RSVP Now: Upcoming Lectures Sponsored by CIVITAS

Guide To NYC Urban Landscapes: A Book Talk

The Arsenal, Third Floor Gallery 
830 Fifth Avenue, 
In Central Park at 64th Street

$15 for CIVITAS members, $20 non-members. Find out how to become a member. Tickets may be purchased here.

Join us for an illustrated lecture on places and landscape design, from 19th century cemeteries to the Upper East Side's Conservatory Garden, with stops in-between.

New York City is easily recognized worldwide by its skyscrapers and densely-populated urban environment. Robin Lynnand Francis Morrone, in their newly-published Guide to New York City Urban Landscapes, point to the less obvious but equally beautiful aspects to our city's fabric - the city's low-scale open spaces, as inspiring as those found in nature.

Morrone provides an exciting insider's look at New York City's outstanding and surprising urban oases. Take a look at Morrone's blog on New York City parks to learn more about our city's valuable green spaces! http://bit.ly/UrbanLandscapes

This event is co-sponsored by Friends of the Upper East Side Historic Districts, the New York City Department of Parks & Recreation, and the Historic House Trust.

Urban Revitalization and East Harlem Rezoning Discussion

RSVP Now

Wednesday, December 4, 2013
6:30 pm - 8:00 pm

Admission is FREE for CIVITAS members. Find out how to become a member.

CIVITAS's discussion series continues this December with an investigation of urban revitalization through the lens of East Harlem rezoning and updated land use policies. This panel of neighborhood leaders and experts will look specifically at projects currently under way in East Harlem, including the renovation of the former P.S. 109 into affordable live-work space for artists, and the transformation of La Marqueta, a marketplace under the Metro North railway tracks between East 111th and East 116th Streets that was once the economic and social center of the neighborhood.

Moderator:
-Karrie Jacobs - Contributing Editor, Metropolis; founding editor-in-chief, Dwell

Panelists:
-Peggy Shepard - Co-founder and Executive Director, WE ACT for Environmental Justice
-Gus Rosado - Executive Director, El Barrio's Operation Fightback
- A representative from Community Board 11

All discussions in the series will take place at the National Academy
1083 Fifth Avenue at East 89th Street. map

Admission:
CIVITAS members: FREE
General Admission: $15
Seniors and Students: $10

For tickets, visit the National Academy online or call (212) 369-4880 x 201.
CIVITAS members can RSVP by calling the museum at the above number.

Save The Date: Transportation and the Second Avenue Subway Discussion

Wednesday, January 8, 2013
6:30 pm - 8:00 pm

CIVITAS's discussion series concludes with a panel on the construction of the Second Avenue Subway and transportation infrastructure. How can urban design and public art transform street-level spaces to be more functional and beautify below-ground levels on a grand scale?

Moderator:
-James S. Russell - Architecture columnist,Bloomberg News

Panelists:
-Sandra Bloodworth - Director, MTA Arts for Transit
-Mitchell Joachim - Ph.D., Co-founder and Director of Research, Terreform ONE
-Cesar Pelli - NA, architect

All discussions in the series will take place at the National Academy
1083 Fifth Avenue at East 89th Street. map

Admission:
CIVITAS members: FREE
General Admission: $15
Seniors and Students: $10

For tickets, visit the National Academy online or call (212) 369-4880 x 201.
CIVITAS members can RSVP by calling the museum at the above number.

CIVITAS I Three Upcoming Events Examine Our Urban Communities

Guide To NYC Urban Landscapes: A Book Talk

Wednesday, November 20th at 6:30 pm
The Arsenal, Third Floor Gallery
830 Fifth Avenue, in Central Park at 64th Street 

$15 for CIVITAS members, $20 non-members

New York City is easily-recognized worldwide by its skyscrapers and densely-populated urban environment. Robin Lynn and Francis Morrone in their newly-published Guide to New York City Urban Landscapes point to the less obvious-the city's low-scale open spaces, as inspiring as those found in nature. Join us for an illustrated lecture on places and landscape design, from 19th century cemeteries to the Upper East Side's Conservatory Garden, with stops in-between. Morrone provides an exciting insider's look at New York City's outstanding and surprising urban oases.

