Bus Rapid Transit
Friday, February 28, 2014
By Kate Hinds
When the currently under construction Tappan Zee Bridge opens for business in 2018, it should have seven new bus rapid transit lines—and eventually plan to reboot rail service in the Rockland County area.
Wednesday, July 24, 2013
New York City's transit authority has introduced five Select Bus Service routes in recent years and proposed more than 20 others, but that's not enough for some supporters of faster buses who want to use legislation to speed the city's adoption of Bus Rapid Transit.
Thursday, April 11, 2013
By Jim O'Grady
(New York, NY - WNYC) —
New York City Council speaker Christine Quinn gave voters their first detailed glimpse into what her transportation agenda would be if she's elected Mayor. It's like Bloomberg's -- but without the big, bold visions.
Tuesday, March 19, 2013
By Martin DiCaro : WAMU
Additional morning rush hour service is coming to Metro’s busiest bus corridor in Washington after the Dupont Circle Advisory Neighborhood Commission took commuters’ complaints to the transit authority.
The S bus line on 16th Street NW, a historic gateway into downtown D.C., is struggling to meet ridership demand. Buses are often packed before reaching the southern stretch of the route and cannot squeeze additional passengers aboard, leaving rush hour commuters waiting in long lines at bus stops in Columbia Heights, Adams Morgan, and near Dupont Circle. Some commuters eventually give up and hop in taxis.
“I went out to the bus stops and I saw taxicabs pull up to the long lines, seeing a business opportunity and offering to take them downtown, because the buses weren’t working for our city,” says Kishan Putta, a commissioner on the Dupont Circle ANC.
Putta tried to solicit commuters’ concerns on Facebook and Twitter but drew his largest response the old fashioned way: he put up posters at bus stops asking commuters to contact him.
“We took those stories and those complaints to Metro and they agreed to meet us,” in January, Putta says. “They had to admit in public this is a big problem.”
Putta provided the following example of a typical commuter complaint about crowding on the S line.
“I actively chose to walk 45 minutes to work during every day this week rather than take the bus despite the temperatures in the teens and howling winds,” the commuter’s complaint said. “On the one day when I decided it would be better for my health and well-being to take the bus I waited at the bus stop for 20 minutes.”
“Just this week it has taken me 45-50 minutes to get from 16th & V to 14th & I, and anywhere from 4 to 6 buses have passed the stop each morning because they are too crowded to accept any more passengers,” another complaint said.
Metro has been aware of S line bus crowding for years but its efforts haven’t kept up with growing ridership. In 2009 the S9, which makes limited stops on 16th Street NW, was added during morning and evening rush hours to alleviate crowding.
“Bus ridership remains strong especially with all the new residents moving into the district,” says Metro spokesman Dan Stessel. “There are new residential units along this corridor and so we want to make sure we are providing service for the folks who want it.”
Stessel says Metro has yet to decide on a name for the new S service, but says it will begin on Monday, March 25. An additional bus will arrive at 16th Street and Harvard NW every 12 minutes from 7:30 to 9:15 weekday mornings. A total of nine additional trips will go down 16th Street, then left on I St to 14th Street. Then the buses will head back to Columbia Road NW. The extra capacity will carry between 400 and 500 commuters on a busy morning.
“This issue didn’t just crop up two months ago. We’ve been working on the S line and broader issues related to the S line for more than a year now,” Stessel says. “That said, the relationship we’ve had over the last two months with the ANC has been nothing but constructive.”
“I will take my hat off to Metro,” says Putta. “They were responsive. We worked together on coming up with possible options.”
Still no answer to 16th Street traffic
Putta concedes that while the additional morning rush hour bus service will help move commuters south on 16th Street, the district faces a bigger task in mitigating the corridor’s notorious traffic congestion.
“As with a lot of these long-term solutions, you would need to do a transition so that you would hopefully get less people driving. And of course, the physical limitations of the road are definitely an issue,” says Putta, referring to the possibility of creating a bus-only lane on 16th Street during rush hour.
Metro’s Stessel says the transit authority is working on a solution.
“It’s an ongoing dialogue that we have not only with DDOT but with all of the jurisdictions,” Stessel says. “A major milestone will be achieved about a year from now when we launch what is true BRT (bus rapid transit) in the region for the first time. That will be on the Virginia side of the river in partnership with Alexandria and Arlington.”
The Route 1 Transitway will run buses every six minutes in dedicated lanes from Braddock Road in Arlington north to Crystal City.
“We hope that will spark other jurisdictions to consider, if not true BRT, perhaps traffic signal prioritization or more bus lanes,” says Stessel. “From a public policy perspective, if you have a vehicle that has 50 people in it, that really should get priority over a car that has one person in it.”
Friday, March 08, 2013
"We love Orlando, we love Mickey Mouse, we love Walt Disney, Universal, the Church Street Facilities, that great mall -- Millenia Mall, but dadgum that I-4, that's a headache," Florida Department of Transportation Secretary Ananth Prasad told journalists in Orlando this week.
"We're going to fix that headache."
The Florida DOT is moving ahead with plans for the I-4 Ultimate project- a $2.1 billion dollar fix for I-4. The state's prescription includes adding toll lanes to a 21-mile stretch of the interstate running through the heart of Orlando. The department aims to begin construction in 2015 and complete it by 202o.
Prasad said four so-called "managed lanes" would be added to the interstate, leaving six lanes toll free. Tolls would be higher during heavy congestion periods and lower when traffic is light.
