Skip to content

Posts from the Transit Category

3 Comments

Levine and Rodriguez Press DOT to Implement West Harlem Bus Lanes ASAP

Council Member Mark Levine speaks in support of bus lanes on 125th Street in West Harlem. He was joined by Transportation Committee Chair Ydanis Rodriguez and advocates from Riders Alliance, Tri-State Transportation Campaign, Transportation Alternatives, and StreetsPAC. Photo: Stephen Miller

Council Member Mark Levine calls for bus lanes on 125th Street in West Harlem. He was joined by Transportation Committee Chair Ydanis Rodriguez and advocates from Riders Alliance, Tri-State Transportation Campaign, Transportation Alternatives, and StreetsPAC. Photo: Stephen Miller

Transit advocates and Upper Manhattan elected officials gathered this morning at the corner of Amsterdam Avenue and 125th Street to urge DOT to extend bus lanes on 125th Street to West Harlem as soon as possible.

The city installed bus lanes on 125th east of Lenox Avenue last spring, and DOT says they will be extended west to Morningside Avenue next month. Given the contentious history of the project, however, local electeds who support the bus lanes don’t want to take any chances. Earlier this month, Council Member Mark Levine and State Senator Adriano Espaillat sent a letter to DOT stressing the need to follow through on the project [PDF].

While the vast majority of local residents depend on transit, not private cars, the proposal for West Harlem bus lanes continues to draw fire at community board meetings — particularly CB 10, where the chair has complained about bus lanes slowing down her cab rides and transportation committee meetings are often filibustered by bus lane opponents.

“Look, the politics of this are always complicated. If they weren’t, we wouldn’t be fighting over it,” Levine said this morning. “There’s still a very entrenched car culture in this city, and for years the car has been king. And that’s how we made policy.”

Levine is worried that further delay could push the bus lane project into next year. “We’re going to keep the pressure on every day until the work is completed,” he said. “That’s my commitment.”

Read more…

13 Comments

Next Stop for Bill to Expand Bus Lane Cameras: Andrew Cuomo’s Desk

Last night, the State Senate followed the Assembly’s lead and passed a bill to continue New York City’s bus lane camera enforcement program and expand it to an additional 10 bus routes. The bill now awaits Governor Andrew Cuomo’s signature.

34th Street before bus lane cams. Video still: Streetfilms/Robin Urban Smith

The Senate voted 48 in favor and 11 opposed. The day before, the bill squeaked through the Assembly, 79-60, with former speaker Sheldon Silver joining Staten Island legislators in calling bus lane cameras “a trap for motorists.”

The existing program was enacted by Albany in 2010 and limited the cameras to six Select Bus Service routes. Without an extension it will expire September 20. The new bill, sponsored by Assembly Member Nily Rozic and State Senator Martin Golden, not only extends the program five years but also allows the city to choose 10 additional bus routes for camera enforcement.

Camera-enforced bus lanes have boosted local bus speeds on 125th Street by up to 20 percent, according to DOT.

Some of New York’s most important bus lanes predate Select Bus Service and aren’t allowed to have camera enforcement under the current law. The Fifth Avenue bus lane, for instance, was implemented in the 1980s. It carries 90 buses per hour during the morning rush and moves 78,000 people daily, according to Transportation Commissioner Polly Trottenberg.

The number of Select Bus Service routes has also grown beyond the limits of the current program. SBS on Webster Avenue in the Bronx operates without camera enforcement, and planned SBS routes on Utica Avenue, Woodhaven Boulevard, and along the Q44 route in Flushing and Jamaica will only be eligible for bus lane cameras if Cuomo signs the new bill.

Read more…

41 Comments

Silver Fails to Stop Bus Lane Camera Bill in Assembly [Updated]

Update 10:06 p.m.: The story has been updated to reflect the final official vote tally in the Assembly of 79-60. Tonight, the Senate passed its companion bill with an unofficial vote tally of 51 in favor and 8 opposed.

The bill to preserve and expand the use of NYC’s bus lane enforcement cameras squeaked by in a rare contested vote in the Assembly yesterday afternoon. Former speaker Sheldon Silver, who represents Lower Manhattan, sided against the bill, but it mustered only a few votes more than the minimum needed to pass and now goes to the State Senate.

