New York’s Transportation NIMBYs

Picture New York City bus line X. Bus line X is one of the busiest in the city, carrying 28,000 riders per day. It operates at an average speed of 6.7 mph and arrives late more than 50% of the time. If you think that it operates in Manhattan’s congested Central Business District (CBD) or another commonly gridlocked area like Downtown Brooklyn, you would be wrong. Bus line X is the B82, which operates along Flatlands Avenue and Kings Highway in southeastern Brooklyn far from a CBD. According to MTA statistics, the B82 is the 13th busiest bus line out of hundreds that operate in NYC. It is a vital transit link for neighborhoods like Flatlands and Canarsie, which are not well served by the subway. For all of these reasons, the NYC Department of Transportation and the MTA had decided to make it a Select Bus Service (SBS). That is until NIMBYs got in the way, pushing B82 SBS plans off the table.

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B82 Bus in service

SBS is a largely successful, if halfhearted, program to improve bus line performance in NYC. SBS buses like the M86 and the B44 employ off-board fare collection, some dedicated bus lanes and all-door boarding. Together these strategies have improved speeds on SBS lines by 10-30%. Giving the SBS treatment to the 13th busiest bus line in NYC and its 28,000 daily riders is a no brainer. However, a coordinated attack by elected officials and a small group of residents incensed by the loss of 130 parking spots along the bus’s route was enough to prevent it.

NIMBY residents, elected officials and business owners who say Not In My BackYard to new housing development, infrastructure and other projects are a powerful impediment to change and improvement in cities. They are obstinate and obstructionist even in the face of projects with clear benefits and few downsides. Transforming the B82 bus into an SBS line to improve the commutes of tens of thousands of beleaguered riders at the expense of only 130 parking spots is one of those projects. The benefits so clearly outweigh the costs by orders of magnitude: for every parking spot lost, 215 riders will get to work, home or to the subway faster and more reliably. And yet, State Senators and car-owning residents came out strongly in favor of parking spots, creating enough of a ruckus to force DOT and MTA to back down.

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B82 map with street treatments proposed by DOT (Source: NYC DOT)

“Arguments against better B82 service are not supported by reality,” writes Streetsblog. Drivers who will lose a handful of parking spots are clearly outnumbered by the 75-80 percent of residents along the Kings Highway corridor that do not own a car. Even NYC, where drivers are outnumbered citywide by bus and subway riders, constantly throws up barriers to improving the bus system in the name of parking. Attitudes by many residents and by elected officials like Marty Golden that privilege the rights of cars on our streets over pedestrians, bikers and public transportation are corrosive, regressive and powerful. MTA and DOT had the right idea for the B82. But, without the support of the Mayor who is at the head of the transportation NIMBY table, millions of daily bus riders will continued to be mired in slow and unreliable service.

 

 

Tragedy in Park Slope, Death of Gateway and MTA Geniuses

Park Slope Tragedy

Last Monday in Park Slope at the intersection of 5th Avenue and 9th Street, a woman with a long dangerous driving record ran a red light and plowed into two families crossing the street. The driver attempted to speed away, but crashed into parked cars further down the street. Her dangerous and callous actions left two children, ages 1 and 4, dead and a pregnant woman with life-threatening injuries. The horrific scene occurred just steps from the Park Slope YMCA, where each day Mayor de Blasio arrives in a motorcade to briefly ride a stationary bicycle. This was not lost on concerned citizens and safe street advocates who rallied outside of the gym when the Mayor arrived the next day.

The deaths of two children in a crosswalk at the hands of a reckless driver reveals numerous shortcomings and inadequacies with our local government and with the way our society speaks and thinks about driving:

  • At an intersection in a densely populated neighborhood with a large number of children, street markings were worn, the pavement was in poor condition and no traffic calming measures had been taken.
  • The driver of the white Volvo had been cited 12 times in two years for speeding in a school zone, among other infractions, and yet had not had her license suspended.
  • The driver’s license has since been suspended, but Brooklyn DA Eric Gonzalez has stated that criminal charges will not be pressed. It is hard to think of another situation in which the deaths of two children would not lead to an arrest.

Further, the Mayor has proven that when it comes to reducing traffic fatalities, he is more of a hindrance than a catalyst of change. His daily 25 mile driving round trip on to the gym belies the City’s Vision Zero policy and weakens any message from his administration about making streets safer and less congested. It reveals that even in the most public transportation and pedestrian friendly city in the United States, cars are still given priority in planning issues and drivers will not be punished for threatening or taking a life from behind the wheel.

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9th Street in Park Slope

Death of Gateway

In between firing the Secretary of State, announcing likely harmful tariffs on steel and aluminum and downplaying Russia’s role in the poisoning of a double agent in London, President Trump took some time to pound a few more nails into the coffin for the Gateway Tunnel Project. Gateway, which was rated by the Obama administration as the most important infrastructure project in the country, was singled out by Trump, who said he would veto any infrastructure bill that includes Federal money for it. This follows on the heels of a statement by an amnesic FTA administrator, which I discussed earlier this year.

Unsurprisingly, Trump’s aversion to the Gateway project is motivated not by sound reasoning of cost or necessity, but by scorn for Democratic Senate Minority Leader Chuck Schumer. According to the New York Times:

Mr. Trump has told Republicans that it makes no sense to give Mr. Schumer something that he covets — funding for the tunnels — at a time that Mr. Schumer is routinely blocking Mr. Trump’s nominees and other parts of his agenda, the person said.

The importance of the Gateway Project, which keeps people moving through the most economically productive area in the United States, is clearly outweighed by the pettiness of the “Infrastructure President.” As a result, New York and New Jersey continue to move dangerously close to a necessary shutdown of one of two current tunnels with no back up or long term plan.

MTA Genius Competition

With newsworthy delays piling up and New Yorkers abandoning the New York City Subway for Lyfts and Ubers, Governor Andrew Cuomo announced the start of a “Genius Challenge” to develop ideas for how the system could be fixed. Anyone with a good idea from students to transportation wonks was invited to submit their proposals for improving signaling, subway cars and system-wide communication. From thousands of proposals submitted, eight ideas were recently chosen. Seven came from multinational corporations such as China’s CRRC MA, an affiliate of the world’s largest subway car manufacturer. The eighth however came from full time lawyer and part time transit buff Craig Avedisian.

Avedisian’s winning idea is to significantly extend the length of subway trains so that more people would fit on a single train, but not every car would be able to platform at each station. Subway lines would operate on an A/B system: stations would alternate between those two letters and subway trains would alternate between A and B sections of the train to platform at their corresponding location. In practice, at an A station, only those in A cars could alight, while B car passengers would still find themselves in the tunnel dark. If this proposals sounds like it would complicate an already complex system with its express and local trains, frequent reroutes and inadequate signage at times, you are probably right.

This proposal is on its face so unwieldy, unwise and impractical that it warrants little discussion of its operational and technical implications. But, to indulge briefly, imagine first a mad dash of B car riders through the length of the train to reach the exits at an A station, who did not position themselves correctly. Further, consider how longer trains would necessitate the reconfiguration of the subway’s 100 year old signaling system to extend the buffers between trains, which would reduce throughput and increase wait times. We will certainly be lucky if Avedisian collects his large cash prize and nothing more is made of his idea.