Tickets may be purchased here.

This event is co-sponsored by Friends of the Upper East Side Historic Districts, the New York City Department of Parks & Recreation, and the Historic House Trust.

Urban Revitalization and East Harlem Rezoning Discussion

Wednesday, December 4, 6:30 - 8:00 pm

Admission is FREE for CIVITAS members.  Find out how to become a member.

CIVITAS's discussion series continues this December with an investigation of Urban revitalization through the lens of East Harlem rezoning and updated land use policies. This panel of neighborhood leaders and experts will look specifically at projects currently under way in East Harlem, including the renovation of the former P.S. 109 into affordable live-work space for artists, and the transformation of La Marqueta, a marketplace under the Metro North railway tracks between East 111th and East 116th Streets that was once the economic and social center of the neighborhood.

Moderator:
-Karrie Jacobs - Contributing Editor, Metropolis; founding editor-in-chief, Dwell

Panelists:
-A representative from Community Board 11
-Peggy Shepard - Co-founder and Executive Director, WE ACT for Environmental Justice
-Gus Rosado - Executive Director, El Barrio's Operation Fightback

All discussions in the series will take place at the National Academy
1083 Fifth Avenue at East 89th Street. map

Admission:
CIVITAS members: FREE
General Admission: $15
Seniors and Students: $10

For tickets, visit the National Academy online or call (212) 369-4880 x 201.
CIVITAS members can RSVP by calling the museum at the above number.

Save The Date: Transportation and the Second Avenue Subway Panel Discussion

Wednesday, January 8, 2013
6:30 pm - 8:00 pm

CIVITAS's discussion series concludes with a panel on the construction of the Second Avenue Subway and transportation infrastructure. How can urban design and public art transform street-level spaces to be more functional and beautify below-ground levels on a grand scale?

Moderator: 

-James S. Russell - Architecture columnist,Bloomberg News

Panelists:
-Sandra Bloodworth - Director, MTA Arts for Transit
-Mitchell Joachim - Ph.D., Co-founder and Director of Research, Terreform ONE
-Cesar Pelli - NA, architect

All discussions in the series will take place at the National Academy 

1083 Fifth Avenue at East 89th Street. map

Admission:
CIVITAS members: FREE
General Admission: $15
Seniors and Students: $10

For tickets, visit the National Academy online or call (212) 369-4880 x 201.
CIVITAS members can RSVP by calling the museum at the above number.

Making the Case for the East Harlem Phase 2 Subway Extension

Benjamin Kabak 

Construction continues on Second Avenue subway tunnels, Summer 2012. Photo by The New York Times Magazine. 

Amidst the dirt and debris of Second Avenue, the explosions and disruptions to business and everyday life, the Upper East Side is undergoing a seismic change. With endless subway construction stretching back into the past and onward into a future that seems so far away, it’s hard to appreciate what a new subway line—or even just four stops of a new route—will mean for the city, but from Fifth Avenue to East End, change is going to come. 

The story so far is one of missed opportunities and endless waits. Few New Yorkers around today remember the IRT Second Avenue line, an elevated train route that met its demise in 1940. Amidst promises of a Second Avenue subway, the city tore down the structure only to be stymied in its planning. World wars, economic slowdowns, city-wide declines and Depressions, and a general lack of enthusiasm for transit projects pushed the Second Avenue subway further into the future. When enough federal funding finally materialized to get even a part of the project off the ground, the city received only a part of the full line it deserves. 