“We use tolls to only keep a certain number of people in the managed lanes so we can keep them going at 50 miles an hour," he said. "Say if I-4's ‘general purpose’ lanes – the toll-free lanes – are congested and you only charge a quarter, everybody’s going to be on it, and now you got another two lanes of gridlock. So what you do is you use tolls as a way to manage capacity coming in to the express lane.”
Prasad conceded there is a downside to building the extra lanes.
"There's going to be inconvenience- you're talking about $2 billion worth of work in a very constrained corridor- albeit a long corridor- getting done over five years. It's a lot of work."
However, Prasad said a similar $1.3 billion expansion project is successfully underway on South Florida's I-595. He said travel times along that stretch of road-- roughly 10 miles -- have only increased by an average of five minutes because of construction.
The state is putting up about half the $2.1 billion dollar cost of the I-4 Ultimate project and courting private investment to foot the remainder of the bill. Under a public-private partnership agreement with the state, private firms would also maintain and operate the toll lanes for a fixed length of time.
Prasad said the public private partnership allows Florida to take advantage of low interest rates and construction costs.
"What the state gets is delivering a project 20 years in advance," he said.
"If we were to do this project on a regular pay-go mechanism, we would be building it for the next 20 or 25 years and chasing congestion like we always do."
Gregg Logan, a managing director at the real estate advisory firm RCLCO's Orlando office, says the I-4 upgrade will help the local economy.
"You don’t want businesses that are here already and thinking about expanding saying, 'Gee, do I want to stay here and deal with this gridlock'- or companies that might be thinking about coming and bringing jobs. We want them to be looking at [Orlando] as a good place to invest because we have our act together."
And he says Florida has to look for new ways to fund infrastructure - with a combination of local government funding, private investment and user fees- because federal government dollars are limited.
"Like it or not that seems to be a collective decision we’ve made as a society for that’s how we’re going to fund infrastructure," says Logan, who adds he's worried the US is falling behind other countries in transportation infrastructure.
"When you look around the world right now and you look at where big rail projects and transit projects are being done, you find that’s in China Brazil, the Middle East," says Logan.
"We’ve sort of forgotten that part of what has made us great and enabled us to have the growing economy we have is that we made these investments in infrastructure. Now we’ve taken that for granted."
The Florida DOT is promoting I-4's managed toll lanes as one part of a multi-modal transport system that could also include bus rapid transit to complement Central Florida's SunRail commuter train. SunRail is slated to begin service in 2014, while private rail companies are also talking about an Orlando to Miami service and a maglev rail linking Orlando International Airport with the Orange County Convention Center.
Eric Dumbaugh, the director of Florida Atlantic University's School of Urban and Regional Planning, supports the addition of managed lanes to I-4. The challenge for Florida, he says, is to develop viable alternatives to driving.
"Our transit system is inadequate in all of our metropolitan areas: it doesn’t take us where we need to go, our development doesn’t link up to it as well as it should, so we’re trapped in our cars."
But Dumbaugh says he's optimistic about Florida's ability to develop a truly comprehensive transportation system, because a new generation is now demanding alternatives to the car.
"You survey millennials- they don’t want to drive," says Dumbaugh, who highlights the efforts of a group of Florida Atlantic University students to set up a transit themed installation in Miami this weekend.
Friday, February 22, 2013
By Jim O'Grady
(New York, NY - WNYC) Two months have passed since now-mayoral candidate Joe Lhota resigned as chairman and CEO of the NY Metropolitan Transportation Authority. So what do we know about his replacement, the man or woman who will face a raft of problems, once that person is chosen by New York Governor Andrew Cuomo to lead the nation's largest transit agency?
"Nothing, nada, zip, zero," said Gene Russianoff of the Straphangers Campaign. "I haven't heard."
Other transportation advocates say the same. At one time, those advocates would have known by now what was happening. That time was September 2011, two months after Lhota's predecessor, Jay Walder, resigned from the NY MTA's top spot. A search committee made up of advocates and governmental veterans was, by the end of those two months, wrapping up interviews for Walder's replacement. The committee recommended Lhota, whom Cuomo named head of the NY MTA in October of 2011. Three months later, the state senate confirmed him in the post.
A mere year later, Lhota was gone--convinced by Republican power brokers to run for mayor, a decision made easier by the high profile he gained from directing the authority's largely sure-footed handling of storm Sandy.
But this time around, there is little urgency in the search for his replacement. The governor has not courted fanfare in announcing the formation of a search committee, as he did before. Instead, a Cuomo official blamed distractions from Sandy and an Albany budget fight for the fact that "there will be no announcement soon" about a new transit chief. Cuomo spokesman Matt Wing would only add that, "The administration continues to actively search for a new chairman."
Former mayoral candidate Freddy Ferrer, who joined the NY MTA board eight months ago, is serving in a caretaker role as interim chairman and CEO. Ferrer has said repeatedly that he has no interest in making his role permanent.
Acting executive director Tom Prendergast, who normally runs the subways and buses, now has the firmest grasp of anyone on day-to-day operations. Some transportation advocates are floating his name as their choice for the next chairman. Mitchell Moss, NYU professor of urban policy and planning, theorized that Prendergast's prowess at keeping the authority running, particularly Prendergast's skillful navigation of a recent snowstorm, is easing the pressure on Cuomo to promptly name a new NY MTA chairman. "Tom is a seasoned professional who is doing such a good job that there may not be the urgency to fill the position," Moss said.
But the NY MTA faces crucial post-Sandy choices about repairing and hardening the transit system, especially as the authority starts to spend nearly $5 billion in federal aid. Joe Lhota vigorously lobbied his fellow Republicans for Sandy aid; without a permanent chair, the NY MTA has lost at least some of that clout.
