not Dalambert was under the influence, that he drove into two vehicles, mounted the curb and injured multiple bystanders is not in dispute. Only through sheer luck did the people in his path escape death, and the severity of the victims’ injuries is not publicly known.

There is video of this crash, and, as with the Sian Green case, no shortage of witnesses. And yet — as with the Sian Green case — Vance has issued no charges for recklessness or criminal negligence.

Time will tell if DA Vance steps up in this instance to protect New Yorkers from dangerous drivers, or if the outcome of this serious crash will be déjà vu all over again.