Currently, the MTA is working on Phase 1 of the Second Avenue Subway, and Phase 2 north to 125th St. should be next. The current phase is the world’s most expensive subway project, a four-stop extension of the Q train north out of 57th St. and Broadway to an unused portion of 63rd St. and Lexington and then up Second Avenue. for three stations to 96th St. At the cost of a cool $4.5 billion and a timeline, charitably, of about nine years from groundbreaking to revenue date, the Upper East Side will finally have its second subway line after an eight-decade wait. 

In an ideal world, as Phase 1 progresses, the MTA would be laying the groundwork for subsequent phases. It would be, in fact, another missed opportunity to stop here. Phase 2 of this four-phase project – the northern extension from 96th to 125th and Lexington – is next, and with much of the tunneling completed, the work should be easier to see through to a functioning subway line. Originally, the four sections were expected to cost around $4 billion each, but the entire line built at once wouldn’t have cost much less. Under today’s political and economic scene, four installments of $4 billion spread out over years or decades is likely easier to find than one lump sum of $16 billion. 

So as Phase 1 inches its way toward the finish line, now just four years away, what comes next? It’s a question most Second Avenue residents and business owners would rather not ponder. Those north of the current construction zone have seen their neighbors to the south suffer and likely aren’t looking forward to a similar fate. To ease congestion on the streets and overcrowding underground, though, the city needs to keep moving forward with the subway. So what comes next? 

A few months ago, MTA Capital Construction President Michael Horodniceanu spoke to a group of transit activists and reporters prior to a tour of the 7 Line Extension, another MTA megaproject currently changing the face of the Far West Side. During his remarks, Horodniceanu mentioned the future of the Second Avenue Subway. For many years, MTA officials refused to speak much about Phases 2-4 of the project. They were focused on securing full funding guarantees for the remainder of Phase 1 and ensuring that this segment would survive to see the light of day after too many false starts. After three failed attempts at building the line, after all, and with billions of dollars in federal money on the line, the MTA couldn’t afford to let this opportunity pass. 

In late 2012, we can comfortably say that Phase 1 will open. The MTA has received too many federal dollars that are contingent upon finishing this project to turn back now. The future though is hazy as the MTA seems focused on maintaining and upgrading signal and track infrastructure in the next five-year plan and the federal government’s spending outlook may depend heavily upon the looming election and subsequent midterms. Yet, as Horodniceanu explained, the irony is that with some extra money now, the MTA could have built SAS up to 115th St.

Since preexisting tunnels connect from 99th St. to 105th and from 110th to119th, the MTA, said Horodniceanu “could now build stations at 105th St. and 115th St.” The cost would be a cool $750 million - $1 billion per station, but the only obstacle is the money. The environmental impact statements are completed, and the tunnels themselves are in place. In fact, some of the preexisting tunnel north of the future 96th St. station built in the 1970s will be used as tail tracks for the Second Avenue Subway line that will open in 2016.

Courtesy of Second Avenue Sagas

Unfortunately, the MTA isn’t going to build those stations any time soon. In fact, future phases of the subway line may never materialize. Earlier this year, Horodniceanu estimated that the remaining three phases may push the project’s total cost to $23-$24 billion. Seven years ago, the four phases combined were expected to cost a total of $16 billion. By the time the authority puts their shovels or tunnel boring machines into the ground, I’m sure that estimated total will increase to even higher levels. The costs of infrastructure projects in American aren’t decreasing any time soon. 

Essentially, the original decision to split the Second Avenue Subway project into four phases seemingly doomed it from the start. The origins of that decision these days have always been a bit murky. Some have said it came about due to pressure from Sheldon Silver and the realities of funding. The MTA didn’t think it could secure the dollars needed at the start to complete the subway line and tried to break the project into more palatable pieces. 

A New York Times story from 1999 tells a slightly different story: “Transit officials said they had limited the plan for new construction to upper Manhattan because of the engineering difficulties and expense of extending a new line under the more congested parts of midtown.” In this telling, it almost seems as those Phases 3 and 4 were simply for show. Phases 1 and 2 were easier and cheaper, but the charade of Phases 3 and 4 could keep hope alive. The truth is probably somewhere in between. 