The void at the top is also felt in the stalled negotiations between the NY MTA and its largest union, TWU Local 100, which has been without a contract for 13 months. The two sides haven't spoken in nearly four months, an unusually long hiatus for a union negotiation.
An apparent moment to make progress presented itself in mid-December, when the day-to-day emergency of Sandy had subsided and freshly re-elected union president John Samuelsen was freed from campaigning. Instead, Joe Lhota "dropped the bomb," in the words of union spokesman Jim Gannon, by announcing his resignation.
Lhota was then asked at his final board meeting whether his abrupt departure would stall the authority's talks with Samuelsen, with whom Lhota had gone out of his way to cultivate a productive relationship. Lhota downplayed the problem. "There have been talks and there will continue to be talks," he said. Since then, he's been wrong on the second point.
The talks matter because a balanced budget for the authority rests in part on getting the union to agree to either three years of flat pay or pay increases offset by rules concessions that bring increased productivity. Without those three "net-zeroes," the NY MTA's chronically fragile finances would become even more problematic, with cuts in service a possibility. Either way, that's a headache for the next chairperson to sort out, whenever that person arrives.
Tuesday, February 19, 2013
When he came into office last year, San Francisco mayor Ed Lee said fixing Muni wasn’t a priority for him.
But in his 2013 State of the City address, Mayor Lee devoted almost ten minutes of his speech to the often-reviled public transit system.
Muni’s cars and buses are often overcrowded, sometimes to the point where they can’t stop to take on new passengers. And about 40 percent of Muni vehicles run late, according to an independent analysis by the Bay Citizen published last June. It’s a system so hated by some riders, it even provokes poetry (read “Ode to (Not Muni) Transit" from Muni Diaries). Lee said he sympathized with a ridership plagued by overcrowded chronically late buses, and he promised that changes to Muni are coming soon.
“I know it’s frustrating to push your way onto an overcrowded train or watch an overloaded bus go by,” said Lee. “And I understand the anxiety that comes with being late to work, late to pick up your kids or late to school because you were on time, but your bus wasn’t. I am very pleased to report that positive changes are underway, and with the full support and leadership of the MTA Board of Directors, the nation’s seventh largest public transit agency is once again focused on operations and investing in infrastructure, in maintenance and in safety.”
He concluded by unveiling the “San Francisco Transportation 2030 Task Force,” a group designed to tackle the city’s transportation problems.
But San Franciscans won’t have to wait for the task force to report back to learn what some of these changes are going to be. In 2008, the San Francisco Municipal Transportation Agency (SFMTA) started a project called the Transit Effective Program. Known as the TEP, the project began a as a comprehensive effort to overhaul the Muni system. It’s focused on two major issues: making changes that minimize delays on the Rapid Service lines and restructuring regular bus routes to reduce crowding and tardiness.
So far, the TEP has proposed some major changes to Muni. Of Muni’s 79 lines, 32 will have changes to their routes and 40 will have changes to their stop frequency. Six lines will have entirely new routes and three will be eliminated. Designed around the city’s changing commute patterns and congested areas, the SFMTA hopes that these changes will streamline the system and increase Muni’s reliability.
The TEP also proposes some changes to Muni’s Rapid Network corridors. The Rapid Network is a group of 12 exceptionally busy lines that officials have identified as routes they’d like to make faster and more frequent. These are so-called “engineering changes,” or improvements that physically change the structure of certain intersections and transit stops. Think adding “Muni-only” traffic lanes, building new boarding islands, and replacing stop signs with traffic lights.
There are already a couple of TEP pilot projects going on right now. One is taking place along a three-block stretch of Church Street, a busy road in the city’s center. SFMTA has made one of the lanes “transit-only,” meaning only buses and taxis can use it. It lets Muni bypass the usual traffic and should reduce delays, according to the SFMTA engineers.
Currently, the SFMTA’s Planning Department is busy making sure the rest of the TEP proposals meet California’s environmental standards. The final draft of the Environmental Impact Report is expected in about a year. After that, the SFMTA will implement as many proposals as they can get funding for.
Now riders will just have to wait and see whether these changes are really going to be effective.
Follow Isabell Angell on Twitter: @IsabeltheAngell
Tuesday, February 05, 2013
(Alec Hamilton-WNYC News) U.S. Secretary of Transportation Ray LaHood says area transit agencies should be able to be ready to withstand future storms.
"Nobody's sitting around,” LaHood told WNYC's Soterios Johnson. "There's a sense of urgency about getting this done, getting it done the right way, making sure that it's done correctly -- and making sure that it's done in a way that will withhold the kind of storm that hit the region during Sandy."
On Monday the Federal Transit Administration said it would start releasing $2 billion of the $10.9 billion in transit aid voted into law last week.
New Jersey has requested $1.2 billion of that aid, New York close to $5 billion. Neither agency has released a complete breakdown of how those funds would be spent.
Monday, January 28, 2013
Portland has been a national leader in building light rail, but the transit-friendly city is considering buses as the next round of expansion. Portland is seriously considering bus rapid transit for two high-capacity transit corridors it is planning to expand. Nearby, Eugene is adding to its existing BRT lines, rankling some in the community.
There are two high priority corridors in Portland’s long-term transit plan. BRT is on the table, for discussion, in both of them...
Elissa Gertler, a deputy director at the Metro regional government, and the supervisor of the two corridor planning efforts, says there’s one big reason that interest in bus rapid transit may be overtaking light rail: "First and foremost, light rail is expensive. A big capital investment costs a lot of money, and partnership with the federal government in how to fund that has diminished over time, as we’ve expanded our system in this region.”
