Archive for Staten Island
As the Mayor’s idea to bring the 7 train to Secaucus has gained steam over the past few weeks, New Yorkers have raised a skeptical eyebrow toward this plan. As many have noted, why should the city look to expand its subway to New Jersey when parts of, say, eastern Queens are chomping at the bit for better transit? Nowhere have the cries been louder to ignore the Garden State in favor of city-focused expansion than from Staten Island.
Now, I’ve been skeptical of Staten Island and its politicians. As I explored last week, the elected official raising the most hell is also the one who has been the least willing to embrace transit. State Senator Diane Savino vowed to block any funding for a subway to New Jersey that may arise before Staten Island gets its subway, but she’s also been one of the worst transit detractors amongst the New York City constituency in Albany. The city should hardly reward such petulant behavior.
But if we put aside petty differences and an obsession with borders that trumps a focus on the regional economy, we have to ask a serious question: Does Staten Island and its demographics warrant a rail connection, and if so, where should that rail connection go? The Staten Island Advance earlier this week kinda, sorta made that argument. In a piece that focused more on feeling left out of the city’s place, the Advance’s editorial board opined:
It seems to us that New Jersey commuters already have multiple mass transit connections to Manhattan, including the PATH tubes from Jersey City and Hoboken into downtown Manhattan and the New Jersey Transit tunnel that brings trains on that line into Penn Station. (And don’t forget that New Jersey residents also have ample car and bus access into the city via the Lincoln and Holland tunnels and the George Washington Bridge.)
This is where we start jumping up and down and yelling, “Hey! Mayor Mike! We’re over here!” State Sen. Diane Savino responded to the news of this proposal with disbelief…She has warned that she will vote against any state funds for expanding the No. 7 train unless Staten Island gets a rail connection to Manhattan. A light rail line to connect to New Jersey Transit’s Hudson Bergen Light Rail station in Bayonne over the Bayonne Bridge will do fine — and it wouldn’t cost anywhere near what a tunnel under the Hudson will cost…
And, in any case, Mr. Bloomberg will be out of office by the end of the year, and will no doubt take this big idea with him. Still, it would nice if he thought about his fellow New Yorkers in this borough before worrying about easing the commute for people in northern New Jersey.
Here, we encounter two ideas for a Staten Island subway: a connection to Manhattan (either the slow way via 4th Ave. in Brooklyn or the fast way under the harbor to South Ferry) or a rail line over the Bayonne Bridge. There is no small irony in the Advance advocating for the latter while bemoaning Bloomberg’s “worrying about easing the commute for people in northern New Jersey” because that’s exactly what a connection to the Hudson Bergen Light Rail would do. Stil, Staten Island deserves something.
As it stands now, approximately 56,000 Staten Island residents commute to Manhattan every day. On the other hand, as of late last decade, over 70,000 Hudson County residents and over 65,000 Bergen County residents made the trip from New Jersey to Manhattan. According to research conducted by the Center for an Urban Future, approximately thirty percent of those New Jersey commuters drove alone into the city. The numbers for Staten Island weigh against a Manhattan connection in lieu of a Secaucus subway, but we run into a chicken/egg problem. A fast connection between Staten Island and Manhattan would likely boost the number of commuters, and New Jersey does indeed enjoy robust transit connections into Manhattan.
Meanwhile, the HBLR connection is likely a better one. The Center for an Urban Future has determined that, since 1990, the percent of Staten Island residents commuting to Manhattan grew by just four percent while trips within Staten Island grew by 32 percent and trips to adjacent counties — including New Jersey — increased by 22 percent.
So where does that leave us? The obvious candidates for Staten Island rail connections if we want to meet growing demand would involve an intra-island option — such as a reactivation of the North Shore Rail Line (and not a base lane) — and a rail link to the HBLR via the Bayonne Bridge. A subway to Manhattan would be superfluous with a cost that far exceeds its demand. Even still, Staten Island certainly could use the increased transit investments, and the options are on the table for all to see. They’re just not as sexy as a subway to New Jersey for an outgoing mayor looking to leave one final lasting mark on his city.
