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Posts from the Select Bus Service Category

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Woodhaven Select Bus Service May Get Physical Separation in Some Locations

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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DOT’s Design for Woodhaven Blvd Raises the Standard for Select Bus Service

Image: NYC DOT

NYC DOT has selected a design for Select Bus Service on Woodhaven and Cross Bay Boulevards, and it goes further than previous SBS projects to keep bus lanes clear of cars.

Under the proposal, buses would run in dedicated lanes set off from local traffic by concrete medians. While the bus lanes wouldn’t be physically separated from through traffic, the design avoids conflicts that have limited the performance of other SBS routes. In the Woodhaven design, buses won’t operate in a lane that attracts drivers trying to access the curb. Turning conflicts at intersections will also be minimized, with motorists turning right from Woodhaven merging across the bus lane mid-block to access the service road.

DOT said it expects the project to improve travel times 25 to 35 percent for the 30,000 daily bus passengers on the corridor.

“This is the kind of ambitious overhaul New York City’s bus riders deserve. This project means faster trips for tens of thousands of riders,” Mayor de Blasio said in a press release. “It means safer streets that save lives. And it means that communities from the Rockaways to Elmhurst that have long been underserved by public transit will see real improvements in their daily commute.”

The design is the same as “Concept 2″ revealed at public workshops last fall, where bus riders and advocates gave it high marks, along with “Concept 3,” which called for a center-running busway [PDF]. The city says the central 6 miles of the 14-mile Woodhaven/Cross Bay project will have the Concept 2 configuration, according to the Daily News. The project will also feature standard SBS ingredients like off-board fare collection and traffic signals that hold green lights for buses. More details may be revealed at a Queens Community Board 5 meeting scheduled for tonight.

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Utica Avenue Select Bus Service Will Roll Out This Fall

The B46 is the second-busiest bus route in New York City, carrying nearly 50,000 passengers each day. A subway line on Utica was planned decades ago but never built, and today bus riders on the B46 struggle with crowded conditions and slow trips. Now service is set to get faster and more reliable with the addition of bus lanes and off-board fare collection later this year [PDF].

B46. Map: DOT/MTA

Almost four miles of Utica Avenue will receive bus lanes as part of B46 SBS. Map: DOT/MTA

Last year, bus lanes were installed along most of the 1.3 miles between Church Avenue and St. John’s Place, the busiest stretch for the B46. The lanes have sped up bus trips between 8 and 15 percent during peak hours, DOT says, while car travel times have also decreased by 20 to 25 percent in the peak direction.

A more complete suite of improvements is on the way, as NYC DOT and the MTA upgrade the B46 to Select Bus Service, scheduled to start operating this fall.

The bus lanes will be extended south another 2.5 miles to Avenue O, near the end of the route at Kings Plaza. All SBS stops will get off-board fare collection, and next year, bus bulbs and real-time arrival signs will be added. Signal priority for buses will also be installed between Broadway and Kings Highway, with the possibility of future expansion.

Service patterns will shift slightly under the SBS plan. Today, the B46 local runs only as far north as DeKalb Avenue, while the B46 Limited makes local stops from DeKalb all the way up Broadway to Williamsburg Bridge Plaza. The B46 SBS would replace the limited and run between DeKalb Avenue and Kings Plaza. Local service would be extended round-the-clock up Broadway to the Williamsburg Bridge Plaza.

Tyler Wright, 30, commutes almost two hours each way from Church Avenue to LaGuardia Airport, using two buses and a subway ride. “It is a long commute,” he said at an open house on the plan last night. “There is no easiest way.” Wright uses Select Bus Service on the M60, the final leg on his journey to work, and said the changes have shaved 10 to 15 minutes off his commute.

He’s excited for Select Bus Service on the B46. “You have a bus lane and a car lane. It makes it easier for the buses,” Wright said. “We’re going to go down Utica Avenue fast.”

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Mark Levine Launches Petition to Bring 125th Street Bus Lanes West of Lenox

You don’t see this level of political commitment to repurposing street space that often.

Council Member Mark Levine.

