Bus lanes in new york city 2014,cheap z scale train sets,mapquest subway directions new york city pass,new york city subway map f train 2014 - Plans On 2016

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On the section of 125th Street that already has camera-enforced bus lanes and off-board fare collection, the changes have worked wonders for bus riders. In addition to extending the bus lanes west, DOT is proposing left turn restrictions from 125th Street to Frederick Douglass and Adam Clayton Powell Jr.
When it first proposed West Harlem bus lanes in 2013, DOT also planned left turn restrictions at St. One bus improvement that’s still in the study phase for 125th Street is transit signal priority, which adds transponders to buses and traffic lights to give transit more green signals. Before going to CB 9 last night, DOT and MTA presented the plan to community board leadership and elected officials from central and West Harlem yesterday morning. In February, CB 10 chair Henrietta Lyle told Streetsblog that the bus lanes have slowed her cab rides to the subway and disputed Census statistics showing that three-quarters of Harlem households are car-free. Council Member Inez Dickens and State Senator Bill Perkins, whose districts overlap with CB 10 in central Harlem, have also criticized Select Bus Service. To be fair to Ted Kovaleff, he supported the bus lanes and asked the MTA why it couldn’t install pay-before-boarding machines for all buses along 125th Street, not just the M60.
If they’re going to put machines at bus stops, how about metrocard machines, so you don’t have to go to a subway when your card runs out?
The stretch of road that we’re talking about across 125th is really a short stretch of road.
Mark Levine Launches Petition to Bring 125th Street Bus Lanes West of LenoxMarch 3, 20153Bus Lanes Worked Wonders on East 125th. Word On The Street “The entire area around the Botanical Garden is a pedestrian nightmare, and unfortunately, the institution has shown no interest in improving safety.
On stretches of First Avenue in New York City, one general traffic lane was converted to a bus lane and another was converted to a protected bike lane without affecting traffic volumes or speeds. Data from New York City’s Select Bus Service on First and Second Avenues – where two travel lanes gave way to bus lanes and bike lanes – shows myriad improvements.
The M15 bus runs on 1st Avenue (northbound) and 2nd Avenue (southbound) and carries more passengers than any other bus route in New York City and had long boarding times because of the high ridership. The M15 runs on streets that see huge traffic volumes, especially during rush our as car commuters enter and leave Manhattan. Travel times on M15 Select Bus Service are 15 percent faster than the old M15, and 18 percent during the peak period. The number of crashes and injuries decreased on First and Second Avenues, in part because of new pedestrian islands and protected bike lanes. We can expect even better transit improvements on Ashland, where buses will run in the center of street, instead of by the curb like in NYC. Many people assume traffic congestion will skyrocket on Ashland when general traffic lanes are converted to bus lanes. Improving transit reliability – and desirability – is what the Ashland BRT project is about. As someone who lives in Chicago and went to college in New York (and supports the Ashland BRT project), I’m not sure this is a fair comparison. One difference is that since Ashland is two-way and not one-way like First and Second Avenues, there is only one car lane left in each direction.
Keep in mind, if you make transit a more attractive option than driving (faster speeds and more reliable travel times), many more people will actually use transit. The other option is to continue to allow traffic to slowly grow as more suburbs are built and more people drive longer distances.
It’s a gamble either way, and the solution depends on what kind of city you want to live in. People find a way – oftentimes it may be to avail themselves of a new opportunity that is competitive with driving.
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The proposal to improve bus service on Woodhaven Boulevard and Cross Bay Boulevard in Queens is the most exciting street redesign in the works in New York City right now, with the potential to break new ground for bus riders and dramatically improve safety. NYC DOT and the MTA are holding a series of public workshops to inform the project, with initial improvements scheduled for this year and more permanent changes coming later. Of course, it’s the change-averse who sit on the community boards and are getting most of the local press attention. But there’s also a best-of-both-worlds opportunity buried underneath the opposition to parking loss on Woodhaven Boulevard.