Albany: Home to a bunch of crooks, stool pigeons and politicians who are adept at cutting off their noses to spite their face. We know that Albany’s relationship with sensible transit planning isn’t a particularly strong one, but Diane Savino, a State Senator from Staten Island takes the cake this week. In response to the EDC endorsement of the 7 line to Secaucus, Savino has vowed a war. She will do all she can to block any state funding for such a subway extension until and unless Staten Island gets a subway connection to the rest of the city first.
“Are they out of their minds?” Savino said to the Staten Island Advance. “We are part of New York City, we are a borough of over half a million people, it is past time we have similar transportation alternatives that are provided to the other boroughs. The NYCEDC would be better served by following their mandate, serving the people of the City of New York.”
Savino’s attitude is beyond provincial and focuses far too much on state borders instead of the proper measures of use, efficiency and economic development. Would a subway from Staten Island to Manhattan (or even to the R train along 4th Ave.) be feasible, cheaper and, most importantly, as heavily utilized as an extension into Secaucus? Without much further study, we don’t know, but the Hoboken/Secaucus area has a much higher population density than Staten Island. Were Savino to make good on her threat, it could seriously impact a project that could be of great benefit to all of New York City.
Meanwhile, if Savino is serious about a subway to Staten Island, she could start by being a better transit advocate. Over the years, she has voted to reduce MTA subsidies without reading the bill at hand, she has urged for a repeal of the payroll mobility tax, and she has was disproportionately outraged over a request for information the MTA issued two years ago.
Buried deep with the New York State Vehicle and Traffic Laws is a peculiar provision governing the use of flashing lights on motor vehicles. The law states that, except as otherwise outlined, only white lights may be used outside of vehicles. Those exceptions, as you may have guessed, cover emergency vehicles. Blue lights, for instance, may be used only by volunteer firefighters and, in combination with red and white lights, by other emergency responders on their vehicles.
“That’s great, Ben,” you may be thinking, “but why should we care about flashing blue lights?” Well, since 2008, when the MTA and DOT launched Select Bus Service, the city’s half-hearted attempt at a bus rapid transit network, the MTA SBS vehicles have been adorned with flashing blue lights to distinguish these vehicles from local buses. Today, the MTA issued an order rescinding the use of such lights and a statement:
Reacting to specific concerns, MTA New York City Transit has agreed to turn off the flashing blue lights that have served to alert riders to the arrival of Select Bus Service buses (SBS) since the speedier service was introduced. This measure is being taken to eliminate the possibility of confusing the vehicles with volunteer emergency vehicles, which are entitled by law to use the blue lights. We are currently in the process of developing an alternate means of identifying SBS buses.
The statement and its timing are both interesting. The MTA doesn’t make a nod toward the Vehicle and Traffic Law provision which it has ostensibly been violating, and it’s unclear if anyone in enforcement actually cared. A 2010 Pete Donohue piece on the questionable legality of the flashing blue lights featured a NYPD Highway Unit captain who had no idea the blue light law was even on the books.
Yet, this dispute arises from somewhere, and for that somewhere, we turn our eyes to Staten Island. Staten Island has never been much for road re-allocation, and some politicians raised a stink when the MTA added SBS lanes to Hylan Boulevard. State Sen. Andrew Lanza and City Councilman Vincent Ignizio issued a call this fall for the MTA to change the lights. The two were concerned that drivers would become “desensitized” to flashing lights.
Another SI rep added a gem: “These were highly distracting, partially blinding and made drivers unreasonably nervous when they saw flashing blue lights in their rearview mirrors,” Assembly member Joe Borelli said. I’m not sure how many times people have confused the sky blue SBS lights with a volunteer fire fighter’s car or a police vehicle, but I digress.
This whole dust-up seems to be the perfect storm of careful planning and needling politicians looking to make a point. The MTA will have to pay to retrofit its Select Bus Service vehicles with other flashing lights, and a group of Staten Island politicians can claim political victory over that meddlesome new bus service. And to think, all of this could have been avoided if the MTA had simply consulted with lawyers familiar with state law in the first place.