Council Member Mark Levine has launched a petition calling on NYC DOT and the MTA to extend bus lanes on 125th Street west of Lenox Avenue. Select Bus Service on 125th was originally envisioned with river-to-river dedicated bus lanes, but neighborhood power brokers got the city to scale it back. The SBS route debuted last year with a bus lane east of Lenox

In January, DOT and the MTA reported that on the section of 125th Street with bus lanes, SBS is running 32 to 34 percent faster than the service it replaced, while local routes the M100 and Bx15 run 7 to 20 percent faster.

Levine campaigned for a full bus lane when he was elected in 2013, and he’s following through on that now:

125th Street is a vital artery for all uptown, and tens of thousands of local residents rely on bus travel on the M100, M101, Bx15, M60 and M104 lines each and every day.

Since May, 2014 bus riders on 125th Street have benefited from a bus-only lane east of Lenox Avenue only. Those traveling along this stretch have enjoyed bus speeds as much as 30 percent faster than before the lane was installed. GPS data from taxis show that cars traveling east of Lenox Avenue are also moving faster.

West of Lenox ave is a very different story. Buses on this stretch creep along at little more than 3 miles per hours on average — barely as fast as walking speed.

There are bus-only lanes in wealthier parts of Manhattan, like the Upper East Side and Midtown. Why not along the whole length of 125th Street?

It is time to give Central and West Harlem the benefit of faster service on the M100, M101, Bx15, M60 and M104 lines by extending the 125th Street bus-only lane west to at least Amsterdam Avenue.

Shades of Melissa Mark-Viverito on the steps of City Hall, clutching a stack of petitions for complete streets in East Harlem back in 2010.

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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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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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Harlem CB Chair Complains Bus Lanes Have Slowed Her Cab Rides to Subway

Manhattan Community Board 10 Chair Henrietta Lyle thinks bus lanes have made it harder to get around Harlem. In a conversation with Streetsblog, Lyle disputed our coverage of Select Bus Service on 125th Street and waved off data from the Census and NYC DOT. She also dismissed WE ACT for Environmental Justice, which had worked with bus riders to advocate for Select Bus Service, as “not talking to the community.”

Manhattan CB 10 Chair Henrietta Lyle. Photo: Stephen Miller

Manhattan CB 10 Chair Henrietta Lyle. Photo: Stephen Miller

“You made some comment about people in Uptown, we don’t drive, we don’t have cars. We do drive. I have a car. Come on,” Lyle told Streetsblog after Borough President Gale Brewer’s State of the Borough address on Sunday.

“I don’t know where your facts come from,” Lyle said. “I’m concerned.” The facts Streetsblog cites about neighborhood car ownership and travel habits come from the U.S. Census, whose surveys show that more than three-quarters of Harlem households are car-free.

Lyle said bus lanes have caused problems on her trips to the Lexington Avenue subway. “I do take cabs down 125th Street, and it now costs me two dollars more, and I have not made it yet to the station, and I have to get out and walk,” she said. Meanwhile, “that bus lane is empty.”

Instead of two lanes in each direction, with one often blocked by double-parked cars, most of 125th Street east of Lenox Avenue now has one general lane and one camera-enforced bus lane. DOT says eastbound taxi trips on 125th Street are now slightly faster than they were before the bus lane was installed, and either slightly slower or unchanged in the westbound direction [PDF]. Meanwhile, more than 32,000 people ride buses each day on 125th Street.

Lyle said she was not pleased when a DOT representative cited years of advocacy from Harlem residents looking for better bus service on 125th Street. “He said they had been working with our community for two years, and I asked them who,” she said. “It turns out he was working with WE ACT. That’s not talking to the community.”

Lyle is currently embroiled in a controversy over the validity of her election to the chairmanship last year. Appointed to CB 10 by the borough president at the recommendation of Council Member Inez Dickens, Lyle is up for reappointment by Brewer this year. Brewer’s decision is due by April 1.

Lyle is not alone in her windshield perspective at CB 10. Last week, the panel bucked two neighboring community boards and voted against a years-long effort to improve safety at one of Manhattan’s most dangerous intersections.

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Who’s Against Better Sidewalks and Bus Stops? These People…

CB 8 members oppose wider sidewalks and bus stops because they fear it will lead to gridlock. Photo: DOT [PDF]

Some CB 8 members oppose wider sidewalks at bus stops because they fear it will lead to gridlock. Photo: DOT [PDF]

Bus bulbs are sidewalk extensions at bus stops that enable passengers to board without the driver pulling in and out of traffic. They save transit riders time, shorten crossing distances for pedestrians, and keep sidewalks from getting cluttered by bus stop furniture. Who could be against that?