In this case, we’re looking at a rare alignment between the best transit solution and the parking-above-all contingent. I also think traffic signal preemption should be used on bike lanes, again with the caveat that bike traffic is infrequent enough so that giving bikes priority doesn’t prove overly disruptive to other traffic. So you’re suggesting that signal priority should be installed for the benefit of buses in the middle of the night, which carry few riders and already have reliably short running times? Trams have advantages and disadvantages, but the inability to pass is a clear disadvantage. If so, frequency could probably be boosted a bit at no extra operating cost with a dedicated lane. Those who are less concerned about their time are probably looking for a convenience elsewhere. The waiting-averse will probably be going longer distances, and will almost always at least initially select an express, transferring to a local only when convenient.
Do off-peak subway riders have to commit to the express in advance, or can they take the local if it happens to pull up first? Forcing bus riders who can use either service to commit to the SBS in advance is in effect a service cut, and it shouldn’t be done without good reason. I’m skeptical about how many people will be indifferent between local and express buses. Are you seriously saying that you’d be happy waiting 7 minutes (in the heat or cold or rain or snow) for one bus while a different bus, which might take 2 minutes longer to reach your destination, pulls up across the street, where you can’t reach it? Some of them might even duck into a nearby business, to enjoy the air conditioning or to grab a snack while they wait. FWIW, I don’t wildly disagree with many of your points, just the extent to which you carry them or I see how they can be overcome.
I agree bus stops in the middle of the street might make a completely trivial difference in access time, but I think that would be overwhelmed by numerous other factors.
Wheelchairs need to be strapped down on buses, which takes a good minute or two – and then the process has to be reversed when the wheelchair passenger gets off.
The boarding process for a wheelchair here will be no different from on any other SBS line.
They’re essentially the same route, with two branches at the south end and with one extending a bit farther at the north end. Those w ho are less concerned about their time are probably looking for a convenience elsewhere. At the overwhelming majority of express stations, the local and express are across the platform.
As I’ve said plenty of times, if the benefit to cutting off the ability to pick either bus outweighs the disbenefit, then we should go for it. I’m skeptical about how many people will be indifferent between local and express b uses. I want speed and reliability also, but I’ve seen no reason to believe that center lanes would be any better than offset lanes. If it takes 7 minutes, or something less, it makes me no worse off than I would be waiting on a branch of the serv ice that doesn’t have SBS such as the Q11 south of Conduit, which I think is a reasonable service standard. If I’m even indifferent, going to a place both the locals and expresses go, what comes first is still a gamble unless I read the schedule. Then, if I can’t make it across the street, and most people who are able-bodied probably can, what would be the expected time penalty? Can’t cross the street to reach the local without waiting for the light, and Woodhaven carries more traffic than most of its cross streets, so the light to cross Woodhaven is red most of the time. The expected time penalty, assuming perfect reliability, is half the headway minus the running time differential – so probably around 3-4 minutes for most such trips. I’m referring to the time it takes to wait for the light, which, to cross Woodhaven, is most often red.
Would placing the bus lanes in the center reduce running times enough to offset the increased access time? Moving the bus stop to the middle of the street, on the other hand, forces half of the people heading to and from the bus to wait for a light that they never had to wait for in the past. What worries you about everything is the impact on traffic – or, rather, your perception of the impact on traffic.
Rather than panicking, we could let actual traffic engineers project the impact of various bus lane configurations, so that the decision-makers can make an informed decision based on the projected impact on traffic as well as the projected benefit to bus riders. BTW, in case it’s not clear, the only way I think it could reduce times enough to make a difference is if the center-running completely segregates SBS traffic from local traffic.
And, yes, center-running is not a good idea without traffic calming, so ifit proves politically infeasible, center-running begins to seem kind of silly.
