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It is fully segregated from automobile and pedestrian traffic; neither cars nor people cross its path nor do private automobiles operate along the right-of-way.
What you are talking about here is not only an exclusive right of way, as in light rail, but also grade separation, so there are no intersections or traffic lights.
A half-way house is grade separation at a few key high traffic intersections, and giving the bus route priority when crossing lower traffic streets. If people were thinking, they could have done this to replace the Staten Island Railway, before they spent all that money to rebuild the line, and then extended it over on the former North Shore line. If money was unlimited, a street could be built over the Bay Ridge division of the LIRR and limited to buses, to create a rapid cross-town route in outer Brooklyn, stopping only at major streets. While I agree that BRT is used much too loosely, harming the BRT image as fast and dependable, I’m also glad that the author chose designate a new title for this type of system.
Replacing the Staten Island Railway with a bus service would require, at peak, running about 40 buses per hour, which is still within the realm of feasibility, but probably precludes express service, unless at least some stations are upgraded to allow passing. We could have something pretty close to a Quickway running up and down First and Second Avenues in Manhattan, or any other avenue for that matter. Here is a picky review of the new Orange Line Busway in LA, which is significantly but not entirely grade separated, as it follows an old rail line right of way. No sense arguing about the SIR because it isn’t going to happen, but yes the ROW is nearly wide enough, although stations would have had to be rebuilt to allow local buses to pull aside allowing express buses through. What would have had to happen is the entire SI bus route would have had to be reorgainized around the busway, with local buses ridding along the streets and then getting down on the busway and running express to St. BRT won’t get crossing gates like a train does, but some BRT does have signal preemption, which lets it extend the green or turn the red green as the bus approaches in intersection. The problem with buses instead of rail in Staten Island is that, when you have this high a volume of passengers, buses have a much higher operating cost.
San Diego’s I-15 BRT fulfills all the requirements of being a Quickway, except that it will share lanes with private automobiles.
Back in the day, when street transit ran on rails, the opposite was true, with streetcars running on local streets in low-traffic areas and then merging into a subway in congested areas downtown, as in Newark, Boston, San Francisco, and many cities in Europe. A Tri-State staffer reported a huge time saving on the Fordham Rd SBS when it first opened. Bus Rapid Transit is based on the conventional wisdom that if you want to move a lot of people quickly you have to pack them into a large vehicle that moves quick.
In my series on BRT, I’ve described ways that we can implement similar infrastructure-focused improvements in the New York area. I had suggested, in effect, turning a lane in each direction on the LIE in Queens into a Quickway, or just an express busway, for exactly the reason you gave — bus riders could get picked up over a wide catchment area then ride express to a central location, rather than take a local bus to the train in an outlying location.
In the Queens case, however, the buses would face congestion on the crossings to Manhattan, and in Manhattan, jacking up the cost. Because the 63rd Street Tunnel was built with the intention of additional subway lines being built in Queens, the borough of 2.2 million has more subway capacity across the river to Manhattan than inside it.

Average speeds could be even faster and potentially at much lower cost when travelers can get to and from the buses faster, say if the buses have bike racks or places to store Segways. Word On The Street “In all honestly, the workload frequently placed on volunteer CB members is often so large that only the retired or financially independent can put in the time without burning out.
New York finally has real-time bus arrival information and excellent route maps posted at bus stops. NYC DOT policy director Jon Orcutt posted this photo on Twitter over the weekend, when Bus Time went live in Brooklyn and Queens, bringing real-time arrival information to every borough.
The bus arrival screen is integrated into one of NYC DOT’s WalkNYC wayfinding boards, which has also been customized with B44 route maps.
Update: DOT says this is a prototype installed last fall for the launch of B44 SBS, with the arrival info switched on when Bus Time went live this weekend. I went over to Church and Nostrand this afternoon and got a few more up-close shots of the display. The other side of the WalkNYC board (the bus arrival display only looks off because of the shutter speed). Just because there are power lines around, it doesn’t mean they are easy to tap into (If they were, lots of people would be steeling free electricity). This is a great idea and they should roll it out in the outer boroughs first (who depend on less frequent busses more). He has been covering the movement for safer streets, effective transit, and livable cities since 2008.
In New York, however, a fully grade separated system, where buses cross neither pedestrian or vehicle traffic would require either tunneling or creating an elevated structures. I’d convert the Quickway avenues back to two-way operation and put the BRT right in the middle. However, these lanes will have congestion pricing, which will achieve the same result (no congestion) as not sharing lanes with automobiles at all.
People who have posted comments here might find answers to some of their questions by reading through the study, including its appendix, which reports on the costs and feasibility of creating a true Quickway-based system in an American city. As the appendix on San Diego makes clear, an intelligently-designed Quickway network is no more expensive to build than most regions’ already-adopted transit plans, and may produce greater results for that investment.
Or rather, at least one bus stop has this info, and it looks like the kind of thing that should spread to a lot more bus stops. This display is at the Church Avenue stop for southbound¬†Nostrand Avenue B44 Select Bus Service. The display shows how many stops away the next four arrivals are — both local and SBS buses. The WalkNYC maps are currently in four neighborhoods.¬†We have a request in with DOT about whether the Bus Time-enabled displays will be coming to more bus stops. The prototype is still being tested so there’s no timetable yet for a full rollout, but the plan is to eventually bring these displays to all SBS routes, starting with the B44, M34, and M60.

The Citibike stations are all solar powered because its cheaper and makes moving them easier. Solar power is good to have as an option in cases where grid power isn’t available but the default should be grid power.
You could probably squeeze in a large enough battery to power it overnight, but not for days.
Why not install the totem either instead of the MTA pole , or at the open end of the shelter ? Stations are equipped with passing lanes, so that express vehicles can continue through without needing to stop.Hoffman and Cain's piece is well worth the read. This level of infrastructure would be so similar in cost to subways that there would be no reason not to just build a subway.
The one place where these quickways work pretty well is in providing an exclusive path for express buses from the suburbs into downtown. I’d probably get rid of a lot of the parking on the avenues and set aside space on the side streets, near the corners, for delivery trucks.
Quickways are specially-designed facilities on which only specially-trained drivers are permitted. After years of looking jealously at other cities’ real-time bus stop displays, NYC seems to be on the verge of catching up.
No meters, double-parking everywhere, drivers bypassing the stopped vehicles by violating the bus lane.
And you’ll need a pretty big solar panel to keep the battery charged, probably something a square meter or more in size. The reason BRT is such a powerful idea is that is can move people at speeds and volumes approaching those of subway but requiring only a fraction of the time and money to build. If I were running the MTA I’d put an immediate stop to the #7 subway project and use the money to build two bus lines like this.
Plus the batteries required to power at night or at low light with solar are significant, either they need to be in a large above ground utility box or buried as well.
Haven’t we all read hundreds of opinions about how trams are better than buses because they represent something more durable than ephemeral?
If no new funding came available, I might even kill the 2nd Avenue subway and build these kinds of bus lines citywide. Also, Quickways are designed to maximize the linkage between stations and key land uses; stations on the I-15 offer little in the way of integration with land uses.

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