As the 2012 focus on fare evasion continues, The Daily News has learned that the city’s most porous buses can be found on Staten Island. According to Pete Donohue’s latest, the S44 and the S74 are the citywide leaders in fare evasion with a greater percentage of riders opting not to pay. Three routes in the Bronx — the Bx19, Bx36 and Bx11 — rounded out the top five.
MTA Board Member and State Islander Allan Cappelli continued his crusade against free-loaders. “The problem is so pervasive it’s really going to require a sustained and publicized effort,” he said. “In order to eradicate it, we need to change people’s perception that they can get away with not paying, and that there’s no penalty for doing it.”
Police have so far responded in turn as arrests for fare evasion have increased by over 100 percent this year. With renewed focus on the economic losses due to fare evasion — nearly $100 million across the bus and subway networks — police enforcement will likely increase over the next few months. Is it money well spent? The jury will remain out on that question for some time.
As the MTA has vowed time and again to make every dollar count, fare-jumpers have earned headlines. Numerous reports of bus riders boarding in the back and straphangers hopping turnstiles have created some bad press, and while I think the problem is overblown from an economic standpoint, the MTA has been forced to respond from a public relations standpoint. To that end, the authority has ramped up enforcement on Staten Island buses.
As NY1′s Tina Redwine reports, undercover officers have started to target particularly vulnerable buses, and their efforts have led to the arrests of 50 New Yorkers who opted against paying. Some of those arrests, of course, lead to the discover of other outstanding matters, and Staten Island District Attorney Daniel Donovan has vowed to put fare-jumpers through the legal process.
Meanwhile, bus drivers say they’ve noticed a difference. “The word is getting around and it’s calming things down now,” Frank Green said to NY1. “It’s the best thing that ever happened to Staten Island, I’ll tell you really, for me and the passengers.”
For the past few years, I’ve been following along as the MTA, at the behest of local Staten Island politicians, has reexamined the fallow right-of-way on Staten Island’s North Shore. When last we checked in on this story, the MTA had narrowed the choices considerable and seemed to be deciding between a light rail option and a truly dedicated bus route. Predictably and to my chagrin, the MTA has decided to endorse a bus route over the old rail right-of-way.
In a study unveiled to the public last week and obtained by Streetsblog on Friday [PDF], the authority delved into its thinking behind endorsing a bus rapid transit line. Overall, the Alternatives Analysis tried to meet three goals. It had to identify an option that improved mobility while preserving and enhancing the environment, natural resources and open spaces and also maximizing the MTA’s limited financial resources. With the right-of-way already secured, the authority had to identify something then that wouldn’t cost a crippling amount to implement while still providing the other benefits identified. Light rail would have allowed for a potential spur over the Bayonne Bridge and into New Jersey while a true bus rapid transit route would better distribute current and future riders throughout Staten Island.
So how did the BRT option win? The numbers, as identified in the study, seem to make it a winner. According to the MTA’s report, a bus rapid transit line would allow for a 23-minute trip from West Shore Plaza to the Ferry Terminal. That’s two minutes slower than the light rail option, but the authority estimated that, with additional bus lines using the ROW, estimated AM peak ridership would reach 12,100 with the bus line and just 10,590 with a light rail. Operating costs for a bus line would be around $500,000 per year less than light rail, and the capital costs pale in comparison. Light rail would cost $645 million while installing the infrastructure for true BRT would cost $371 million.
Should we be satisfied by this answer though? I am a bit skeptical of the ridership estimates. By including bus lines with stops outside of the busway — including preexisting lines that would be rerouted — the MTA has seemingly inflated the number of bus riders who would take advantage of the busway. This is the so-called “open” busway model that would include exit points from the dedicated ROW for routes heading to other points on Staten Island. Still, considering how light rail can run higher capacity vehicles more frequently, it’s tough to see how exactly a bus lane would carry more passengers than a properly designed and integrated light rail system.
Meanwhile, the study seems to give short shrift to environmental concerns as well. Only a box of checkmarks notes that BRT could have a high impact on air quality. Light rail would be a far cleaner transportation option, and if environmental concerns were truly on the table, it wasn’t weighted too heavily here.