Bus rapid transit, as pictured above, is a cheaper alternative to light rail lines. Buses are given a dedicated lane to ensure traffic-free travel. Passengers pay before boarding -- similar to subway use -- to speed loading and unloading times. The scheme has proved effective and popular in cities from Curitiba, to Mexico City, to Cleveland.
As has happened in other cities, BRT's flexibility can lead to partial implementation with a kind of BRT-lite. Something that is an option on the table in Portland. Again from Manning's report:
Transit consultant Jarret Walker says the ideal is to run the bus like a light rail train. Easier said than done in the two corridors Portland is studying.
"You have stretches there, where there’s just so much width," Walker says. "There’s only so much space in the road. And in those places, it doesn’t really matter if you’re building light rail or Bus Rapid Transit, the real question will be: Where do you find a path?"
Standing at 82nd Avenue and Division, Metro’s Elissa Gertler says planners are starting with a focus on where people are traveling. This Division corridor includes multiple college campuses. She says administrators see a value in getting their students out of their cars.
"We have heard them say, 'We don’t want to be a sea of parking lots, we don’t want to have to just building parking. We want to invest in educational space, and serving our students,' ” Gertler says.
Oregon knows how to do bus rapid transit as well as any state in the country. According to rankings by BRT proponents at the Institute for Transportation and Development Policy, the Eugene BRT system is the second best in the nation, after Cleveland's. Both cities received a "bronze" rating by ITDP compared to "gold" in Bogota and Guangzhou.
The EmX buses in Lane County around Eugene carry 10,000 riders each weekday through dedicated lanes or with "signal priority," traffic lights that change to green when the buses approach.
A new 4.4 mile proposed extension is drawing opposition, according to this report from OPB's Amanda Peacher.
Kilcoin says the EmX extension will help connect West Eugene residents to downtown, and will improve traffic congestion. The project would widen the road in some places. LTD is also planning a number of other improvements, like two pedestrian bridges, new sidewalks, and an additional bike lane. That's in part why the price tag is so high-- all this is estimated to cost $95.6 million.
And that's the main complaint from groups like Our Money, Our Transit. Along 11th Avenue, opponents of the extension have lined the road with signs that read "No Build" with a picture of the big green bus crossed out.
"It's a really poor use of public funds." Roy Benson owns the Tire Factory, an automotive store along the planned route. As a business owner, he doesn't see any benefits of the new line. "I'll probably never have anybody come here on the bus, and then buy four tires and get back on the bus to go home," Benson says.
Peacher cites other opposition, as well as support from transit riders as is to be expected.The plan is going forward, currently in the design phase with a completion date of 2017 if all goes according to plan.
Wednesday, January 23, 2013
By Martin DiCaro : WAMU
Commuters are skeptical that congestion pricing will reduce traffic in the metropolitan Washington area and raise revenues to fund transportation projects. Instead, they favor alternatives to driving -- commuter rail, express bus service, or bicycling/walking.
A report released Wednesday by the National Capital Region Transportation Planning Board (TPB) weighed the attitudes of 300 area residents who participated in five forums: two in Virginia, two in Maryland, and one in the District of Columbia. The participants were asked to consider three scenarios: 1) placing tolls on all major roadways, including interstate highways; 2) charging a per-mile fee measured by GPS systems installed in cars; and 3) creating priced zones similar to a system in London that would charge motorists to enter a designated area.
These attitudes are being probed at a delicate time for transportation funding in the region: Virginia's governor is proposing the elimination of the state gasoline tax -- while Maryland is looking at increasing theirs. Meanwhile, the area's largest transit project, the Silver Line, has yet to be fully funded.
But the funding scenarios posed to study participants received tepid support.
“This study shows people are cautiously open to concepts of congestion pricing, but they really need to see if it’s going to work, and they have doubts about that,” said John Swanson, a TPB planner.
“They really want to make sure that there are clear benefits, that [congestion pricing] is going to fund new transportation alternatives… particularly transit and high quality bus [service],” he added.
Scenario one – charging tolls on all major roadways – was supported by 60 percent of study participants, who engaged in extended exchanges of ideas and opinions. Scenario two – using GPS to track miles traveled – was opposed by 86 percent, even though drivers’ actual routes would not be tracked, only the number of miles.
“I don’t want to discount privacy concerns,” Swanson said. “I don’t think, however, the concerns were simply the classic ‘big brother’ concerns. There was a lot of code language for broader anxieties. It was a complicated proposal that was hard to understand. It seemed to be hard to implement. A lot of people said it looked like it would be expensive to implement and, frankly, they are right.”
The study participants spoke of congestion in personal terms -- family time robbed, the stress of dealing with incessant traffic. Most commuters said driving is not a choice.
“The availability of other options besides driving—such as transit, walking and biking—increased [the] receptiveness to pricing. Participants also spoke favorably of proposals that would maintain non-tolled lanes or routes for those who cannot or do not want to pay,” the report said.
Transit advocates say the report shows shaping land use strategies to improve access to transit and create walkable, densely built environments is the best way to mitigate the region’s traffic jams.
“Newcomers to the region are very frequently choosing the city or a place near transit rather than a place where they have no option but to drive,” said Stewart Schwartz, the executive director of the Coalition for Smarter Growth.
“What’s most interesting about this report is that it was an effort to seek public support for congestion pricing, but what it documented was the much stronger support for transit and improvements in how we plan land use in order to give people more choices to get around,” Schwartz added.
The study’s authors – the TPB partnered with the Brookings Institution – found most participants were unaware the federal gas tax (18.4 cents per gallon) hasn’t been raised since 1993. However, they also favored raising the gas tax as an easier, fairer alternative to implementing a congestion pricing program.