The relative advantages and disadvantages of each should be quantified before a decision is made. Re wheelchairs: The M14 seems to use a foldable ramp rather than a long lift to load wheelchair passengers. But I’d say if you expect an inordinate number of wheelchair boardings, BRT is probably not the best solution. I think this is misstating what the scenario though, as we aren’t giving anything up.
Also, might be a good idea to qualify the scenario I mentioned a little more: everyone completely indifferent between all four services on Woodhaven will have an origin and destination between Conduit and Queens Blvd, and both the origin and destination will be served by all services. Again, not saying local riders don’t care about their time at all, but they represent a different rider profile that probably has different needs.
So we are dealing with certain unpredictability, lower average speeds at least for the express, and even some added danger of retarded-driver error.
For SBS and local bus service, I think it will be a pretty small distance overlap where people will be indifferent, though I guess it could change depending on traffic characteristics. I’m not prepared to assert it myself with any certainty, but I think you have plenty of evidence for and against. That the only discrete trips meaningfully affected have both origin and destination over one of those 20 stops, probably within a limited distance range, which means a subset of a mile or two (8 stops?), is going to limit the impact.
And, of course, there is always the possibility that trying to discourage express traffic from using local buses is desirable. What, do you also want a study on the impact of loitering rates in cat piss-scented delis while waiting for the bus?
We should focus on the service to where people need to go, not incidental conveniences nearby the service. Local buses stop every block or three, so that’s a lot of overtakes and a lot of lane changing. You’re talking about that arrangement at such frequency you may as well just make it easier for the driver and take two full lanes. Bike lanes and bus lanes are permanent fixtures on the roadways of New York City, and the Evil Empire has put them to work to raise money for our fair city. Standing or parking at the curb are not allowed during hours of operation in a curbside bus lane.
Did you know adding an extra subway stop to New York City's 7 train is going to cost $2 billion? Since Scott Stringer left the mayoral field for the comptroller race, the mayoral candidates haven’t spoken much about the Triboro RX, a plan to bring circumferential rail service to Brooklyn, Queens, and the Bronx using existing tracks and rights of way. Today, Christine Quinn came forward with a proposal that merges the Triboro transit concept and her campaign’s emphasis on speedier bus routes. Quinn said that her Triboro line would differ from the city’s existing and relatively ineffective Select Bus Service lines, because it would have real, protected bus lanes, allowing buses to move in rapid succession like street-level subway cars. Joan Byron of the Pratt Center for Community Development told Rubinstein that the general concept of linking the three boroughs is sound, but said it might make more sense to provide some of this service as separate routes. Just another half-assed proposal from someone with no willingness to invest in rail transit. Your logic is sound, the question is will these other candidates take advantage of that in order to push for a more feasible plan.

That said, anyone and everyone should be on-record supporting the current doable, very-smart SBS routes on 34th and 125th Streets right now.
If you broke this up in many routes, and proposed it as a bunch of SBS feeders to the rail version of Triborough RX, it might actually be a good idea.
One gets the sense that none of the candidates have advisors with any background in transportation. If the TWU is so gung-ho about SBS, why aren’t they making problems for Bill Perkins? If you follow this route, you will see it go under (for long stretches) TWO different elevated lines. Yes, the route as a whole doesn’t make sense, but I am intrigued by the fact that part of it runs on Ocean Parkway. In addition to Loop Link, the restored Ashland and Western bus service, which includes the addition of transit-priority stoplights, can be viewed as laying the groundwork for a possible bus rapid transit line on Ashland.
The restoration of the #11 and #31 lines can be credited to tireless advocacy by local aldermen and a dedicated group of transit riders and businesses called the Crosstown Bus Coalition Last but not least, Dorval Carter took over as CTA president this year, and he said he wanted to pay more attention to improving bus service. What’s ultimately clear is that the CTA is providing less bus service: buses come less frequently, for fewer hours a day, or both.
Relative to funding for operations, there doesn’t seem to be an end to funding for capital projects, especially from the federal government.
It’s up to legislators to revise laws that distribute tax revenues so that transit – a transportation mode that’s more affordable and sustainable than building highways and buying the cars and fuel required to use them – gets more funding.
