Connect with us

MTA News

Final Plan for MTA’s Bronx Bus Network Redesign Adds New Local and Express Service, Sets Foundation for New All-Day High Frequency Network to Attract Ridership



lirr mta

Proposal Adds Three New Routes, Improves Service Frequency on 11 Lines and Nine Corridors, Streamlines 18 Routes and Balances Stop Spacing to Speed up Rides.

Plan Incorporates Unprecedented Levels of Public Outreach, Multi-Agency Coordination and Extensive Feedback from Customers.

The Metropolitan Transportation Authority (MTA) today released the final plan for the Bronx Bus Network Redesign that proposes two new local routes and one new express route, increases service frequency on nine corridors where multiple bus routes share streets, improves crosstown connections, balances stop spacing and streamlines circuitous routes to increase service reliability and intermodal transfers for 675,000 customers throughout the borough. The network redesign provides a new baseline upon which the MTA can make adjustments to tailor service to ridership while improving service for the majority of Bronx residents.

“The Bronx bus redesign gives us the opportunity to build a foundation for a new high-frequency network to serve the largest number of riders at the times when they need bus service the most,” said MTA NYC Transit President Andy Byford. “This is a customer-focused proposal that incorporates an unprecedented level of public input realized by finding innovative ways to reallocate and reinvest finite resources.”

“We are proposing a new Bronx bus network with higher frequency, more coverage and more points of transfer,” said Craig Cipriano, Acting MTA Bus Company President and Senior Vice President for Buses of NYC Transit. “This redesign is a dynamic customer-focused initiative that we will continue to refine as customers respond to changes.”

The proposed redesign updates the Bronx’s bus routes, which have largely remained unchanged since they were converted from trolley lines nearly a century ago or absorbed from private bus lines that were consolidated into the MTA decades ago. It took into consideration the routes’ performance, speed, ridership and reliability on key corridors, and how individual routes contribute to the larger network. Altogether, the proposal established a new baseline of bus service in the Bronx and a new foundation upon which the MTA can build as the borough continues to evolve and change. Once the redesign is implemented, the MTA will closely monitor service to ensure new levels are closely aligned with ridership and customer demand.

The recommendations were developed in collaboration with NYCDOT following unprecedented levels of public outreach with communities and coordination with transit advocates, including open houses, workshops, multiple community board meetings, in-person surveys, and community events. Proposals took into consideration customers’ current commuting patterns and itinerary suggestions, and requests for more direct service, fewer bus stops and improved crosstown connections. NYC Transit also identified key corridors where NYCDOT street treatments and traffic signal improvements can be implemented to expand bus priority and better support sustainable, all-day bus service.

“DOT is excited to join our partners at New York City Transit in this generational redesign of the Bronx’s bus network, especially in neighborhoods with limited subway access,” said NYC DOT Commissioner Polly Trottenberg. “As part of this effort, DOT has identified 10 major Bronx corridors where we will install bus lanes or other bus priority treatments to reduce travel times and improve reliability for bus riders. We look forward to working with NYCT and local stakeholders on these ambitious plans to better serve the bus riders of the Bronx.”