Support for increasing the gas tax increased over the course of the sessions -- from 21 percent when the study convened to 57 percent upon its completion.
The gas tax “is a hidden fee,” said Swanson. “We learned that people actually like that. There is a general sense of the invisibility of the gas tax being a problem and potentially a benefit, something that’s strangely attractive to people.”
Eighty-five percent of study participants identified transportation funding shortfalls as a critical problem, yet expressed doubts the government would make the right choices if additional revenues were made available through congestion pricing.
TPB board member Chris Zimmerman, who's also a member of the Arlington (VA) County Board, took exception to the wording of the study’s questions using the word “government” because he felt it provoked a negative response.
“If you are trying to interpret what people say, you have to be careful of what question you ask them,” Zimmerman said. “I think people get that there is a lack of funding. They also get the fact there are a number of other problems. There aren’t alternatives. For many in this region, they drive not because that’s what they are dying to do, but because they have no choice.”
Zimmerman, who background is in economics, said it should be no surprise people are lukewarm about congestion pricing proposals, given the lack of alternative modes of transportation in some places. He is also unsure congestion pricing will work.
“The way roads are run is there is basically no pricing of them at all. Even if you are paying a gas tax it’s not related to your use of any particular road. An economist looks at that and says of course you are going to get inefficiency and congestion,” Zimmerman said.
“You are not talking about going from the current situation to instantly pricing everything perfectly. You are talking about implementing costs on particular segments of roads and that gets a lot more complicated because there are secondary effects," Zimmerman said. "We price one thing and many people shift to some other place. Well, where is that some other place?”
“In practice, implementing that is very difficult.”
The Washington region saw two major highways shift to congestion pricing in 2012. Maryland's Inter-County Connector charges variably priced tolls; the 495 Express Lanes charge dynamically priced tolls and offer free rides to HOV-3 vehicles.
In the case of the Express Lanes, the state of Virginia will not receive toll revenues for 75 years as per its contract with its private sector partner, Transurban, and it remains to be seen if the new toll lanes will ultimately reduce congestion in the heavily traveled corridor. The ICC also has its critics, who say the recently constructed highway was a waste of money.
Friday, January 18, 2013
New York City's newest express buses were designed to be easy to spot from a distance with two flashing blue lights in the marquis. But, Friday afternoon, the MTA said it was turning off the blinking deep blue indicator lights to avoid any chance that drivers might confuse the Select Bus Service buses for oncoming an emergency vehicle when viewed in a rear view mirror.
City Council Member Vincent Ignizio of Staten Island lobbied the MTA for the change. "We have trained the public that when they see blue flashing lights to get out of the way and all emergency vehicles to get to said emergency," he said. "Buses are not emergency vehicles." Drivers in his district told him they felt like they were being pulled over by police only to find it was a bus approaching.
Removing confusion for drivers however, might shift confusion to bus passengers. It could also deal a set back to NYC's plan to spread a new and improved brand of express bus service known elsewhere as bus rapid transit. To move buses faster under this scheme, buses are given dedicated lanes and passengers pay before they board using vending machines at bus stops.
The MTA Announcement:
Reacting to specific concerns, MTA New York City Transit has agreed to turn off the flashing blue lights that have served to alert riders to the arrival of Select Bus Service buses (SBS) since the speedier service was introduced. This measure is being taken to eliminate the possibility of confusing the vehicles with volunteer emergency vehicles, which are entitled by law to use the blue lights. We are currently in the process of developing an alternate means of identifying SBS buses.
"Those lights distinguish the Select Bus from the local bus," a spokesperson at Institute for Transportation and Development Policy explained in defense of the lights. ITDP advises cities -- including New York City -- on building and designing bus rapid transit systems. “We expect that if those lights go off, passengers will be confused about which kind of bus is approaching, which is important, because there are two different fare systems,” the spokesperson said. Passengers need to know if they should pay at the vending machine before the bus arrives, or they risk missing it. NYC passengers pay for local buses on board.
Rather than a deciding between two types of confusion, the MTA's choice to darken the blinking blue bus lights seems to have been more of a legal one, as Ignizio describes it. NY state traffic law states that colored flashing blue lights are reserved for emergency vehicles, specifically volunteer firefighters.
Ignizio made the legal case to the MTA after personally finding the lights confusing and putting the question to his Staten Island constituents. More than 100 people on Facebook agreed with him, he said.
Ignizio met with then-MTA head Joe Lhota, now a mayoral candidate, and made the case for turning off the lights. Ignizio says, Lhota said he would do something about the lights. And now the MTA has.
The bus rapid transit experts at ITDP say other cities use different ways to distinguish an express bus from a local. Some cities paint buses different colors, for instance. The MTA is considering what indicator will replace the flashing blue lights.
When asked how many complaints the MTA received from confused motorists about the lights, a spokesman said, "one." In 2008 (the year the service was launched). In the Bronx.
Monday, January 07, 2013
To better survive the economic impact of big storms like Sandy, New York needs a "world class" bus rapid transit system. That's one of the major recommendations in a draft report commissioned by New York Governor Andrew Cuomo on how to rebuild New York infrastructure post-Sandy.
Bus Rapid Transit -- basically, fast buses which run on segregated lanes where users pay off board -- mimics a subway system by planning bus routes that can run almost as quickly through streets as trains can underground.
Such a system could be less vulnerable to floods and more able to restart service after big storms. It would also be able to connect neighborhoods that would otherwise be stranded by subway service disruptions.
"A world class BRT network would enhance the resilience and redundancy of the overall transit system," according to a draft copy of the report which was leaked to the New York Times. The report contained no specific recommendations for funding the system.