Finding funds for capital over operations isn’t a problem specific to Chicago, even though the region compares poorly among peers in how much money it dedicates to run buses and trains. There’s work being done to generate more revenue for transit, but advocacy by riders, as we saw with the Crosstown Bus Coalition, it still important because the cities and agencies tend to focus on maintaining existing infrastructure and building more, not finding funding for more service. The Metropolitan Planning Council leads the Accelerate Illinois campaign, which promotes raising the state gas tax to create a dedicated funding stream for maintaining existing rails, bridges, and roads, and building new infrastructure. Capitol Hill ended transit operations assistance decades ago, and while there’s still room to change, it may be more effective to advocate for better transit operations funding at the city, county, and state level. No one was calling for BRT on Ashland, nor was BRT needed, until CTA eliminated the Ashland express route. Even with all of the improvements that the CTA is making on the Ashland and Western express *and* local routes, BRT on Ashland would still be faster.
I think that the blind would know to stay away from bus platform edges in a similar way they do on train platform edges: the tactile rubber strip.
For starters, the Metropolitan Planning Council identified 10 streets in 2011 on which BRT could and should be installed because of its lower-than-rail costs but same-as-rail speeds. Chicago planners have been talking about BRT there and elsewhere before 2010, and probably before 2008, when it was announced that Chicago would get NYC’s missed congestion pricing money from the federal government. Ashland BRT went through a public consultation period and the public spoke, er, spooked Rahm into holding back implementation.
PS, I was only driven to school on rare occasions even in suburbia; In an urban setting with decent transit, the kids I helped raise took the city bus. The worry is more people who have no visual impairments, since the tactile strips have no color contrast.
So in Chicago, a city that thinks big, a would-be Olympic host with an extensive rail transit system, its newest line just 15 years old — in Chicago, what is the latest idea for transit? The Chicago Transit Authority is going to try the spiffed-up kind of express service called "bus rapid transit" sometime next year. For about $200 million total, Cleveland will offer riders 63-foot-long articulated buses that feel train-like. All this for about a third the cost of putting in rail, according to the CEO of the Greater Cleveland Regional Transportation Authority, Joe Calabrese. The new system can lure people who don't usually take buses, he says, by acting like trains.
Already vanishing is the notion that nothing but rail will pry Americans out of cars, should that be your aim. That's the magic, say rail backers: That cities sink that kind of money into a route tells the public that a place is committed to transit. But it does it at a reasonable cost, so cities aren't compelled to justify their investment by banning suburbs, as Portland, Ore., has tried to do. Not everyone does, though, nor do they want the taxes need to run subways when reasonable new ways of improving bus service will do just fine.
But Council Member Mark Levine campaigned on moving forward with them, and his election in 2013 was a breakthrough for the project. GPS data from taxis show that eastbound driving trips on 125th are generally faster, while westbound trips have either slowed slightly or not seen any change, according to DOT. Nicholas Avenue, but those were dropped in response to opposition from community board members and elected officials. He has been covering the movement for safer streets, effective transit, and livable cities since 2012. It might, but a bus lane on a street where there’s a lot of double parking can get real ugly real fast.
34th St has always been a hassle to drive along (I generally avoid driving within Manhattan especially).
Traffic already moves more than fast enough between lights and heavily congested hours are going to be heavily congested no matter how many lanes.
Do you have the farebox spit out a receipt for those who pay along say, Amsterdam Avenue so they can use it along 125th? Trip times fell, crashes were reduced, and ridership increased — all goals that the Emanuel administration has outlined in the Chicago Forward Action Agenda. The left lane became a parking-protected bike lane or buffered bike lane, while the right lane became a bus lane for six hours each day. This might be the case the same number of people who drive there now continue to drive in one lane.