Shelly Silver lets us know what he really thinks about bus lane enforcement. Image: NYSAssemblyMinority/YouTube

The face of the opposition to bus lane enforcement. Image: NYSAssemblyMinority/YouTube

The bill, sponsored by Queens Assembly Member Nily Rozic, would extend camera enforcement of bus lanes in New York City for another five years and expand the program from a maximum of six routes to as many as 16. In the Assembly, 76 votes are needed for a bill to pass, and Rozic’s bill garnered 79 votes to 60 against.

The Senate version is sponsored by Brooklyn Republican Martin Golden. Without action from the Senate, the enforcement program will expire on September 20.

Silver, whose district is served by the camera-enforced M15 bus, urged members to vote against the bill. “I think this clearly is a revenue enhancer for the City of New York and nothing else,” he said on the floor of the Assembly. “It is a trap for motorists.”

Silver led the Assembly when it first rejected bus lane cameras in 2008 and when it finally approved a limited program for New York City in 2010. Yesterday, he objected to the expansion of the program under Rozic’s bill, which would allow the city to use the cameras on 10 additional bus routes of its choosing.

With any NYC bus lane eligible for camera enforcement, bus riders on some of the busiest routes in the city could get faster trips. The Fifth Avenue bus lane, for instance, carries 90 buses per hour during the morning rush and transports 78,000 people each day, according to stats Transportation Commissioner Polly Trottenberg cited on the Brian Lehrer Show this morning.

Read more…

31 Comments

Unless Albany Acts, NYC Bus Lanes Are About to Get Clogged With Cars

bmw_bus_lane

Get ready for more Beemers blocking bus lanes unless Albany renews the automated enforcement program for NYC. Video still of 34th Street before bus lane cams: Streetfilms/Robin Urban Smith

Five years ago, the state passed a bill allowing the city to install cameras that catch drivers who illegally use bus lanes on six Select Bus Service routes. Unless Albany acts soon, that legislation will expire and the cameras will have to be turned off at the end of this summer.

There’s a fix waiting to be voted on in the state legislature — and it would expand the cameras to more bus lanes. A bill sponsored in the Assembly by Nily Rozic and in the State Senate by Martin Golden would extend the bus lane cameras for another five years. Otherwise, the 2010 law would expire on September 20.

An earlier version of Rozic’s bill, which was submitted at the request of the de Blasio administration, asked for the power to install bus lane cameras on up to 20 additional routes of the city’s choosing [PDF]. That’s since been negotiated down. The bill now asks for up to 10 additional bus routes of the city’s choice, on top of the six specific SBS routes that qualified for cameras under the 2010 law.

The bill would also eliminate the weekend prohibition on bus lane cams, but continue to allow them only between 7 a.m. and 7 p.m. The fine would remain at $115.

Rozic has also submitted a bill that offers a straight five-year extension of the existing, limited camera program. “It was just put in as a safety mechanism,” said Meagan Molina, Rozic’s legislative and communications director.

The city has maxed out its bus lane camera allowance in the current state law, installing them on routes along Fordham Road, First and Second Avenues, Nostrand and Rogers Avenues, 34th Street, Hylan Boulevard, and 125th Street. Other bus-only lanes, including on Fifth Avenue, Madison Avenue, Fulton Street, Utica Avenue, Broadway, 181st Street, and Webster Avenue, operate without camera enforcement.

Bus lane cameras have been a key component in speeding bus trips. On 125th Street, for example, camera-enforced bus lanes have sped local service by up to 20 percent. The M60, which also received off-board fare collection as part of its SBS upgrade, is now up to 34 percent faster on 125th Street.

Read more…

Streetsblog USA
View Comments

Fewer People Are Riding the Bus Because There Are Fewer Buses to Ride

Source: The Century Foundation

In most big American cities, bus service shrank between 2006 and 2012. No wonder bus ridership is dropping too. Graphic: The Century Foundation

Remember when the Great Recession decimated transit agency budgets, but the White House and Congress refused to step in and fund bus service while spending billions of dollars to subsidize car purchases? Well, the hangover continues to this day, leaving bus riders in the lurch.