It also doesn't address the thorny political question which frequently accompanies BRT proposals -- that of of turning over road space traditionally used by cars to buses only.
The recommendation is part of a set of proposals drawn up by the NYS2100 Commission, one of three large commissions set up by Governor Cuomo to address rebuilding New York in the wake of storm Sandy, which caused over $30 billion in damage. The two other commissions, on emergency response and preparedness, delivered their findings directly to the governor last week. No word on when the final 2100 report will be presented to the Governor, or whether or how he'll adopt its recommendations.
BRT advocates, like the Institute for Transportation Development Policy, argue that BRT can be built far more quickly and cheaply than subways. The Second Avenue subway has been under development for half a century, by contrast.
"Financial support from the State would be welcome in helping to bring New York City’s ongoing bus system improvement efforts closer to world class ‘gold standard’ BRT," said ITDP CEO Walter Hook in a statement. "A world-class BRT system would not only have fully dedicated lanes that keep the buses separate from traffic, and off-board fare collection, but also beautiful iconic stations with platforms that allow people to step directly onto the bus."
The NYS2100 commission is co-chaired by Rockefeller Foundation Chairwoman Judith Rodin and financier Felix Rohatyn. (Rockefeller also funds Transportation Nation.)
The Governor's office didn't comment on the draft report, and an MTA spokesman, Adam Lisberg, said the report's recommendations had not been shared with the MTA.
During storm Sandy, the MTA's temporary "bus bridge," which replaced subway service during the period when all the East River tunnels were flooded, came as close to New York has seen of having a true BRT. Though there were long lines to board the buses, the buses, aided by police officers stationed at every corner, zipped through city streets. The ride from the East Village to Barclay's Center in Brooklyn took about 12 minutes.
The city has also installed several "select bus service" lines, which adopt some features of BRT, including off-board payment.
"BRT corridors that serve as connectors to the subway system would provide riders with muliple options for connections and access to the core," the report said.
The draft report suggests creating a bus line that would run the length of southern Brooklyn, connecting the D, F, B and Q lines, and a east-west corridor connecting neigborhoods like Bedford Stuyvesant to lines that run through Brownstone Brooklyn, Midwood, and Coney Island.
The draft report notes that transit ridership has increased 60 percent since 1990, but bus line speeds overall have decreased by 11 percent.
Thursday, January 03, 2013
(Neena Satija - CT Mirror) As we celebrate the beginning of a new year, it’s time for that obligatory look back on the last one. Some big stories for Connecticut commuters in 2012:
A major storm prompts rail closures for the second year in a row. In 2011, Metro-North suspended service during Tropical Storm Irene and suffered severe damage to its Port Jervis Line; this time around, it was the New Haven Line’s New Canaan branch that was badly hit. But most praised the quick recovery of the tri-state area transportation system, much of which was back online within two to three days after the storm. The full consequences of the damage incurred by the storm are probably yet to be felt, however, with damage to the New York’s MTA system in the billions — and, as of Jan. 2, a federal aid package for the region affected by Sandy has yet to be voted on.
An old rail line gets … well, older. As Metro-North officials keep telling us, the New Haven Line is one of the oldest in the country. Commuters had several painful reminders of that this year, as everything from derailing trains to power problems (or perhaps squirrels???) to signal issues to 100+ year-old bridges that wouldn’t close stranded them for hours. And yet, some data suggest it was still actually a better year for the rail agency than 2011, when severe winter weather and extreme heat caused even more issues.
Fare hikes, followed by … more fare hikes! Metro-North prices jumped 5.25 percent in January of 2012. By the time the legislative session in Connecticut rolled around several months later, a few lawmakers tried to make sure more hikes wouldn’t be in the cards — but they weren’t successful. Ticket prices jumped up again this year, by 4 percent.
Tolls?! Often considered the third rail of Connecticut politics for the past three decades, tolls quietly entered the conversation last year as a way to pay for badly-needed transportation projects and infrastructure upgrades. The calls got louder by the end of the year, and the state will begin studying the prospect of tolls on I-84 and I-95 in earnest in the coming months.
CTFastrak. Following plenty of spirited debate, the Connecticut General Assembly approved a $567 million to built a 9.4-mile road from Hartford to New Britain that will be exclusively for buses. Known affectionately — and derisively — as the Hartford-to-New-Britain busway, the huge project (mostly funded by federal money) saw skepticism even from those who eventually became its greatest proponents. Now, construction is well underway, to the chagrin of many — including some downtown Hartford residents.
A conversation starts about the future of rail travel in the Northeast Corridor. OK, so it’s really just the environmental review process that’s starting, and maybe some people are kicking around some early ideas for what rail travel could really look like between Washington, D.C. and Boston in the next few decades. Also, we don’t really have money to do any of this stuff, on a federal or state level. But still, it’s good to dream!
A fight over parking in Stamford. Given that the waiting list for a monthly parking pass at Stamford’s train station — the busiest in Connecticut — is about two years long, there really is a fight going on about this. First, Connecticut’s Department of Transportation asked people for their input on plans to improve the parking situation at the station — but wouldn’t tell people anything about those plans. After much public fuming, the state created an advisory panel consisting of five citizens who were given a tiny bit more information about those plans than the rest of us. Most of us still have no idea who has submitted proposals to replace a parking garage at the station, and what exactly their proposals are — for which they will get $35 million in state aid. The DOT is expected to make a final decision soon.
Here’s to bigger — and hopefully, better — stories for commuters in the coming year.
