Alis, a resident of Queens, finds herself frustrated at the bus stop, especially on a scorching summer day while waiting for the Q66 bus on Northern Boulevard.
“Do you see what I mean?” she exclaimed, highlighting her discontent with the delays.
This is not an isolated incident; many of the 800,000 daily commuters using Queens buses echo her sentiments about slow and overcrowded rides.
Despite the MTA’s new Queens bus network redesign launched on June 29 aiming to address these concerns, a group of transit advocates has ambitious plans for a more comprehensive solution that could benefit bus riders across the city.
The Permanent Citizens Advisory Committee to the MTA (PCAC) introduced a strategy called Bus Rapid Transit (BRT) in a recent report.
The report, titled “Bus Rapid Transit for the Boroughs: How the MTA and City Hall Can Transform Your Bus Ride,” outlines how BRT could enhance the efficiency of bus travel by incorporating center-aligned bus lanes and other support structures.
Henri Mei, a research and advocacy intern at PCAC, explained that BRT is relatively unfamiliar in the United States, unlike in cities such as Mexico City and Buenos Aires.
“These cities have utilized BRT to establish dedicated center-running bus lanes, comprehensive bus shelters, and off-board fare payment systems, thereby improving speed and accessibility for riders,” he noted.
The distinction of BRT lies primarily in the proposed center-aligned bus lanes, a significant departure from the traditional curbside pick-up method currently employed.
Mei emphasized that being positioned in the center of the road helps alleviate the issues commonly faced by curbside bus lanes, such as illegal parking and delivery vehicles obstructing the buses’ path.
“See, look at that,” he pointed out during a bus ride as they passed numerous parked cars obstructing the lanes.
The enhancements proposed by BRT extend beyond just the physical placement of the buses.
PCAC’s research indicates that BRT would also prioritize buses at intersections, allow off-board fare payments, and facilitate level boarding, speeding up the overall transit process.
The Q66 bus on Northern Boulevard exemplifies the need for these changes, with buses averaging a mere 8 mph in 2022.
The NYC Department of Transportation (DOT) took steps to address these issues by implementing offset bus lanes as part of a bus priority project earlier this year, but the impact was marginal, raising the average speed only slightly to 8.1 mph in 2024.
Lisa Daglian, the executive director of PCAC, spoke candidly about the lack of speed in the city’s bus service, stating, “Riders deserve to move faster than a chicken.”
Although she acknowledged the improvements made by the MTA and DOT regarding dedicated bus lanes and automated camera enforcement, Daglian asserted that a true BRT system could be a game-changer for New York City’s two million daily bus riders.
“We look forward to collaborating with the MTA and NYC DOT to bring BRT concepts into reality,” she added, highlighting the ongoing need to revamp the system further.
Mei pointed out that, given the consistent road layout along Northern Boulevard, implementing a streamlined BRT design could be feasible.
Additionally, BRT could serve areas classified as “transportation deserts” where access to train services is limited or non-existent.
“In Queens, buses are fundamental to mass transit,” Mei remarked, noting constraints on subway access and wheelchair accessibility across several neighborhoods.
The PCAC report envisions an articulated bus fleet with dual-door configurations, which would allow the construction of an island platform positioned between bus lanes on either side.
Both Q63 and Q66 riders would benefit from utilizing these centrally located stations, which currently function as yellow-striped medians and left turn lanes.
The incorporation of fare gates and platform screen doors would streamline off-board payment through the OMNY system while mitigating fare evasion, a significant issue for the MTA’s revenue.
PCAC’s research also identified Flatbush Avenue in Brooklyn as another potential corridor for BRT implementation, where bus speeds are notoriously slow.
On June 5, the DOT announced plans to redesign sections of Flatbush Avenue, from Livingston Street to Grand Army Plaza, potentially integrating the center-running bus lanes advocated for by transit advocates, who urge Mayor Eric Adams to support these plans.
To realize the vision of a comprehensive BRT system, collaboration between the MTA and City Hall is essential, as both transportation fleet management and roadway modifications must be aligned.
The approaching 2025 NYC mayoral election has reinvigorated discussions surrounding city bus services, with candidates like Zohran Mamdani promoting platforms proposing free bus rides to resonate with commuters.
Under Mayor Adams’ administration, DOT has initiated several improvements targeting bus services, including the establishment of additional bus lanes and street enhancements.
A DOT spokesperson stated, “NYC DOT has enhanced the speed, reliability, and accessibility of bus services for hundreds of thousands of daily riders, adding nearly two dozen miles of new bus lanes in the past three years alone.”
The agency has also significantly ramped up camera enforcement and transit signal priority measures at intersections to keep bus lanes clear for countless daily riders.
As residents like Alis await their buses, the push for BRT signifies a significant step towards transforming public transportation in Queens and beyond, providing a more efficient and reliable commuting experience for all.
image source from：amny