Last year, bus ridership in America shrank 1 percent. While rail ridership grew 4 percent, enough to lift total ridership slightly, buses are still the workhorse of U.S. transit systems, accounting for most trips. If bus ridership is shrinking, something is wrong.

Jacob Anbinder at the Century Foundation has been poring over the data. He notes that in most of the nation’s biggest cities, bus ridership was on the upswing until the recession. Since then there’s been a noticeable falling off. His chart below shows bus ridership in America’s ten largest urban regions:

New York, Los Angeles, Chicago, Miami, Philadelphia, Dallas-Ft. Worth, Houston, Washington DC, Atlanta, Boston

It’s not surprising that bus ridership fell when a lot of people were out of work, Anbinder says. What’s disturbing is that bus ridership is still slumping even as the economy has picked back up.

But the explanation is simple enough. As Anbinder shows in the chart at the top of this post, a lot of transit agencies cut bus service during the recession, and for the most part it’s still not back to pre-recession levels.

35 Comments

Q44 Select Bus Service: Bus Lanes for Flushing and Jamaica, Not in Between

Main Street in Flushing will receive offset bus lanes, as will downtown Jamaica, but the areas between will not. Image: DOT/MTA [PDF]

Downtown Flushing and Jamaica will receive bus lanes, but the areas between will not. Image: DOT/MTA [PDF]

DOT and the MTA have released the plan for Select Bus Service on the Q44 linking Jamaica, Flushing, and the Bronx, which serves 44,000 passengers daily. The areas that need bus lanes most — downtown Jamaica and Flushing — are in line to get them, but not the rest of the route.

Earlier this year, nearly a dozen Queens elected officials asked DOT for Bus Rapid Transit, including separated bus lanes, in this part of the borough. But two pols — Council Member Rory Lancman and Assembly Member Michael Simanowitz — opposed bus lanes in Briarwood and Kew Gardens Hills. In April, DOT indicated that Lancman and Simanowitz would get their wish.

The plan released yesterday by DOT calls for bus lanes [PDF] on Sutphin Boulevard, Archer Avenue, and Hillside Avenue in Jamaica, and on Main Street in Flushing between Northern Boulevard and the Horace Harding Expressway. The rest of the 14-mile route won’t have them. DOT says bus lane segments were chosen “based on bus speeds, vehicle speeds and other factors.”

Streets in red will receive bus lanes. Map: DOT/MTA [PDF]

Streets in red will receive bus lanes. Map: DOT/MTA [PDF]

In addition to bus lanes, the project will speed up Q44 service with off-board fare collection, bus bulbs, and signal priority to keep buses from getting stuck at red lights. Bus stops will be upgraded with shelters, seating, and real-time arrival information. Traffic signals in downtown Flushing will also get computer-assisted coordination aimed at keeping traffic flowing.

Most of the bus lanes will be “offset” from the curb, running between parked cars and the general traffic lane. Other stretches will run along the curb and only be in effect during rush hours — at other times, they will be parking lanes.

By putting bus lanes in the central parts of Jamaica and Flushing, DOT will help riders bypass what is probably to worst congestion along the route. However, because of limits imposed by Albany, the bus lanes will not be camera-enforced. Until the state legislature expands NYC’s bus cam allowance, riders will by relying on local precincts to ticket drivers breaking the law.

The project includes some pedestrian safety measures in addition to bus bulbs, including median refuges at seven intersections on Main Street between 41st and Reeves avenues. The Department of Design and Construction is already planning to widen the sidewalk on Main Street between 38th Avenue and 41st Avenue. Left turn restrictions will also be added at six intersections on Main Street, which is a Vision Zero priority corridor.

The Q44 extends north across the Whitestone Bridge and along the Cross Bronx Expressway to the Bronx Zoo. No bus lanes are planned for the route in the Bronx.

DOT unveiled the proposal at a meeting last night in Flushing. A second open house is scheduled tonight from 6 p.m. to 8 p.m. in Jamaica. DOT says Select Bus Service on the Q44 will be implemented later this year.