Well, on the Upper East Side, a few members of Manhattan Community Board 8 raised a stink Wednesday night about a plan to add bus bulbs to 86th Street. They were convinced bus bulbs would lead to gridlock and refused to believe a DOT analysis showing otherwise.

The plan from NYC DOT and the MTA to upgrade the crosstown M86 to Select Bus Service also calls for real-time bus arrival information kiosks and off-board fare collection, though not bus lanes. The line carries 25,000 riders daily — more passengers per mile than any other NYC bus route — and serves a neighborhood where about three out of every four households do not own a car. The plan would bring a combination of bus bulbs and neckdowns to the corners of Park, Lexington, and Third Avenues [PDF].

DOT first identified the M86 as a possible candidate for Select Bus Service in 2009, and approached CB 8 in 2012 about adding bus bulbs to 86th Street. At the time, the board didn’t object to the suggestion and, seeing that bus bulbs would provide space for off-board fare payment kiosks, asked for the machines [PDF 1, 2]. CB 7, which covers the M86 on the Upper West Side, followed suit and requested off-board fare payment in 2013.

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Bus Lane Foes Lancman and Simanowitz: Car Dependence Is a Fact of Life

Image: NYC DOT

Most of the delays for riders on the Q44 bus occur while the vehicle is in motion, indicating that dedicated bus lanes would help clear a path for faster service. Image: NYC DOT [PDF]

What happens when you hold a meeting about better bus service but bus riders don’t show up?

Residents of Kew Gardens Hills packed an open house last night in a near-panic about the carmageddon they fear if bus lanes are installed on Main Street in their neighborhood. While the crowd last night was big and boisterous, very few regular bus riders turned up. Residents of other neighborhoods along the route who would benefit most from bus lanes — a key component of Select Bus Service plans — were also scarce last night.

In the absence of a pro-transit constituency, City Council Member Rory Lancman and Assembly Member Michael Simanowitz fed the crowd’s perception that giving more street space to buses would cause a traffic disaster. The SBS supporters who did attend said transit riders should get a chance to weigh in before decisions get made. However, Transportation Commissioner Polly Trottenberg, who was in attendance, seemed prepared to back off bus lane plans for the neighborhood already.

DOT has been mulling Select Bus Service between Flushing and Jamaica for routes on Main Street, Kissena Boulevard, Parsons Boulevard, and 164th Street. Last night, the agency narrowed its focus to the Q44, which carries 28,700 riders each day. The route travels between Jamaica and the Bronx Zoo, following Main Street through Flushing.

The project will upgrade limited-stop Q44 service to a full SBS route, including off-board fare payment, traffic signals that hold a green light for buses, and pedestrian safety upgrades at key intersections, all of which were well-received at last night’s meeting [PDF].

DOT has already added bus lanes to some streets in downtown Jamaica and is bringing centralized control of traffic signals to downtown Flushing. While DOT has not laid out where it would add new bus lanes, the specter of dedicating street space to transit was too much for some Kew Gardens Hills residents to bear. “It’s a disaster,” said Community Board 8 transportation committee member Carolann Foley. “You lose a whole lane going down Main Street, so the traffic is going to be crazy.”

Rory Lancman and Michael Simanowitz don’t think anything can change the car dependence of their districts.

DOT and the MTA have now added bus lanes to more than half a dozen major streets for SBS routes. Nowhere has carmaggedon ensued. On Webster Avenue in the Bronx, for instance, general traffic moves just as fast as it did before, but now the tens of thousands of people who ride buses every day get where they’re going faster.

Lancman and Simanowitz, however, view traffic as an unstoppable force of nature. “The bus ridership in the neighborhoods that I represent is not very significant,” said Lancman, who has helped lead the bus lane opposition with Simanowitz and local civic associations. “In my district, better bus service is not going to make up for people losing parking spaces… People are not going to suddenly get on a bus and shop on Main Street and lug their groceries home.”

“There are a lot of cars, and there are going to be more cars,” Simanowitz said. “We’re not going to get cars off the street just by putting in an express bus lane. It’s a fact of life. The cars are here.”

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