Monday, December 31, 2012
By Martin DiCaro : WAMU
The Washington D.C. metropolitan region saw major developments in transportation that included progress toward completing the largest public rail project in the country, the opening of a new highway on the Beltway, and an update on D.C.’s coming streetcar system. 2012 also raised questions critical to the region’s economic future. In a region plagued by some of the worst highway traffic congestion in the nation and a public rail system crowded to capacity, how can transportation planners and real estate developers maximize the region’s economic potential in a climate of finite funding for major projects.
1) The Silver Line
When the Loudoun County Board of Supervisors gave final approval to the county’s involvement in the $5.5 billion project that will connect D.C. to Dulles International Airport, lawmakers removed the last major obstacle to completing the Metro rail line by 2018. Outstanding issues remain, however. The most controversial issue is the Silver Line’s financing plan, overseen by the Metropolitan Washington Airports Authority. Without further federal or Virginia state funding, motorists on the Dulles Toll Road will cover half the Silver Line’s costs.
2) I-495 Express Lanes
A new highway is big news in this region. After six years of construction, high-occupancy toll (HOT) lanes opened on Nov. 17 on the 495 Beltway between the Dulles Toll Road and the I-95 interchange in Fairfax County. Drivers using the HOT lanes may get a faster ride, but the project raised questions about the wisdom of highway expansion as a method of solving congestion as well as the pitfalls of funding megaprojects: without the public-private partnership between Virginia and the international road building company Transurban, the road would not be built. Virginia gets a $2 billion road, and Transurban gets the toll revenues for 75 years.
3) Transit and Gentrification
Washington, D.C. is one of the fastest gentrifying cities in the United States. While rising property values, economic development, and a growing number of residents living a car-free existence are transforming the District for the better, gentrification has its costs.
4) The Uber Battle for the Ages
After months of contention, the D.C. Council finally approved legislation legalizing the popular sedan car service Uber. This battle was strange -- and it got personal. Legislators and regulators seemed to tie themselves in knots figuring out to handle the unregulated Uber while the district’s own taxicab industry struggled to modernize. In the end Uber won. And so did smartphone-using, taxicab-hailing residents of D.C.
5) MWAA’s woes
The Metropolitan Washington Airports Authority, which operates two major airports, rarely caught the public’s attention. But after the authority took control of the Silver Line, however, the public’s attention intensified – and not for good reasons. Audits by the U.S. Department of Transportation and news reports unearthed a litany of shady contracting, hiring, and travel policies and practices. Critics have relentlessly pressed for changes to the plan to raise tolls significantly to pay for the Silver Line. MWAA is making changes but has not yet recovered the public’s trust.
Wednesday, December 19, 2012
By Martin DiCaro : WAMU
This is the first of a two-part series on plans to expand Northern Virginia’s road network and freight capacity of Dulles International Airport. (Part 2)
In a massive undertaking that would transform the face of Northern Virginia, state transportation planners are unveiling plans to create a “north-south corridor of statewide significance.” Some are calling it a potential beginning of an "outer Beltway," others say it's essential infrastructure for the region's economy. Critics call it a big waste of money, unnecessary and poorly planned.
The proposal would add a path between I-95 in Prince William County to Route 7 in Loudoun County, arcing west of Dulles International Airport and connecting to I-66, Rt. 50, and the Dulles Greenway.
Neither the exact route of a new highway, the cost, nor the number of lanes has been decided, but the agency’s objective is coming into focus: to dramatically expand Northern Virginia's road capacity to benefit commerce, namely the growth of Dulles Airport into the east coast's largest freight hub.
“I'm concerned that they are going to build a road at six lanes going 60 miles an hour much like the Beltway or Highway 28. They are going to need to do four lanes and they will have to slow it down,” said South Riding, Virginia resident Todd Sipe, who pointed out his home on a map of one of the proposed corridor routes at the first of two public open houses on Tuesday night. “I believe nothing is settled yet. They are collecting public comment now.”
Officials at the Virginia Department of Transportation greeted residents inside a high school cafeteria in Loudoun County filled with maps, charts, and bullet points about a regional master plan that is still in its conceptual stages.
“It seems to be more aimed at industry and transporting freight to Dulles Airport,” said Sterling resident Bill Roman. “In terms of our needs here in the county, people commute east-west mostly, not north-south. There are no north-south issues.”
“I think the state could spend its money in much more effective ways. The way this is shown right now, it ends on Rt. 7. That isn’t the place where you can end a road like this,” said Emily Southgate of Middleburg, referring to mounting pressure to extend a corridor north of Rt. 7 in the form of a new Potomac River crossing, an idea supported by Virginia state officials but not by their counterparts in Maryland.
One lawmaker who conceptually supports the creation of the corridor is convinced additional highway capacity would help commuters. Loudoun County Supervisor Matt Letourneau (R-Dulles) says concerns about a sprawl-inducing new highway could be addressed by limiting access, building fewer exits and entrances.
“When you talk about limiting access you have two main benefits,” he said. “It makes it easier to privatize the road to get it paid for, which is what I think VDOT is primarily interested in. The other benefit is that you can limit development in areas that are undeveloped."
In Letourneau’s view, new housing development is coming to Loudoun County, so the board of supervisors has to responsibly accommodate it.
VDOT officials say a limited-access highway that improves access to Dulles Airport and incorporates HOV lanes and bus lanes would serve the most people.
“We are going to work the best transportation system that we can and meet the needs of the public. There has to be political consensus to do that,” said Garrett Moore, VDOT’s Northern Virginia District Administrator. “We can limit access. One of the things we'd like to do is get predictable and fast transport, additional capacity and carpools to include express and bus rapid transit.”