Maybe we shouldn’t be surprised though. New York City has been singularly hesitant to embrace any sort of light rail. A 42nd St. proposal that would reshape midtown has gained no traction, and alternatives for Brooklyn and Queens have never been regarded as realistic options for underserved areas. Staten Island has a dedicated right-of-way and an easy connection to a preexisting light rail line, albeit one in another state, but this option too was left on the table.
Ultimately, though, as Noah Kazis noted, this entire discussion may be a moot one for the foreseeable future. Even at a modest cost of a few hundred million dollars, the MTA can’t yet afford to do anything here, and it still would have to send this project through an engineering and environmental review process. Right now, the North Shore Alternatives Analysis is nothing more than a thought experiment that deserves a better future. When the money is there, perhaps the rail option will be as well.
Real-time bus tracking made its Staten Island debut on Wednesday, and this week, the MTA released video exploring the technology. Give a watch to find out how the authority, working with students from Columbia and the folks from OpenPlans, have improved upon GPS-based technologies. I’ll have more in the coming weeks on how the agency plans to tackle the canyons of Manhattan and how you can track buses as they move through the Brooklyn Battery Tunnel.
Updated (2:15 p.m.): After years of stops and starts, some false hopes and finally a successful pilot program along Brooklyn’s 5th Avenue, New York City Transit has debuted BusTime, its real-time bus tracking program, throughout Staten Island. Although the debut is technically 11 days late, the devil is in the details. It’s taken the MTA far too many years to get this right, but the widespread rollout of such a tracking application should change the way New Yorkers relate to the bus system.
“Bus Time is going to transform the way that our 2.5 million bus riders use the bus system every day, and we’re thrilled to start here on Staten Island,” MTA Chairman Joseph J. Lhota said. “The MTA continues to bring new technology to our customers in ways that make our transit system better every day. With Bus Time you can get real-time information right on your cell phone or computer.”
The Staten Island implementation, which is officially live at MTA’s BusTime Page, is similar to the one in place along Brooklyn. Users can search for a bus route or intersection to see where buses are along the line. Additionally, riders may text a bus stop code or intersection to 511123 to receive tracking information, and soon, bus poles and shelters on Staten Island will come equipped with QR codes as well.
I’ve spent some time poking around with the Staten Island implementation, and I’m excited to see what this can do for bus ridership. It essentially takes the guesswork out of waiting as riders can now check to see where any bus is at any given time. Hopefully, mobile app developers will make good use of the plethora of data that will come out of BusTime as well. It should make it easier for potential riders to decide between a bus and a car ride.
There is also an intriguing citywide element to SI’s BusTime as well. As Chris O’Leary pointed out to me, the tracking for X1, an express bus that services Manhattan, works throughout the route. In other words, the MTA has developed a GPS-based bus tracking system that works in Manhattan. That had long been one of the supposed sticking points that held up such a tracking system.
The MTA hopes to roll out a city-wide system by the end of 2013. For more on the technology behind BusTime, check out my post on the topic from last February. “We’ve taken a new approach by using already existing off-the-shelf components and tailoring open standards and software,” Transit President Thomas Prendergast said. “The benefit of this in-house, open-design approach allows the MTA more freedom to purchase equipment from several different suppliers and adapt to new technology allowing us to roll out this important communications tool to our customers at a much lower cost.”
Here’s a fun if highly unscientific bit from Staten Island: According to Michael Sedon of SILive.com, over 70 percent of polled Staten Island residents want a subway connection from Staten Island to either Brooklyn or Manhattan. In an unscientific poll of 52 Staten Island Ferry riders and another 52 residents from North Shore, Mid-Island and South Shore, 73 of them said the city should connect the subway to Staten Island. “Bloomberg was talking about extending the 7 train into New Jersey,” Audie Parker said. “Now he’s worried about Jersey commuters. What about the Staten Island commuters?”