Today, New York City must live with the impact of this decision. The Upper East Side will soon have Phase 1, and Phase 2 should see the light of day. It requires some blasting around station caverns and some tunneling near the ends. It provides a bellmouth – extra trackage and tunnels that make future expansion easier – pointed toward the Bronx and another aiming at the West Side and the 125th St. Fairway. It would connect with Metro-North and Lexington Avenue Line. It’s likely to be expensive but certainly necessary. It could also be years as no one at the MTA now is talking about it as a reality despite the foundation already in place. 

The future then is anyone’s guess. Upper East Siders should clamor for Phase 2. Now is the time to act, and using preexisting tunnels, it is seemingly the easiest to build. Phases 3 and 4 through Midtown and Lower Manhattan present their own challenges, but the MTA made this multi-phase bed 13 years ago. Today, as construction slogs forward and costs climb, New York must live with it even as part of the Second Avenue subway line finally moves from city lore to reality. 

Guest columnist Benjamin Kabak is the creator and writer of the blog Second Avenue Sagas: www.secondavenuesagas.com. 

To read the complete fall 2012 issue of CIVITAS News, visit http://civitasnyc.org/civitas-newsletters/

Sharing the Road on Manhattan’s East Side

By Elizabeth Manus

Prepared for the CIVITAS Spring 2011 Newsletter

Protected bike lanes on Columbus Avenue

Transportation (DOT) Commissioner Janette Sadik-Khan told an audience of design-minded people in midtown Manhattan that now is the time “to build more choices” into “underperforming” streets that were engineered for car travel. Thus, she stated, bicycle lanes represent an important part of DOT’s overall strategy. Indeed, over the past four years approximately 250 miles of bike lanes have been introduced into the 6,000 miles of city streets.

The implementation of Select Bus Service (SBS) along First and Second Avenues has afforded DOT an opportunity to redesign a part of Manhattan’s East Side streetscape to provide a place for bicycle travel. Accordingly, DOT planners are in the process of considering various bike lane designs along these corridors.

Essentially, there are four types of bike lanes DOT can choose from. Along a physically protected bike lane, cyclists travel a green strip running between the sidewalk on one side and a white painted area, flanked most often by a parked-car lane, on the other. In a buffered lane, cyclists have the parking lane on one side and a parallel dashed-line painted buffer on the other; the barrier is visual, not physical. The conventional bike lane, designated by pavement striping, is the most common type of lane. Finally, the shared lane is a route cyclists share with motor vehicles. All bikeways feature the symbol of a helmeted rider perched on a bicycle, and a shared lane is marked additionally by chevrons.

Currently, on the First and Second Avenue SBS routes cyclists enjoy access to protected lanes below 34th Street, a situation which provides maximum protection. When protected lanes are laid, “injury crashes for all road users (drivers, pedestrians, cyclists), typically drop by 40 percent and by more than 50 percent in some locations,” according to a March 21, 2011 memo by Howard Wolfson, Deputy Mayor for Government Affairs and Communications. For this reason, bike advocacy groups are urging that protected lanes be extended north to 59th Street and in East Harlem.

In considering which type of bike lane to make part of the roadway, DOT designers, planners and engineers will be analyzing everything from bicycle volume to parking needs, pedestrian crossing distances and store loading plans. Many cyclists stress that to travel on a physically unprotected lane, even under optimal pavement conditions, is to travel unsafely.

Find more about NYC bicycling routes and regulations for riding at:

www.bit.ly/NYCDOTbike

Community Forum & Presentation on April 27

You are invited to a Community Presentation & Forum
The results are in!

In Winter 2011, CIVITAS and the NYU Wagner School administered a Community Engagement Survey to take stock of community views on neighborhood concerns and future needs of the Upper East Side and East Harlem.