Some environmental groups are adamantly opposed to building a north-south highway west of Dulles Airport, especially if it would absorb any property on the periphery of the Manassas battlefield.
“In the context of our limited resources in Virginia, this is one of the worst expenditures we could make,” said Chris Miller, president of the Piedmont Environmental Council. “The fact that it might be a public-private partnership doesn't change that analysis.”
Building through a public-private partnership would likely mean new tolls on the highway. To Miller, VDOT’s plans amount to an “outer beltway” that would lead to new development in 100,000 acres of farm land and rural subdivisions.
“There’s a big choice this region is going to make over the next ten years,” Miller added. “Are we going to take advantage of the investment in the Silver Line, or are we going to allow development to occur in this large 100,000 acre range from I-66 to Rt. 7 west of the airport. We don’t think it is inevitable. The McDonnell administration is encouraging sprawl by encouraging this highway.”
The second part of this series deals with Dulles as a freight hub.
Tuesday, December 18, 2012
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Monday, November 26, 2012
By Kate Hinds
In the days following Hurricane Sandy, when New York's regional transit systems were either completely shut down or barely limping along, commuters still found a way to work -- by biking more, embracing ferries, temporary "bus bridges" and HOV lanes, even leveraging social media to find rides or temporary office space.
"In many U.S. cities, which are limited to cars, buses or other singular transportation modes," the report states, "the disruption caused by Hurricane Sandy would have, at least temporarily, crippled the economy." Not so in New York, where residents "displayed impressive inventiveness to maintain their mobility. Individuals created new routes and combinations of modes to get to work, using a variety of systems."
The report surveyed 315 commuters about modes of transport and commute times. That's a small sample considering the millions of people affected. And asking a commuter to estimate how long they took to get to work can invite exaggeration, the Rudin report is an impressive attempt to quantify the chaos of ad-hoc mobility choices during the storm.
While almost everyone saw their commutes increase, Staten Islanders fared the worst. For residents of that hard-hit borough, commute times in the days following Sandy nearly tripled.
The report also praises New York's MTA for keeping the public updated about service changes, and recommends the agency maintain its adaptable subway map. But other transit providers don't come off as well: "During the Hurricane, the Port Authority [which operates the PATH train system] and NJ Transit provided remarkably limited information throughout and following the storm about their service."
Thursday, November 01, 2012
By Kate Hinds
It's not just New York's two-legged population that could take a while to get back to normal.
While most subway riders have other concerns -- like when will the currently truncated service return to normal -- another nagging question remains: how did the subway's rat population fare?
We reached out to the New York City's Health Department, which runs the city's Rodent Academy. Turns out: the answer is mixed.
According to a DOH spokesperson: floods push some rats to the surface, but they also kill lots of rats -- particularly young rats -- in their underground burrows. As a result, floods tend to reduce the overall rat population.
The DOH said it was unclear at this point what affect Hurricane Sandy might have on the rat population, but noted the agency hasn't heard any reports of significant impact.
But other musings about rat society point to a more nuanced view of exactly what kind of rat might have survived. New York Magazine reports that dominant rats may live deeper below ground -- increasing their likelihood of drowning -- while the more "submissive" rats cluster closer to the surface.
Under this theory, the meek rats shall inherit the subway.
Other facts from the NYC DOH:
- No research has demonstrated an increased health risk from flushed rats from underground.
- DOH is monitoring for signs of increased rat activity and will respond accordingly.
- Dead rats do not pose a health risk. "We have not received reports of large piles of dead rats, but we are monitoring this and can take steps to get rid of them as appropriate."
- There are no reliable estimates of the rat population in NYC.
- The main rat in NYC is the Norway rat.
Wednesday, October 31, 2012
By Kate Hinds
New York Governor Andrew Cuomo announced Wednesday night that he was "declaring a transportation emergency" and authorized the MTA to waive fares on subways, buses, and rail lines through Friday.
Cuomo said that decision was prompted in part by the grueling traffic in Manhattan on Wednesday. He called the gridlock "dangerous" and said he wanted to encourage people to use transit.
But the subway system that will be up and running Thursday will not be the system New Yorkers are used to. Only 14 of the 23 lines will be operational, and even those will be running in segments. LIRR service is being slowly phased back in. Cuomo said one bright point was that roughly 50% of regular customers would have normal service on the Metro-North commuter rail line.
"Bear with us," said MTA head Joe Lhota, who was seated next to the governor at the last-minute press conference. He called the damage done by Hurricane Sandy the "most devastating event ever to happen to the MTA."
There are still subway tunnels flooded with water from "floor to ceiling," said Cuomo. Beginning Thursday, the Army Corps of Engineers will begin deploying 250 "high-speed pumping devices" to aid water removal. These will be operated around the clock until the tunnels are clear.
Meanwhile, to shuttle passengers between Brooklyn and Manhattan, the MTA will put 330 buses into service to act as a bus bridge. Late Wednesday night the New York City Department of Transportation released more details about how the bus lanes will be structured. DOT spokesman Seth Solomonow said the city was creating a "surface subway."
Starting at 6am tomorrow -- timed to coincide with the start of the subway -- buses will operate over Manhattan Bridge via a two-way bus lane on the lower level. These bus-only lanes will be operational 24/7 and will be enforced by the NYPD. Buses will also go over the Williamsburg Bridge. In both cases, buses will make major stops on their way uptown via the Bowery and Third Avenue along a dedicated curbside lane -- which he said will also be enforced by the NYPD.
The buses will run up to 55th Street, then turn around and head back to Brooklyn on Lexington Avenue.
For more information about transit service in New York, visit our Transit Tracker.