  • New service: Two new local routes, the Bx25 and M125, provide new connections and service to previously underserved neighborhoods. A new Manhattan-Bronx express route, BxM5, provides peak-hour premium service between northern Bronx and midtown Manhattan.
  • More transfer points, frequency increase on major corridors: The majority of customers who provided feedback wanted better connections to other buses or the subway system. The proposal aligns routes to provide new access points for customers, including extensions of three routes to more neighborhoods, a new Bx40/42 connection to 2/5 subway service at E 180 St, a new route connecting northern Co-op City to Bedford Park, and seven route simplifications to bring customers to major corridors. Four routes will provide service to accessible subway stations. Frequency also will significantly increase on nine major corridors, which will be served by 10 routes.
  • Balanced stop spacing: Both customers and transit advocates requested more balanced spacing between stops to speed up travel times. The average time it takes for a bus to re-enter traffic from a stop ranges from 20 seconds to more than 1 minute during peak hours. Bronx stops are currently an average of 882 feet apart – just over three city blocks. Stops in transit systems around the world range from 1,000 to 1,680 feet. Under the proposed redesign, stops would be spaced an average of 1,092 feet, resulting in a net reduction of 400 local/limited stops. While transit advocates had requested more aggressive stop reductions, NYC Transit must consider other factors such as stop usage, ridership, geography and impact to the community when making these operational decisions. Many retained stops serve high ridership areas such as retirement communities, hospitals or schools for which a stop removal would create a significant burden. Others provide transfers to subway stations or connections to different bus routes, or access to geographically challenging locations where hills would make walking difficult, particularly during inclement weather.
  • Proposals aligned with extensive Co-op City community feedback led to enhancements and retained loop routing to preserve area service and frequency. Bx26 frequency will be split with new route Bx25, with current frequency levels maintained along Allerton Avenue. The Bx26 route will maintain its existing routing due to public recommendations.
  • Improved crosstown service in central Bronx, which was the result of popular customer feedback. Three routes will receive more frequent service. Seven routes will be streamlined, rerouted to reduce duplicative service and to provide more direct service to subway stations, or extended to new coverage areas.
  • Select Bus Service (SBS) improvements and planning for the future: The Bx6 SBS route will be streamlined and extended to bring SBS further east along Story Avenue into the Soundview section of the Bronx. SBS, which is New York City’s version of Bus Rapid Transit, has proven to increase bus speeds by up to 20 percent while introducing customer-friendly features such as all-door boarding, off-board fare collection, improved signage and digital travel information. Approximately 9,400 current Bx5 customers will benefit from this extended Bx6 SBS route, which will also provide more direct access to major destinations and transfer points such as Yankee Stadium, the Bronx Courthouse, Borough Hall, and the Grand Concourse. The route will also serve upcoming developments such as the planned Hunts Point station for Metro-North Railroad, and a future residential development at 1125 Whitlock Avenue.
  • Two express bus route changes to avoid congested streets: The BxM2 and BxM18, which travel on two of the city’s most congested north-south corridors, Madison and Fifth avenues, will be rerouted to the Henry Hudson Pkwy from Riverside Drive to Midtown Manhattan. These changes to avoid East Side street congestion will provide customers with faster and more reliable service, and Manhattan East customers will continue to be served by that area’s existing robust network of local bus routes and subway service.
  • In collaboration with NYCDOT, NYC Transit identified major corridors for bus priority projects to accompany the network redesign. These corridors were chosen based on criteria such as ridership demand, service reliability and speed, proposed new service levels, demographics and ease of implementation. NYCDOT will work with communities to refine details of these projects over the winter, in order to start implementing these projects in 2020, along with benches, real time information signs, and other passenger-focused improvements. The identified corridors are:
  • Pelham Parkway, Fordham Road, and West 207th Street, Eastchester Road to Broadway
  • Pelham Bay Park Station Area
  • Washington Bridge and West 181st Street, University Avenue to Broadway
  • East 149th Street, River Avenue to Southern Boulevard
  • L. Grant Highway, Cross Bronx Expressway to East 167th Street
  • University Avenue, Kingsbridge Road to Cross Bronx Expressway
  • Tremont Avenue, Sedgwick Avenue to Boston Road
  • East 167th and East 168th streets, Jerome to Franklin avenues
  • Story Avenue, Bronx River Avenue to White Plains Road
  • East Gun Hill Road, Bainbridge to Bartow avenues
  • Transit signal priority (TSP) and digital travel information: NYC Transit and NYCDOT will continue to explore opportunities to install TSP at intersections and real-time passenger information (RTPI) signage at stops. NYC Transit will install TSP software on the entire fleet by 2021, and NYCDOT has implemented TSP on 14 bus routes citywide, with the goal of adding an additional three to four routes this year.