6:50 p.m.: Post updated with additional information about pedestrian safety measures on Main Street.

6 Comments

DOT and MTA Years Behind Schedule on Traffic Signal Tech to Speed Buses

Equipment for transit signal priority is inexpensive and has a proven track record of boosting NYC bus speeds. So why is it years behind schedule? Image: DOT [PDF]

Transit signal priority is inexpensive and has a track record of boosting NYC bus speeds. So why are plans to implement it years behind schedule? Image: DOT [PDF]

Bus riders spend a lot of time stopped at red lights, but they don’t have to. A technology called transit signal priority, or TSP, speeds up transit trips by adjusting signal timing so buses hit more green lights and fewer reds. TSP has a proven track record in New York, but on several routes, implementation is years behind schedule.

Transit signal priority uses GPS devices on buses to send a signal to a traffic management center, which can then either hold a green light as the bus approaches or shorten the amount of time a bus is stopped at a red light.

According to NYC DOT, the technology has sped bus trips between 10 and 18.4 percent. A recent evaluation of signal priority on the M15 Select Bus Service [PDF] said “the system is working well… [and] the city has the option to deploy citywide.” The problem is that only a handful of routes are outfitted with TSP.

The city’s 2011 PlaNYC update set a goal of adding transit signal priority to 11 routes citywide, but didn’t set a target completion date. So far, the city and the MTA have rolled out transit signal priority on just three corridors. Seven routes remain in various stages of planning or study.

New York’s first TSP system was installed at 14 intersections along Staten Island’s Victory Boulevard in 2008. Signal priority cut bus travel times by 16 percent during the morning rush hour and 11 percent during the evening [PDF], and 19 additional intersections on the route are in line to get it.

The city’s first Select Bus Service route, the Bx12 on Fordham Road, received TSP later in 2008, covering 35 intersections over 2.4 miles between Broadway in Manhattan and Southern Boulevard in the Bronx.

Since then, the only route to receive upgrades has been the M15 SBS, which in May 2013 received signal priority for 50 buses and 34 intersections along 2.2 miles of its route south of Houston Street. The M15 was the first in the city to use newer technology that communicates with the traffic management center, the MTA says, with Victory Boulevard and Fordham Road relying on older “line of sight” devices.

Bus riders on other routes are still waiting for improvements, in some cases years after blown deadlines.

Read more…

2 Comments

Trottenberg: DOT Skipped Its Legally-Required Data Report Last Year

DOT is almost six months past due on a report card required by city law that measures whether the city is meeting its goals of reducing car use, improving safety, and shifting trips to walking, bicycling, and transit. Transportation Commissioner Polly Trottenberg says her department is skipping a year and will instead issue a report covering two years of data in the fall.

DOT Commissioner Polly Trottenberg. Photo: NYC DOT

DOT Commissioner Polly Trottenberg. Photo: NYC DOT

A city law passed in 2008, known as Local Law 23, requires DOT to issue an annual report measuring citywide data on car and truck volumes, traffic speed, bus ridership, bicycle and pedestrian crashes, and more. The report is due each November, covering data from the previous calendar year. After years of issuing the report later and later (but still on time) as the “Sustainable Streets Index,” DOT is now almost six months past due in releasing the numbers from 2013. The latest available information is from 2012.

The de Blasio administration has issued other transportation-related reports, including a summary of the first year of Vision Zero. But the report didn’t include many of the metrics required by Local Law 23, and failed to analyze the safety impacts of city programs like speed cameras or improved tracking of city-owned vehicles.

DOT will release an updated version of the Sustainable Streets Index “towards the end of this year,” probably in the next six months, Trottenberg said this morning, after an event hosted by the General Contractors Association of New York.

“We’ve come in and taken a fresh look at it,” Trottenberg said. “It’s going to be two years of data. [We’re going to] try and get ourselves caught back up and retool it and look at some fresh indicators… We’re going to keep some of the indicators, but we’re going to add some of the things that are now more of a focus of this administration.”