As Sedon noted, this survey was hardly a scientifically rigorous random sampling of opinions, but it seems clear that Staten Islanders want better rapid transit connections to the rest of New York City. Of course, despite this superficial agreement, not everyone was keen on sending the subway only to Brooklyn as plans developed decades ago once promised. “I don’t see the benefit,” Frieda Riven of New Springville said of a Brooklyn subway connection. “I live in Heartland Village. How long will it take me to get to it, and then what do I do? I get to Brooklyn; then what, another 45 minutes to get to Manhattan. I think there has to be a better solution.”
Of course, there is but one simple problem: Costs. In the reality of today, a cross-New York bay subway to Manhattan or even a connection to the BMT 4th Ave. line in Brooklyn would cost billions of dollars the MTA simply does not have. I too wonder if the residents would be so keen for a subway if they knew how it would be funded. Maybe one day, forces will align to bring the subway from Staten Island to the rest of New York City, but for now, it will remain a pipe dream as it has been since it was first promised to the Island back in the late 1890s.
Could Staten Island be the home of New York City’s first true light rail line? Based on an analysis conducted by the MTA concerning ways to improve transportation along the borough’s North Shore, it very well might be.
The North Shore Alternatives Analysis, presented last week at Snug Harbor (and available here as a PDF), has been a long time coming. Nearly two years ago, the MTA announced a engineering study that would examine ways to reactivate transit along the old North Shore Rail Line right of way, and the agency started the Alternatives Analysis phase of the project in April 2010. New York’s Empire Development Corporation has called upon the MTA to reactivate the rail line, and now the MTA has whittled its options down to three.
The sexiest choice concerns a light rail network that would run from the Ferry Terminal to the West Shore Plaza. The 15-stop line is estimated to cost $581 million (in 2010 dollars) to construct and would improve travel times from St. George to West Shore Plaza by as much as 35 minutes. The MTA says that light rail would be ” more
compatible than heavy rail with potential plans for connecting services.” I optimistically take that to mean a connection across the Bayonne Bridge.
As far as the light rail details go, the Alternatives Analysis made a few assumptions. First, the Clifton Staten Island Railway shop could be modified to include light rail maintenance. Second, any work would have to include a new car wash, body shop and fueling station in Arlington.
The next option would involve tearing up any rail tracks, paving the right-of-way and turning it into an exclusive busway. By adding eight stops, this alternative could speed travel by as much as 33 minutes end-to-end, but it would carry a substantial price tag as well. The MTA estimates $352 million in capital costs, and for a only a busway, that seems excessive.
The third alternative is called the Transportation System Management. Similar to the required no-build option added to environmental impact statements, this alternative examines ways in which the MTA could improve service by essentially restructuring existing service but doing nothing else. For $37 million, TSM would improve travel times by a whopping 60 seconds.
So what happens next? The MTA is essentially trying to determine which of three alternatives will improve mobility while preserving and enhancing the North Shore’s environment, natural resources and open source and maximizing limited financial resources for the so-called greater public benefit. Over the next few months, the MTA will assess potential ridership figures, conduct traffic analysis for station sites and beging some conceptual engineering and cost refinements. It is, in essence, a pre-environmental impact review designed to identify the locally preferred alternative. They have already begun to solicit community feedback on this plan.
As a believer that no transit options are going to be faster than a dedicated rail line, I’d love to see the MTA pick light rail. It would provide a fast ride across Staten Island and the opportunity to connect into New Jersey. But of course, light rail would present its own set of challenges. New York City has no light rail infrastructure, and bringing it to Staten Island would require the MTA to build up from scratch a light rail support system. It’s not impossible, but for the current MTA, it’s ambitious.
Then there is the 800 pound gorilla in the room. I can see Staten Island becoming one of the MTA’s next great mega-projects, but it’s going to take some time. The $580 million (in today’s money) won’t materialize over night, and the MTA has to finish part of the Second Ave. Subway and the East Side Access project before funding another megaproject. Still, that a potential light rail line would cost something with millions at the end of it instead of billions could be its saving grace. Furthermore, New York City wants to redevelop Staten Island’s North Shore, and providing better transit is a key part of that plan. The dollars might somehow materialize.
So for now, there are rumblings of a plan. Nothing is concrete, but over the next few months and years, transit developments could come to Staten Island. It’s about time.