Under the Fast Forward plan to improve bus service, NYC Transit is redesigning the bus networks in every borough of New York City, starting with the Staten Island Express Bus Redesign that was implemented in August 2018, resulting in faster bus speeds, better reliability, and hundreds more trips during each week. The Bronx is the first borough to undergo a redesign of both the local and express routes at the same time. The MTA used customer feedback, traffic data and analyses, on-the-ground information from employees, and collaboration with NYCDOT and NYPD to find ways to shorten bus travel times, increasing reliability and frequency for the largest number of customers. Redesigns of the Queens and Brooklyn local and express bus networks are also underway.




Continue Reading
Click to comment

Leave a Reply

Your email address will not be published. Required fields are marked *

MTA News

Three separate homicides across city this weekend under investigation





The weekend was especially busy for homicide detectives across the city as three people were killed since Thursday night in separate murders, police said.

Police were also seeking a possible wounded person from a shooting on a Brooklyn train Saturday night.

The violence began Thursday, Nov. 14 at about 9:05 p.m. when police from the 34th Precinct responded to a 911 call of shots fire in the vicinity of Sherman Avenue and Thayer Street in the Bronx.

Upon arriving at the scene, law enforcement sources said, officers were told about a 20-year-old man who had arrived at New York Presbyterian Hospital, via private means, with gunshot wounds to the legs.

The victim, identified as Luis Dela Cruz, of 36 Arden Avenue, was subsequently pronounced deceased at the hospital. There are no arrests and the investigation remains ongoing.

On Friday, Nov. 15, at about 9:15 p.m., 17-year-old Talasia Cuffie of Vernon Boulevard in Long island City, Queens, was found stabbed in the chest multiple times along 166th Street in South Jamaica. Paramedics rushed her to Jamaica Hospital. where she was pronounced dead.

Sources said Cuffie was stabbed only hours after attending a memorial for her friend, Aamir Griffin, 14, who was shot to death on by a stray bullet 21 days earlier.

Hours later, at about 3:44 a.m. Saturday, Nov. 16, police in Brooklyn responded to a 911 call of male shot in front of the Lafayette Garden Houses, a NYCHA development. Officers found a 34-year-old man shot multiple times in the chest. EMS rushed him to Brooklyn Hospital, where he was pronounced dead.

The victim has not yet been identified, and no arrests have been made.

Shooting aboard train

Meanwhile, cops are also investigating a reported shooting on board the Franklin Avenue Shuttle in Brooklyn Saturday evening.

Police say a group became embroiled in a dispute either aboard or on the platform of the Franklin Avenue shuttle as it sat in the station at Prospect Park and Flatbush Avenue Saturday night at about 8:40 p.m. Police were checking hospitals in the borough for possible person shot, but could not confirm that anyone was hit.

A transit worker inside a maintenance room at the station said he heard a large group of teens running from the station, but he didn’t hear the shots. Police were holding the motorman after the shooting for questioning.

The suspect was described as male black, 5’9″ with a dark hoodie.

The shuttle was shut down for the duration of the investigation as evidence collection units collected spent shells and a bullet that may have been lodged in a wall of the train.

Source https:

By  Todd Maisel

Continue Reading

MTA News

Advocates: MTA Board Must Get Moving On Congestion Pricing Details




MTA news

In less than one year, the state-mandated Traffic Mobility Review Board can issue its nuts-and-bolts recommendations for how congestion pricing is supposed to work, what it will cost, and who will get much-desired exemptions from the toll.

Of course, there’s a few things that need to happen first — primarily Mayor de Blasio and the MTA Board have to actually appoint members to this obscure board, get it an office so it can start the work of setting those tolls and exemptions, and start holding meetings (which are supposed to be public, but might not be!).

On Friday, a coalition of 20 good government and transit advocacy groups including Reinvent Albany, the Permanent Citizens Advisory Council, the Citizens Budget Commission and the Straphangers Campaign fired the first warning shot, with a letter reminding the politicians who passed the tolling scheme earlier this year that the hard work of actually designing and then implementing congestion pricing still needs to be done before it supposed to (magically!) begin in January, 2021.

The Traffic Mobility Review Board is supposed to comprise one chairperson and five members: one appointed by Mayor de Blasio and the rest appointed by the MTA Board/Gov. Cuomo, though two members must be from the Long Island Rail Road and Metro-North service areas.