19 Comments

As Subway Trips Climb, MTA Bus Ridership Continues to Stagnate

Total MTA Subway and Bus Ridership, 1970-2014

While subway ridership hit a 65-year high last year, the story for surface transit in NYC is different. Bus ridership has yet to recover from a major round of service cuts in 2010, and in 2014 it lost some ground, according to new stats from the MTA.

After the MetroCard boom in the late 1990s, bus ridership has dropped 10 percent since 2004. Over the same period, subway ridership increased 23 percent.

The city’s bus network is operated by two different MTA divisions: New York City Transit, which runs most of the routes throughout the city, and MTA Bus, which runs primarily in eastern Queens. NYCT bus ridership fell 1.6 percent in 2014 compared to the previous year. The borough-by-borough picture was mixed, however, with small gains in the Bronx and Staten Island.

The most significant ridership declines in recent years have been in Brooklyn and Manhattan, and in 2014 the drop was again especially sharp in Manhattan, which saw a 5.8 percent decrease. Select Bus Service routes were not immune. On M34 SBS, ridership declined 11.2 percent, and trips fell a combined 8.6 percent on the M15 local and M15 SBS on the East Side. Both routes received SBS upgrades several years ago, leading to increased ridership immediately afterward.

In the two boroughs where total bus ridership went up, so did SBS ridership. The Bx41 on Webster Avenue received SBS upgrades in 2013, and the improvements led to a 21.4 percent ridership gain last year. Trips on the city’s first SBS route, the Bx12, which launched on Fordham Road and Pelham Parkway in 2008, increased 3.4 percent in 2014. On Staten Island, ridership climbed 7.2 percent on the S79, which received SBS upgrades in 2012.

9 Comments

Subway Ridership Hits 65-Year High. Does Cuomo Care?

Subway ridership hit a 65-year high in 2014, serving 1.75 billion trips last year, the most since the New York City Transit Authority was formed in 1953. That’s an increase of 2.6 percent over 2013 and 12 percent since 2007, according to the MTA. The subway now serves 5.6 million passenger trips on an average weekday, and 6 million on an average two-day weekend.

"Andrew, we can barely keep up with this ridership." Photo: MTA/Flickr

“Andrew, we can barely keep up with this ridership.” Photo: MTA/Flickr

The new figures don’t include bus ridership, which has stagnated since a round of service cuts in 2010. However, the growth in subway ridership is a good indication that the transit system continues to absorb the vast majority of additional travel in the city, a trend that goes back to the 1990s. Meanwhile, Governor Andrew Cuomo still hasn’t put forward any ideas to close the $15 billion gap in the MTA’s five-year capital program, which keeps the system from falling apart, adds capacity, and modernizes signals and stations.

Weekday subway ridership grew 2.7 percent in Brooklyn, 2.5 percent in Manhattan, 2.1 percent in the Bronx, and 1.9 percent in Queens. Here are some more highlights from the numbers:

  • Weekday ridership on the L train increased 4.7 percent, with every station on the line seeing an increase in passengers. Stations in Bushwick saw the largest increases, with weekday ridership at Bushwick Avenue-Aberdeen Street  jumping 11.5 percent over the year before.
  • M train stations in Williamsburg, Bushwick, Ridgewood, and Middle Village saw ridership grow 6.2 percent last year, and are up 23.6 percent since the M was rerouted to serve Midtown in 2009.
  • Long Island City also saw big gains, with weekday ridership up 9.7 percent at Court Square and 12 percent the Vernon Boulevard-Jackson Avenue 7 station, where ridership has more than doubled since 2000.
  • The fastest growth in the Bronx was along the 2 and 5 trains, up 3.7 percent. In Manhattan, ridership grew fastest for the 2 and 3 trains on Lenox Avenue, up 3.7 percent over last year.
  • Stations in the Rockaways, which rank among the system’s quietest, saw the highest percentage increase in subway ridership, with many nearly doubling the number of passengers served, as the area continues to recover from Hurricane Sandy.

The subway is hitting record ridership during off-peak hours, which is when most maintenance work is performed. That maintenance is more necessary than ever: The subway also had a dramatic increase in delays last year.

Advocates pressed Governor Cuomo and the state legislature to take action before it’s too late.

Read more…