You have to give Bill de Blasio credit: when someone else forces his hand, he will immediately claim that he was on the more popular-seeming side all along. After other people brought up the idea of a bus turnaround, starting with shadow agencies like TransitCenter and continuing with his frontrunning successor Corey Johnson, the mayor released an action plan called Better Buses. The plan has a bold goal: to speed up buses to 16 km/h using stop consolidation and aggressive enforcement of bus priority. And yet, elements of the plan leave a bad taste in my mouth.
The Better Buses plan asserts that the current average bus speed in New York is 8 miles per hour, and with the proposed treatments it will rise to 10. Unfortunately, the bus speed in New York is lower. The average according to the NTD is 7.05 miles per hour, or 11.35 km/h. This includes the Select Bus Service routes, whose average speed is actually a hair less than the New York City Transit average, since most of them are in more congested parts of the city. The source the report uses for the bus speed is an online feed that isn’t reliable; when I asked one of the bus planners while working on the Brooklyn route redesign, I was told the best source to use was the printed schedules, and those agree with the slower figures.
In Brooklyn, the average bus speed based on the schedules is around 11 km/h. But the starting point for the speed treatment Eric Goldwyn and I recommended is actually somewhat lower, around 10.8 km/h, for two reasons: first, the busiest routes already have faster limited-stop overlays, and second, the redesign process itself reduces the average speed by pruning higher-speed lightly-used routes such as the B39 over the Williamsburg Bridge.
The second reason is not a general fact of bus redesigns. In Barcelona, Nova Xarxa increased bus speeds by removing radial routes from the congested historic center of the city. However, in Brooklyn, the redesign marginally slows down the buses. While it does remove some service from the congested Downtown Brooklyn area, most of the pruning in is outlying areas, like the industrial nooks and crannies of Greenpoint and Williamsburg. Without having drawn maps, I would guess the effect in Queens should be marginal in either direction, for essentially the same set of reasons as in Brooklyn, but in the Bronx it should slow down the buses by pruning coverage routes in auto-oriented margins like Country Club.
With all of the treatments Eric and I are proposing, the speed we are comfortable promising if our redesign is implemented as planned is 15 km/h and not 16 km/h.
How does the plan compare with the speaker’s?
City Council Speaker Johnson’s own plan for city control of NYCT proposes a bus turnaround as well. Let us summarize the differences between the two plans:
|Aspect||Johnson’s plan||De Blasio’s plan|
|Stop consolidation||Not mentioned||Yes|
|Bus lanes||48 km installed per year||16-24 km installed per year|
|Bus lanes vs. cars||Parking removal if needed||Not mentioned|
|Physically separated bus lanes||Yes||3 km pilot|
|Median bus lanes||Probably||Maybe|
|Signal priority||1000 intersections equipped per year||300 intersections equipped per year|
For the most part, the mayor’s plan is less ambitious. The question of bus lanes is the most concerning. What Eric and I think the Brooklyn bus network should look like is about 350 km. Even excluding routes that already have bus lanes (like Utica) or that have so little congestion they don’t need bus lanes (like the Coney Island east-west route), this is about 300 km. Citywide this should be on the order of 1,000 km. At the speaker’s pace this is already too slow, taking about 20 years, but at the mayor’s, it will take multiple generations.
The plan does bring up median lanes positively, which I appreciate: pp. 10-11 talk about center-running lanes in the context of the Bx6, which has boarding islands similar to those I have observed on Odengatan in Stockholm and Boulevard Montparnasse in Paris. Moreover, it suggests physically separated lanes, although the picture shown for the Bx6 involves a more obtrusive structure than the small raised curbs of Paris, Stockholm, and other European cities where I’ve seen such separation. Unfortunately, the list of tools on pp. 14-15 assumes bus lanes remain in or near the curb, talking about strategies for curb management.
The omission of Nostrand
The mayor’s plan has a long list of examples of bus lane installation. These include some delicate cases, like Church Avenue. However, the most difficult, Nostrand, is entirely omitted.
Nostrand Avenue carries the B44, the second busiest bus in the borough and fifth in the city. The street is only 24 meters wide and therefore runs one-way southbound north of Farragut Avenue, just north of the crossing with Flatbush Avenue and Brooklyn College. Northbound buses go on New York Avenue if they’re local or on Rogers if they’re SBS, each separated from Nostrand by about 250 meters. The argument for the split is that different demographics ride local and SBS buses, and they come from different sides of Nostrand. The subway is on Nostrand and so is the commerce. And yet, parking is more important to the city than a two-way bus lane on the street to permit riders to access the main throughfare of the area most efficiently.
Moreover, even the bus lanes that the plan does discuss leave a lot to be desired. The second most important street in Brooklyn to equip with high-quality physically separated bus lanes, after Nostrand, is Church, like Nostrand a 24-meter street where something has to give. The plan trumpets its commitment to transit priority, and yet on Church it includes a short segment with curb lanes partly shared with delivery trucks using curb management. Limiting merchant complaints is more important to the mayor than making sure people can ride buses that are reliably faster than a fast walk.
Can the city deliver?
The mayor has recurrently prioritized the needs of people who are used to complaining at public meetings, who are typically more settled in the city, with a house and a car. New York may have a majority of its households car-free, but to many of them car ownership remains aspirational and so does home ownership, to the point that the transit-oriented lifestyle remains a marker of either poverty or youth, to be replaced with the suburban auto-oriented lifestyle as one achieves middle-class status. Even as there is cultural change and this mentality is increasingly not true, the city’s political system keeps a process that guarantees that millions of daily transit users must listen to drivers who complain that they have to park a block away.
The plan has an ambitious number: 16 km/h. But when it comes to actually implementing it, it dithers. Its examples of bus lanes are half-measures. There’s no indication that the city is willing to overrule merchants who think they have a God-given right to the street that their transit-riding customers do not. Without this, bus lanes will remain an unenforced joke, and the vaunted speed improvements will be localized to too small a share of bus route-km to truly matter.
The most optimistic take on Better Buses is that the mayor is signaling that he’s a complete nonentity when it comes to bus improvement, rather than an active obstacle. But more likely, the signal is that the mayor has heard that there are political and technical efforts to improve bus service in the city and he wants to pretend to participate in them while doing nothing.