We hope you will participate in the Community Presentation & Forum when we present the survey results addressing the following areas: Transportation, Land Use, Streetscape, and Environmental Quality

Wednesday, April 27, 2011
6-8pm
Museum of the City of New York
1220 Fifth Avenue (103rd street entrance)

RSVP required:
info@civitasnyc.org or 212-996-0745

For more information and project updates, visit: www.civitasnyc.org/publicneedssurvey <http://www.civitasnyc.org/publicneedssurvey>

CIVITAS' Select Bus Survey Results and Recommendations

March 21, 2011

Jay Walder
Chairman and Chief Executive Officer

Metropolitan Transit Authority
347 Madison Avenue
New York, NY 10017-3739

Dear Mr. Walder,

CIVITAS has been a strong supporter of Bus Rapid Transit (BRT) plans on First and Second Avenue and has been an active member of the Community Advisory Committee (CAC) since 2009. We saw as a sign of progress the October 2010 launch of the Select Bus Service (SBS) line and its promise to improve travel times along the corridor from 125th Street to South Ferry, a route that is underserved by efficient transit.

Throughout the planning process, led by the Metropolitan Transit Authority (MTA) and partner New York City Department of Transportation (DOT), CIVITAS has been impressed by the efficient implementation of the new bus line, and opportunities for community input at CAC meetings, and public open houses. Since its October 2010 launch, the highly anticipated SBS has been met with a mix of enthusiasm and skepticism charged by new procedures such as off-board ticketing, proof of payment receipts, three bus entrances, and a designated bus lane with camera enforcement.

In order to gauge the success and shortfalls of SBS’ first few months, CIVITAS conducted a survey from November 1, 2010 to January 3, 2011 focusing on rider experience in the areas of ticketing, boarding, traffic flow, and overall efficiency. We received 262 responses from riders throughout the First and Second Avenue corridor.

Although CIVITAS’ Select Bus Rider Survey revealed an overall—62%—positive response to SBS, particularly due to the noticeable decrease in travel time, the public response includes a list of complaints and concerns that must be addressed. These fall into the following seven categories:

• MTA Outreach/Education
• Off-Board Ticket Machines
• Bus Stops
• Bus Ride/Design
• Bus Lanes
• Paper Receipts
• Customer Service

While some of these items may pertain to larger issues such as infrastructure and technology, there are short-term and manageable concerns that would significantly improve the public impression of SBS if properly addressed. The Raw Data attachment includes survey statistics from over 250 responders and the Summary attachment highlights comments most frequently addressed within the survey. For immediate improvement we would like to make three recommendations.

1. Consistent Publication of SBS Stop Locations

CIVITAS commends the MTA and DOT for the public outreach that took place prior to the implementation of the new system and especially staff orientations at bus stops within the early months proved to be beneficial. There is a lack of consistency, however, regarding the exact stop locations along the SBS route. This can be found in publications such as the M15 bus schedule pamphlet, (“MTA/New York City Transit Manhattan Bus Schedules." Mta.info. Web. 17 Mar. 2011. http://www.mta.info/nyct/service/bus/mhtnsch.htm), the Bus Rapid Transit webpage, (“Bus Rapid Transit - First and Second Avenues." NYC.gov. Web. 17 Mar. 2011. http://www.nyc.gov/html/brt/html/current/first_ave.shtml), and the Select Bus Service Newsletter (+selectbusservice First Avenue/Second Avenue. Newsletter 2/Fall 2010. Print). It is crucial for riders, local to NYC or visiting tourists, to have these maps readily available at each stop, online, and on buses in order to plan ahead and anticipate the connections to other transit lines. Similarly, updates to the Second Avenue bus route due to subway construction should be prominently featured.

2. Improved Maintenance and Additional Machines

The MetroCard machines are frequently inoperable, whether due to technical problems or lack of paper receipts. This creates a backup at congested bus stops and increases the risk of passenger fines. We recommend that MTA increase inspection frequency, and set up a direct and efficient method for customers to report locations of broken machines. The current method for reporting broken machines by calling MTA’s customer service number, 718-330-1234, is time-consuming and confusing. Furthermore, installing additional machines at congested stops such as 14^th, 34^th, and 79^th Streets would speed the boarding process and reduce crowding around working machines.