The street had lots of extra capacity, though, which is why the project was done with fairly minimal controversy. Since transit is more efficient at moving people in a given amount of space, if enough people switch, it will mean less traffic, overall. Our regional transportation model is infected with the bias, as well, which leads to major investment decisions that are overly auto-oriented. The Chicago Community Trust has generously offered us a $25K challenge grant if we can raise an additional $50K in reader donations, advertising revenue, and other grants by May 30. With as many as five lanes in each direction, Woodhaven Boulevard has plenty of space that can be devoted to exclusive transitways and concrete pedestrian safety measures. This is a chance for the city and the MTA to build center-running transit lanes that will speed bus trips more than previous Select Bus Service routes, where buses often have to navigate around illegally-parked cars. Along Fordham Avenue in the Bronx, parking was eliminated and meters were added to side streets in order to run curbside buses for the city’s first SBS route. The most effective configuration for the bus lanes would be to run them along the center of the street, where drivers trying to access the curb won’t get in the way.
He has been covering the movement for safer streets, effective transit, and livable cities since 2008.
If buses are running every minute or two, then no, traffic signal preemption could be highly disruptive. In the end traffic signal preemption costs the same as traffic signal priority since both use the same types of technology. From the standpoint of a cyclist, one of the reasons I pass red lights is because they greatly increase trip time variability as well as average trip time. Subways can typically keep to a reliable schedule because they won’t encounter variable delays (red lights, congestion) in between stops as buses do. Wheelchair procedure sucks on local buses, but boarding wheelchairs need not be so bad with level boarding. I’m suggesting that we not jump headfirst into a disadvantage before determining that the offsetting advantages are greater.
Passing is necessary because of problems, and problems are better prevented than circumvented. Allowing the follower to leapfrog ahead and serve the busy stops is a good way to break out of the cycle and restore some semblance of reasonable service.
If you’re expecting loads beyond the reliability threshold of BRT, maybe BRT is not sufficient and there should be a larger-scale LRT or subway along this route.
Everyone completely indifferent between all four services on Woodhaven will have an origin and destination between Conduit and Queens Blvd, and most of those will probably not care much about their time or will be taking trips that don’t much exceed the distance of a few SBS stops. I suspect those who do this kind of stuff are either not very worried about their time, or use BusTime and know what they’re doing. If your first priority is better service, and it would be mine, I think anything dedicated will mean a big improvement. What worries me about Woodhaven is the impact on traffic because of the lack of parallel through avenues which Spadina has, therefore little or no impact on traffic. Have you never been on a bus (or train) that’s been delayed enough that it picks up much of the load that should (per the schedule) be ending up on its follower? People carrying something heavy might prefer to wait for a local that serves their stop rather than transfer.
But, if this arrangment would mean generally better trips with some incidental delays for a few people, would it be a good reason? My objection is to jumping straight into a center-running setup without first determining whether the benefits outweigh the disbenefits. And the sidewalk will almost certainly be wider, especially if there are offset bus lanes with bus bulbs at SBS stops. Figure an average of about a minute to wait for the light to reach the median and another minute to cross back after getting off the bus. Except at the ends of the line where limiteds made local stops, all but the weakest limited stops were picked as SBS stops. Yes, it does mean local buses stay in traffic, but I don’t think local buses are so bad in mixed traffic if the traffic is reasonable. My initial comment wasn’t defending the idea of center-running on Woodhaven so much as defending the concept of center-running in general. Of course, the bumblefuck MTA has taken to locking bus drivers in compartments, which will lengthen that process.
And I think this is going a little off topic, since center-running at most only reduces opportunity to pass. What you describe may be preferable to poor load symmetry, but it’s still better to find ways to avoid problems like that than to build them in as a normal part of operation.
You don’t quite turn the expresses into locals, but you do retard the performance of expresses. All things being equal, you seriously think that is very likely to be better than center-running?