Asked if the MTA Board had held any discussions about the board and who will be appointed to it, de Blasio’s MTA Board appointee Veronica Vanterpool told Streetsblog it had not. Noting that she felt it could wait until after December’s decision on the 2020 MTA budget, Vanterpool still urged the Board to prioritize the TMRB going forward.

“All eyes are on NYC for this rollout, so we shouldn’t squander time,” Vanterpool said. “January, 2021 is around the corner.”

A spokesperson for Cuomo referred Streetsblog to the MTA, and a spokesperson for de Blasio did not respond to a request for comment on potential board appointees.

Nov. 15 was an auspicious date for the good-governance groups to send the letter, because Nov. 15, 2020 is the date when the TMRB can release its recommendations, per the congestion pricing agreement that the state legislature passed this year (observers have pointed out releasing the recommendations on Nov. 15 allowed legislators to avoid any potential consequences in the 2020 election, which is a week earlier).

If those recommendations are approved by the Triborough Bridges & Tunnel Authority, the MTA can start collecting the congestion toll fee as soon as Jan. 1, 2021, although there’s no requirement that the tolling begin that soon (clearly, there is a huge potential for delay). Although the TMRB has not yet been appointed, the MTA has at least selected a vendor to design and operate the tolling infrastructure once the fee is instituted.

With no TMRB holding meetings, there’s no way to know what congestion pricing will look like or even what the price might be. For now, thanks to state lawmakers carving out exemptions, we know that emergency vehicles, vehicles transporting disabled people and drivers passing through the congestion toll zone on the FDR Drive or West Side Highway will be exempt from the fee. In addition, CBD residents making less than $60,000 per year will get a tax credit equal to what they spend on the tolls each year, and an exception is being worked out for drivers who have to move their cars in and out of the CBD border because of alternate-side parking.

Other than that though, the public is only left to speculate. At Tuesday’s state legislative hearing on the MTA’s historic $51.5-billion 2020-2024 capital plan, MTA Chairman and CEO Pat Foye promised that before the tolls and exemptions are set, there would be pointless kvetching sessions robust public hearings with the TMRB so that MTA Board members could be properly informed.

In September, the Regional Plan Association issued a series of suggestions as to how the congestion toll could be set. The plan that seemed to do the most good, in terms of raising money and reducing congestion during peak hours, was a fee of $9.18 to enter the CBD during the morning rush and the same fee exit it during the evening peak. That charge would raise $1.06 billion and increase traffic speeds in the Manhattan core by 15.6 percent.

The TMRB’s decisions will have enormous consequences for the success of the congestion pricing program, and for the MTA’s historic capital plan. The MTA is banking on raising $1 billion per year with the congestion fee, which they can then turn into $15 billion in bonds for the agency’s capital spending. In addition to setting the tolls and exemptions, the TMRB is also supposed to review the 2020-2024 capital plan at some point, which makes actually appointing its members somewhat urgent since next year is…let’s see here…2020.



By Dave Colon

Continue Reading

MTA News

Contract talks break down between TWU, MTA





NEW YORK (WABC) — Talks between Transport Workers Union Local 100 and the MTA have broken down after both sides have been meeting for the last three days, officials say.

The transit union president claims that the MTA contract demands have “only made the already tense situation worse.”

The union released a statement Thursday evening about MTA Chairman Pat Foye.

“These two days of bargaining have actually set us back,” union president Tony Utano said. “Foye presented us with a new set of demands today that are substantially worse than the insulting package he threw across the table three months ago. Foye not only appears unwilling to negotiate in good faith, he is intentionally spoiling for a confrontation.”

No new talks are scheduled.

The main issues are wages, pension and health benefits, but it all comes amid rising tensions at the MTA and accusations of widespread overtime abuse.

On October 30, members of Transport Workers Union Local 100 rallied outside MTA headquarters, from bus drivers and subway operators to station cleaners and track inspectors. All of them, working without a contract for nearly six months.

MTA officials claimed they have been bargaining in good faith. But unionized workers from the Long Island Rail Road and Metro North are also working without contracts.

Continue Reading