3. Better Cross-Town Bus Connections

CIVITAS has been a strong supporter of the limited nature of the SBS stop locations and has advocated for roughly 10-blocks separating each express stop. There are stops, however, where the distance between an SBS and local bus, or a cross-town bus should be reexamined. This is apparent throughout the corridor where riders must cross a major cross-town intersection to transfer buses, a situation that is unsafe for riders of all ages, and especially those who are less mobile. This is evident at the 25^th, 88^th, 97^th and 100^th Street stops, which are two or more blocks from the 23^rd, 86^th, and 96^th Street cross-town buses respectively.

We urge MTA and DOT to reevaluate the stop locations that are placed blocks away from the cross-town connection.

Although a significant number of survey comments addressed the lack of a stop at the 72^nd Street cross-town bus connection, CIVITAS feels strongly that an additional stop would deter from the efficient and established route. This discussion should be reconsidered, however, with the future completion of the 72^nd Street Second Avenue subway stop.

The Select Bus Rider Survey revealed complaints about the SBS experience that have longer-term solutions relating to the established SBS infrastructure. We recognize that paper receipts are central to the off-board payment and three-door boarding opportunities of the SBS model, but they create excessive litter and are easily misplaced. CIVITAS supports the implementation of a universal MetroCard that will electronically store off-board purchases and transfer information. We hope MTA will continue to utilize technology to streamline payments and boarding procedures.

We thank you for your continuing efforts to engage the community in order to better serve riders and East Side transit. Our objective is for this information to be useful as MTA moves forward in improving the Select Bus Service on First and Second Avenue and implementing new SBS routes throughout New York City.

Sincerely,

Hunter F. Armstrong
Executive Director

Tali Cantor
Associate Director

Hon. Carolyn Maloney, US Congresswoman
Hon. Christine C. Quinn, NYC Council Speaker
Hon. Scott M. Stringer, Manhattan Borough President
Hon. Liz Krueger, NYS Senator
Hon. Jose M. Serrano, NYS Senator
Hon. Jonathan L. Bing, NYS Assembly Member
Hon. Micah Z. Kellner, NYS Assembly Member
Hon. Daniel R. Garodnick, NYC Council Member
Hon. Jessica S. Lappin, NYC Council Member
Hon. Melissa Mark-Viverito, NYC Council Member
Robert Marino, Director, MTA NYCT Government & Community Relations
Ted Orosz, Director, MTA NYCT Long Range Bus Planning
Kate Mikuliak, NYCDOT BRT Outreach Coordinator
Manhattan Community Board 8
Manhattan Community Board 11

Summary of Comments & Raw Data

Complete a Short Survey: Select Bus Service on First and Second Avenue

CIVITAS supports the October 2010 implementation of Select Bus Service (SBS) on First and Second Avenue (South Ferry to 125th Street), which replaces the M15 Limited. The East Side was chosen for the Manhattan bus rapid transit (BRT) pilot project after the successful BRT line was implemented in the Bronx. If successful, SBS represents an inexpensive and innovative transportation approach to New York City. Since 2009, CIVITAS has participated in the Community Advisory Committee, a coalition comprised of the MTA, NYC DOT, elected officials and community stakeholders, to help plan and provide feedback to implement SBS. If the M15 Select Bus Service line proves to be a success, we hope to see additional bus rapid transit lines built throughout New York City.

If you use the SBS line on First and Second Avenue, we want to know about your SBS experience. Please complete this 5-10 minute survey with your feedback. If you don’t have an answer to every question, please make your best guess. Your anonymous feedback will be provided to the MTA New York City Transit and NYC Department of Transportation (NYC DOT) to help them work out the kinks.

Visit http://bit.ly/SurveySBS to fill out an electronic survey

Please forward this survey to your neighbors who use the M15 SBS line.