It should be studied, sure, but I wouldn’t hold by breath about it damning center-running. It’s too hard for the driver to maybe have to swerve around a stopped bus, with dedicated car free space to do so? That doesn’t make a dedicated express lane worth the trouble, but it needs to be considered that, if there is sharing, there will be interference. In the middle of this big ol' recession, that's a big reason why transit geeks are freaking out about buses - they can be orders of magnitude cheaper than subways. Her proposal would link the Bronx, Queens, and Brooklyn with a more robust version of Select Bus Service. In a policy book released earlier this month, Quinn said her first priority for BRT would be a primarily physically-separated line on the North Shore of Staten Island that is already being planned by the MTA. The existing rail line offers a straight-shot between all these locations; even with physical separation, any on-street route would have to slowly zig and zag through residential neighborhoods and would get steamrolled by opposition. The 31st Street route was cut in the late 1990s, and the Lincoln route was truncated in 2012.
For starters, the Chicago Department of Transportation is currently implementing projects that Gabe Klein initiated when he was commissioner between 2011 and 2013. CDOT completed the east-west portion of Loop Link this month, and has begun constructing the Union Station transit center for people to transfer between buses and trains.
The city did outreach and planning for the system in the early years of the Emanuel administration, but it’s currently on the back burner.
Last year, CTA attributed drops over the decade to the elimination of Chicago Card discounts, fare increases, and joblessness. It’s easy to think that the CTA is reducing its bus service because fewer people are riding the bus, but it’s also the case that fewer people ride the bus because the CTA provides less service – service frequency is freedom. They have squeezed so much efficiency out of their total operation that the only thing left to do is cut either management staff – a bad idea because it gives them less capacity to plan service, and do customer service – or routes or service.

The federal government, in doling out competitive grants through the TIGER program, sometimes gives money to cities and transit agencies for new transit lines that don’t guarantee minimum service levels that would secure a healthy ridership for said lines. The Transit Future campaign, led by the Active Transportation Alliance and the Center for Neighborhood Technology, calls for building new bus and rail rapid transit lines throughout Cook County with a new revenue stream that the county board would enact. Why would BRT be needed now, and why would anyone pay to build it, once the Ashland express is restored? In a serious situation is how will people with low vision, and those that are blind going to know of impending buses on the looplink?
There were then several intersections where the traffic was backed up one to three full blocks. That’s when you really started seeing people calling for better transit on Ashland, when they were provided a choice to be given it.
Will be happy to meet with you with people with visual impairments to plan and propose some real concerns and solutions. I took the Western Ave bus from 18th to North on the evening of December 26 and was amazed by how many people the driver waved onto the bus after their Ventra cards didn’t work.
With limited stops and on-board devices that make traffic lights turn green, the buses are expected to move more quickly than the 9 mph that regular buses achieve. There, in another city that for years has used more traditional rail transit, authorities are about to open a bus rapid transit line between downtown and the University Circle area, where the Cleveland Clinic is. Passengers buy tickets before they board, speeding up stops, and they'll get on or off through wide side doors at specially built stations with platforms that match the buses' floor height.
Boston and Los Angeles are among the cities that have bus rapid transit; Kansas City, Milwaukee, and Charlotte are among the two dozen or so cities planning or considering it. Passionate advocates of rail transit (as distinct from advocates of, simply, transit) don't seem to like this much. Four-dollar gasoline seems to do the trick nicely, and while transit ridership is up across the country, it's up not merely on trains but on regular old buses, too, and even on vanpools.
Bus routes are somewhat flexible, but tracks in the ground are not, and only that eternality draws the kind of real-estate density that reshapes American cities, shuts out the automobile, and turns Madison into Manhattan. Additionally, left turns across Ashland won’t be allowed, bringing the potential for further reductions in car-pedestrian crashes. The next arterial streets on the grid are half a mile away, and the next street with similar capacity is a mile away to the west, and at least that far to the east as well.
The result is a miscalculation of mammoth proportions – one that severely limits the resilience of our transportation network, results in sub-optimal economic performance, and reinforces dynamics that contribute to income inequality. Merchants objected at first, but three years later, retail sales had improved 71 percent — triple the borough-wide average.
