The Case for Center-Running Bus Lanes on Woodhaven Boulevard

We can rebuild Woodhaven Boulevard as a great transit street. We have the space.
We can rebuild Woodhaven Boulevard as a great transit street. We have the space.

The proposal to improve bus service on Woodhaven Boulevard and Cross Bay Boulevard in Queens is the most exciting street redesign in the works in New York City right now, with the potential to break new ground for bus riders and dramatically improve safety. With as many as five lanes in each direction, Woodhaven Boulevard has plenty of space that can be devoted to exclusive transitways and concrete pedestrian safety measures.

NYC DOT and the MTA are holding a series of public workshops to inform the project, with initial improvements scheduled for this year and more permanent changes coming later. This is a chance for the city and the MTA to build center-running transit lanes that will speed bus trips more than previous Select Bus Service routes, where buses often have to navigate around illegally-parked cars. Critical design decisions could be made this summer.

Kathi Ko at the Tri-State Transportation Campaign has filed dispatches from the first round of public meetings, and she reports that participants ranged from change-averse to eager for “big and bold ideas.”

Of course, it’s the change-averse who sit on the community boards and are getting most of the local press attention. Queens Community Board 9 transportation committee chair Kenichi Wilson told DOT that “the only way I would support” the project is if it doesn’t affect curbside parking, according to the Queens Chronicle. At an earlier meeting, the first vice chair of Queens CB 10, John Calcagnile, predicted that the elimination of parking to make way for interim bus lanes “will have a real negative effect on businesses in the area.”

Experience with Select Bus Service suggests otherwise. Along Fordham Avenue in the Bronx, parking was eliminated and meters were added to side streets in order to run curbside buses for the city’s first SBS route. Merchants objected at first, but three years later, retail sales had improved 71 percent — triple the borough-wide average.

Those results shouldn’t be surprising: Each curbside parking spot takes up a lot of space — in terms of spatial efficiency, parking can’t compete with providing better customer access through improved bus service.

But there’s also a best-of-both-worlds opportunity buried underneath the opposition to parking loss on Woodhaven Boulevard. The most effective configuration for the bus lanes would be to run them along the center of the street, where drivers trying to access the curb won’t get in the way. One side effect: The curb could stay the way it is.

In this case, we’re looking at a rare alignment between the best transit solution and the parking-above-all contingent.

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