TURN IT OFF - Idling in New York City is illegal

By Marcia Fowle

According to New York City laws that have been in place since 1971, it is illegal to idle a vehicle for more than three minutes while parking, standing, or stopping. Since 2009, it is illegal in a school zone (streets that border both public and private schools) to idle for more than one minute. Agencies that can issue tickets for violations include NYPD Traffic Enforcement, NYC Department of Sanitation, and NYC Department of Parks & Recreation. Fines range from $100 to thousands of dollars for repeat offenders.

Idling an engine for more than 10-15 seconds uses more fuel and causes more wear and tear than turning off the engine and restarting it.

Each year in New York City, idling vehicles produce tons of carbon dioxide, nitrogen oxide, soot, and carbon monoxide according to the Environmental Defense Fund. These pollutants cause asthma, contribute to ozone depletion, and play a part in climate change.

Community Board 11 has worked on the problem of idling MTA buses in East Harlem with Manhattan Borough President Stringer’s Go Green initiative, which is aimed breaking the pattern of hazardous environmental condition. East Harlem is home to a multiple bus garages and bus route turn-arounds where vehicles are sometimes put in a “sleep” or idling mode.

Here’s what to do:

-Report offenders—trucks, buses, and cars—to 311, Mayor Bloomberg’s hotline
-Do not hesitate to rap on the window of an idling car and inform the driver of NYC’s idling laws
-Turn your own car’s motor off when sitting for more than a minute or two

With a simple switch off of the ignition, you can improve New York City’s air quality.

Bus Rapid Transit on the East Side to Start Fall 2010

A radically improved form of bus service is scheduled for the notoriously slow M15 route (down Second Avenue and up First Avenue) as soon as Fall 2010. For CIVITAS, a strong advocate of Bus Rapid Transit (BRT) for a decade, it has been a long time coming. The M15 is the city’s busiest route with 57,000 riders every weekday and also one of the slowest, averaging below 10 miles per hour.

The goal of BRT is to cut travel time for long distance riders by a combination of four techniques.

1) Distinct branding: MTA has designated its BRT routes as Select Bus Service (SBS). Buses – the standard articulated model – will be painted in a distinctive pattern with flashing lights that are easy to spot at a distance. They will replace the LIMITED bus.

2) Wide spacing of bus stops: This will result in slightly fewer than the LIMITED now makes.

3) Pre-boarding fare collection: Passengers will swipe metrocards at outdoor ticketing machines that issue time-stamped receipts. When the SBS bus arrives, passengers debark and board through all doors without involving the driver. MTA agents will conduct random inspections for bus passes and issue summonses with a heavy penalty.

4) Improvements to street design: Using the success of the West Side Highway as a model for bicycle, bus, and pedestrian coexistence, MTA has presented design scenarios including offset or curbside bus lanes and bicycle lane upgrades depending on the traffic needs in the corridor. Using an interior lane and pulling up to the “bus bulb”, the SBS avoids the necessity of pulling in and out from the curb to accommodate passengers. Experience shows that police presence and enforcement are required during the inaugural phase of a dedicated bus lane. MTA hopes to use bus-mounted cameras to record lane violations.

As with any transit reform there are good news and bad news. The good news is that an SBS route has already been launched in the Bronx on Fordham Road with instant success. Travel times have been reduced by more than 20% and customer satisfaction with the improved service is an astonishing 89%. Thanks to pre-boarding ticketing, Bronx SBS buses rarely take more than 30 seconds to discharge and pick up riders.

The bad news for some uptown portions of the M15 SBS route is that there will be disruption for several years due to Second Ave. Subway construction. However, the SBS route on First Ave. should show an immediate drop in travel time.

MTA has expressed its desire to engage the public as it proceeds to bring BRT to Manhattan’s East Side. It has scheduled open houses as well as regular meetings of a community advisory committee. Make plans to attend.

By Gorman Reilly