On the other hand, for late night runs where buses are infrequent and car traffic is light, preemption makes sense as late night buses often spend a significant portion of their runs waiting at lights. In fact, you can have both-priority during the times of day when it makes sense, and preemption the rest of the time. But that doesn’t change the question – why would we deliberately take away a choice that riders currently have? I think center-running could provide a somewhat better service, but it’s not a point I would push at the expense of getting an improvement.
People who alight on the opposite side of the street from their destination see their trip distance across the street halved(!!!!!!!!). Just like you don’t believe anecdotes, I will believe walking distances have not increased when I see the results of a comprehensive study conducted by the MTA, for each SBS line which shows that. I suggested a railroad grade crossing north of Union Turnpike to add a lane which they are considering. Remember, whatever happens along Woodhaven, the two ends of the line will be on regular city streets, so the buses will need to stops on regular city streets. At all other stations, people traveling between express stops are free to take the local if it happens to arrive first. That does not seem to be the case with buses, especially in the case of fast-boarding SBS vs.
If your origin and destination are both on the side of the street where your bus used to stop, placing the bus stop in the middle of the street increases your trip time by 2 minutes.
If, say, 10% of boardings and 10% of alightings were at the limited stops that were not kept as SBS stops, then about 19% of riders both board and alight at SBS stops, with no additional walking. Afterall, even trams have been shown to work quite well in mixed traffic under the right conditions. They are probably taking the bus because it affords some other convenience (probably carrying something). Besides that, at least with local trips, people have more choice such as walking, cycling, or taking a low-priced car service. Evenso, I don’t think anyone has any right to complain if they get the bus they need at their stop every 7-10 minutes, unless the bus is too crowded. Frequency really isn’t that high, even an express bus might pass just two locals and an SBS from Shore parkway to the LIE.
For example, you cannot enter a bike lane to stop temporarily and drop off your Aunt Tilly. It turns out in New York City (home of America's slowest buses at an average 7.5 MPH) they're jamming out on some serious tech to dispel the traditional associations commuters have with above-ground mass transit. And a few have zeroed in on the transit needs of outer-borough communities, where job growth is outpacing Manhattan, but commute times are lengthening.
Red-painted bus-lanes were installed on Loop streets in the 2000s, but the lanes weren’t enforced, and they were allowed to fade. The current Ashland and Western improvements are possible in part because the CTA is eliminating 100 management positions, including some some layoffs.
Ventra card readers that are only semi-functional may have contributed to either fewer riders, or the reporting of fewer riders.
A new approach is needed to ensure that people have access to reliable bus and train service that responds to residents’ preferred travel times and links up with suburban destinations. The Chicagoland Metropolitan Agency for Planning’s FUND 2040 initiative has the same goal of building and maintaining infrastructure using an increase in sales tax. Consider making a donation through our PublicGood site to help ensure we can continue to publish next year. What’s the purpose of the current CTA ADA Advisory Committee, which is chaired by a retired CTA employee?
Where it doesn’t become successful enough to become rail, then hopefully it remains BRT rather than getting demoted back to Express Bus or worse. Because the vehicles move in bus-only lanes and will turn traffic lights green, they should cut travel times by about 25% from what ordinary buses take. The city had long thought about rail, even a subway, for the corridor, but had Cleveland tried that, it probably wouldn't have gotten the needed federal money, Mr.
Even New York, unique in its reliance on rail transit, is trying some elements on a route in the Bronx, though it's using regular buses and isn't shooing other traffic out of the way. Chicago's looking at buses rather than new rail because it needs $10 billion or so just to fix its existing rail lines. Rail transit is not simply rides but a force for making Americans change how they live, away from drive-thrus and cul-de-sacs and toward high-rises clumped around subway stops.
For years, rail has been talked up as both the enabler of such density and the excuse for subsidizing and imposing it.
