Despite the introduction of multiple bus priority measures over the past decade, New York City buses continue to crawl at a sluggish average speed of 8.3 miles per hour, unchanged since February 2015.
In light of this stagnation, two recent analyses suggest that the city must take more decisive action to implement genuine bus rapid transit (BRT) systems, which can deliver efficient and timely services to thousands of riders.
Bus experts Annie Weinstock and Walter Hook conducted a thorough examination of the city’s bus service, revealing that half-hearted, piecemeal improvements have failed to yield significant speed increases for many bus routes. They contend that instead of combining effective bus-first strategies, the city’s approach has resulted in less impactful adjustments on major corridors.
In their study titled “How Much Faster Are We Moving?”, Weinstock and Hook highlighted that New York’s bus system has yet to achieve the baseline speed of a true BRT corridor, unlike at least 18 successful full BRT corridors across the United States and additional international examples that often boast speeds ranging from 11 to 14 mph.
The analysts scrutinized each initiative launched by the NYC Department of Transportation (DOT) and the Metropolitan Transportation Authority (MTA) since 2008 aimed at speeding up buses. Initiatives such as bus lanes, transit signal priority, and off-board fare collection were evaluated. Surprisingly, none of these measures alone contributed significantly to bus speed improvements.
For instance, the installation of busways raised speeds by a mere .27 miles per hour, while standalone bus lanes achieved speed increases of only .3 percent. Even median bus lanes, which DOT has adopted more recently, showed only a 7 percent increase in speed when not combined with other crucial priority measures.
Weinstock and Hook pointed out that outside of improvements seen on the 14th Street busway, the city has repeatedly neglected to integrate effective treatments into comprehensive bus corridors. “There hasn’t been really a comprehensive effort to do as much as possible for specific bus corridors,” Weinstock remarked, indicating a fragmented disorganization in approach.
The 14th Street busway exemplifies the necessary combination of traffic regulations and treatments that led to a 1 miles per hour increase in bus speeds. In contrast, the Main Street and Archer Avenue corridors experienced only a .36 mph uptick during similar improvements.
Furthermore, local buses in various neighborhoods have not benefitted fully from Select Bus Service (SBS) enhancements, limiting the speed advantages available to certain routes.
Weinstock and Hook emphasize that New York City is lagging in adopting comprehensive tools and designs used by successful BRT systems around the world. They criticized the MTA for overlooking easier opportunities to enhance bus speeds on high-ridership routes.
SBS, which has proven effective in minimizing boarding delays, could be expanded citywide to significantly accelerate bus operations. Yet, the MTA has resisted such initiatives, among them the necessary introduction of enclosed off-board bus-loading stations.
The flawed design choices of current initiatives reflect a disregard for international best practices. Notably, the Livingston Street busway’s design allows left turns across bus lanes, blocking traffic and undermining bus efficiency.
With locations for bus stops inadequately spaced, buses frequently face delays due to loading and unloading times, which disrupt the flow of the service.
The report’s authors stress the importance of integrating designated bus corridors into a more effective transit system that benefits all types of bus routes instead of focusing solely on individual services. They recommend prioritizing routes and corridors collectively by developing at least five miles of bronze-rated BRT corridors by the next revision of the Street Master Plan in 2026.
Echoing similar sentiments, the Permanent Citizens Advisory Committee (PCAC) recently released a comprehensive report titled “BRT for the Boroughs,” urging the city and MTA to advance real BRT street treatments.
The report noted that current curbside and offset bus lanes inadequately meet fast bus service standards, advocating for immediate changes. Recommendations include prohibiting left turns across bus lanes, emphasizing center-running bus lanes, and piloting buses equipped with doors on both sides for bi-directional boarding.
PCAC also cautioned against the reliance on obsolete MetroCard systems, proposing instead the installation of fare gates at bus stations.
Critically, the PCAC report encourages collaboration between the city and MTA to restore SBS services, which had been eliminated in 2018, and run them along designated BRT corridors. The report identified ideal locations for BRT expansion, including Flatbush Avenue in Brooklyn and Northern Boulevard in Queens.
In particular, Flatbush Avenue could be optimized with enhancements to the B41 Limited service by upgrading it to SBS, integrating all-door boarding, and establishing level platforms for more efficient passenger loading.
This newly proposed BRT route would enable seamless connectivity across multiple boroughs, enhancing travel experiences for ordinary New Yorkers.
On Northern Boulevard, innovative approaches such as implementing fare gates could revolutionize service and redefine rider expectations, as noted in the PCAC recommendations.
The question remains whether these thoughtful reports will ignite genuine action from those in power. Previous experiences suggest that authentic, transformative BRT implementations may face significant hurdles in a politically charged environment.
Mayor Adams, who initially aimed to enhance bus services comprehensively, has faced setbacks, including the suspension of several key projects and failing to meet mandatory bus lane installation goals.
Recent pauses in the 34th Street busway project further raise concerns about the city’s commitment to real BRT advancement.
Democratic mayoral nominee Zohran Mamdani has emphasized the need for prioritized bus speed improvements and even proposed models inspired by successful BRT systems in cities such as Bogota.
The DOT has expressed intentions of reviewing recommendations made across various reports while asserting that they’re already expediting bus services.
“NYC DOT is committed to improving bus service and has made buses faster, more reliable, and more accessible for hundreds of thousands of daily bus riders,” stated spokesperson Vin Barone, emphasizing ongoing projects such as the installation of nearly eight miles of bus lanes in Queens.
However, the MTA has taken a more evasive stance, suggesting that the onus falls heavily on the city for BRT advancements due to the coordination of bus lanes.
Ultimately, the need for significant and cooperative efforts between city officials and transportation authorities is critical to transforming New York City’s bus transit system from its current stagnant state to one that genuinely serves its residents’ needs.
As the challenges persist, the call for concrete actions and elevated standards remains loud and clear among transit advocates.
The responsibility for meaningful reforms now rests squarely on the shoulders of city leaders and transportation officials, as they contemplate the future of bus service in New York City.
image source from：nyc
