Today’s Headlines

  • New York Can Hardly Wait for Bike-Share Launch (NYT, WSJ, TransNat, News, DNA)
  • Cuomo’s Inflated Costs for TZB Transit Are Six Times Higher Than L.A. BRT (MTR)
  • Without Transit, Access to Jobs in the Hudson Valley Will Remain Dismal (MTR)
  • De Blasio Catching Up to Quinn and Stringer in 2013 Mayoral Fundraising Race (NYT)
  • “Council Speaker Vacca” — It Could Happen (News)
  • Cabbie Strikes 87-Year-Old Woman By Port Authority; Victim in Serious Condition (DNA)
  • Barclay’s Neighbors: DOT’s RPP Study Failed to Consider Traffic Mitigation (Bklyn Paper)
  • East River Ferry Hits Million Passenger Milestone Sooner Than Expected (DNA)
  • The Difference Between MTA and L.A. Metro? L.A. Has Political Support and Marketing Savvy (CapNY)
  • Stop the Presses: A Garbage Truck Driver Grazed Katie Holmes’ Benz (Post)
  • James Dolan Needs to Just Sign Jeremy Lin Already (WSJ, News)

More headlines at Streetsblog Capitol Hill

  • carma

    i was wondering what the lin headline was doing here, and then i realized the kidd DUI thing.  at least the only thing hurt was a telephone pole.

    oh, and yes, i agree, just sign lin already.

  • Guest

    DOT will not be in the business of creating additional large bureaucracies to deal with parking concerns for 80 days of the year in one of the most transit-friendly neighborhoods on the planet.  

  • Bolwerk

    It’s really a pity transit advocates are selling out for bus “rapid transit” – or as it’s known in the rest of the world, a commuter bus. If there isn’t rail on the Tappan Zee, the bridge should be blocked.  I’m not usually a fan of that kind of behavior, but the TZB is just too stupid. It costs more than just keeping the crumbling bridge in a state of okay repair.

    Vacca is dumb, but does it seem he has at least been behaving much less buffoonish lately? Christine Quinn is about as right-wing as a soccer mom, which is dreadful for NYC. I have a bad feeling she’d keep Ray Kelly around, and I’m hoping she loses the mayoral contest and retires to the countryside with her milky white anti-depressant addict compatriots. Vacca could be an improvement, precisely because he is dumb enough to not get much done. 😐

  • Anonymous

    Here’s another for today’s headlines/the “darn cyclists” file/the “car leaving the roadway” file:  http://www.nbcnewyork.com/news/local/Car-Storefront-Building-Queens-Long-Island-City-Crash-162700226.html

  • kevd

    Actually in the rest of the world bus rapid transit is known as “bus rapid transit.”
    While, I agree that there should definitely be rail on the Tapan Zee, connecting to the Hudson line and allowing for a single seat ride to Grand Central, promulgating misinformation about bus rapid transit doesn’t help the case. Commuter rail and BRT don’t do the same thing. In this case BRT is ideal as a circumferential route to small and medium employment centers in Westchester and Rockland, while commuter rail is better suited for more heavily trafficked radial routes into and out of the CBD.

    A new TBZ should have both.

  • Anonymous

    Same story, different outlet.  And I forgot, it’s also for the “car becoming autonomous” file.  http://www.dnainfo.com/new-york/20120717/long-island-city/driver-injured-after-vehicle-smashes-into-building-long-island-city

  • Bolwerk

    @kevd:twitter : Not that the rest of the world – the developed world, anyway – takes (or should take) BRT too seriously either, but I was referring to this TZB project, not BRT in general, being more akin to a commuter bus project.

    As for “a circumferential route to small and medium employment centers in Westchester and Rockland,” the ideal solution is probably light rail – that is, unless the “rapid” part is limited to the bridge, but that would be even more silly.

  • kevd

    ddartley –
    the first line of the second link is amazing….
    “A driver was injured after the vehicle he was in careened into a Jackson Avenue building early Tuesday, officials said.”
    That poor, poor driver! Who, or what, could have possible caused the vehicle he was in to do such a thing! Well, its a good thing he is just a driver and wasn’t driving at the time – otherwise I might suspect he was at fault.

  • Anonymous

    Seriously?  Even at Streetsblog I can’t avoid the Jeremy Lin overhype?

  • kevd

    @3a9cb377ae68ba7b489d30e5eb859747:disqus
    Well, BRT does have some significant advantages over LRT in some instances.
    One of the main advantages is cost.
    Sure, we’re the developed world, but we don’t exactly have large capital construction budgets these days…. Emulating Bogota may be our best route forward to actually expand transit capacity in the short term.

    Another BRT advantage is that multiple lines can converge on a fully segregated right of way from more lightly trafficked outlying routes where little or no capital investment is required.
    Doing that with LRT requires laying miles of track and 10s or 100s of millions more dollars.

    In terms of both capital costs and capacity there is a clear order…
    Bus > BRT > LRT > Heavy rail.

    All have their place, but ruling out BRT in all cases because it doesn’t have rails is silly and counter productive.

    I’m not sure if LRT would be better in this case. It depends on specifics of ridership projections, routes and cost that I don’t know.

  • Bolwerk

    @kevdflb:disqus : What cost general advantage does BRT have? BRT comes with higher ROW costs and higher operating costs. Maybe slightly lower upfront equipment costs. Maybe.

    Another BRT advantage is that multiple lines can converge on a fully
    segregated right of way from more lightly trafficked outlying routes
    where little or no capital investment is required.

    I can buy this under some circumstances, though in Westchester the investment in a proper ROW is probably easily worth it. On a street level, buses and LRT can share a ROW anyway, so it’s not really a big loser for LRT. Plus, I don’t think I buy the practicality of having a bunch of different transit routes converging.  If there are that many low-traffic routes, they should be local feeder buses that don’t disrupt the rest of the network as buses tend to do.

    So file that under “rarely useful.”

    In terms of both capital costs and capacity there is a clear order…
    Bus > BRT > LRT > Heavy rail.

    Now, that is nearly baseless. Starting with a typical greenfield implementation, BRT is unambiguosly more expensive than LRT – at least without something else going on.  I wouldn’t rule out BRT in all cases, but the money-saving bus fairy doesn’t usually arrive until there are some extenuating circumstances (e.g., the geography of Bogota probably makes buses more practical than they would be elsewhere). Something else going on may be high land prices, in which case the generally lower footprint of LRT is to be preferred on a cost basis.

    Near as I can tell, Rockland-Westchester demands a pretty vanilla implementation feeding a few existing transit centers and residential neighborhoods. The BRT is probably some kind of political patronage (e.g., more bus operator jobs).

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