Calabrese notes $4.3 billion in new private development along the yet-to-open Cleveland route. Hinebaugh notes that the high-end buses can even fan out into suburbs beyond the end of the high-speed part of their lines, accommodating customers where they want to live rather than making them live where transit can most easily serve them. Chances of a comment being posted are increased if the comment is polite, accurate, grammatical, and substantive or newsworthy. Meanwhile, in Manhattan the extra traffic is being absorbed by parallel major avenues just a block away.
If a late night bus rider knew red lights create a reliable delay of 5 minutes on a run, that can be planned for in advance. Here is where center-running lanes probably have something of an advantage, provided we are willing to keep local service in mixed traffic. And I completely agree there are scenarios where center-running might actually be less desirable. Just south of the LIRR, te only alternative I see is to widen te road which would not be cheap. Woodhaven is busy by the standards of Queens, but it’s not particularly busy as transit goes.
If the following bus (which is mostly empty) can jump ahead and serve the people waiting at subsequent stops, riders of both buses benefit. They’ll either wait anyway or take one comes first and go as far as they can and transfer.
As I said before, I don’t even disagree with many of your points, but I think you overplay their significance or ignore how ad hoc they are. The difference between SBS and a local bus is pretty substantial given local buses stop every 2-3 blocks, and buses take significantly longer to load and alight at busy stops than trains. The only issue is if the buses end up bunched do you still have room for the other bus to go around? The MTA's new Select Bus Service offers street-based payment kiosks (1 in the image above), low-riding rear entrances for quicker boarding (2), a "signal prioritization" system that will hold the light green for fast buses (3), and a separate terra cotta-colored lane with constant camera surveillance to keep stray cars and trucks out of the way (4). As far as I am concerned every major arterial, the one mile arterials, (North, Fullerton, Belmont, Irving, Lawrence, Ashland, Western and Cicero) with a bus route ought be a BRT with a dedicated lane, at least in the densest urban environments. Minneapolis's planned 11-mile light-rail line is going to cost just a bit under $1 billion. The Sun does not accept comments referring to individuals by only their first names or by nicknames and in the case of most public officials requires, on first reference, a title, such as President Obama or Secretary Clinton. Boulevard are Vision Zero priority corridors, meaning they have high pedestrian injury rates. NYC DOT met its goal of increasing bus ridership (which had stagnated thanks to the slow speed of buses), while car traffic stayed more or less the same. I support the Ashland BRT project regardless of effects on traffic, but I also support honest comparisons (though, truth be told, I don’t think anyone can really predict what will happen until we get a pilot stretch built).
On the other hand, the reality is often if you get caught at one light, you may also get caught at the next five.
If both are SBS, there is little reason to suspect one will ever pass the other in a dedicated lane, so waiting for the bus you need to take yo u to your final destination is not even a particularly unreasonable course of action. Still wouldn’t need half a block for parking free bus passing space next to a stop to make sure you do, which would only be used it a bus is pulled over.
We've seen cabbies not get scared of things more serious things than painted lanes - personally, we'd install piranha-infested moats to protect our Select Bus System - but we'll have to trust the MTA on that one. Of course, when the weather was really bad I would sometimes take the el to work or if the car was in the shop. Kick out the street parking and buy up residential lots on the allies behind the businesses to replace it. Second references to individuals and public officials require in most cases an honorific, such as Mr. And there is no reason for those people to bother with locals unless their origin is a local-only station.
And if this is an offset bus lane the locals would be pulling into the stop, out of the way, so passing buses wouldn’t have to swerve at all. That’s why a cyclist passing a single red light may well shave 5 minutes or more from their trip.
At some point you’re just taking parking or travel lanes away to piss off car drivers without any transit benefit. These days I use my Ventra card to go downtown once a week in the evenings because of parking expense or if I want to drink.
Translation-red lights on night runs might cause delays varying anywhere from zero to x minutes. Passengers, particularly those who are making connections, have to base their departure time upon the worst case delay.

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