NYC Congestion

MTA should not raise fares so soon after the most recent increase, because this is putting an unfair burden on low-income New Yorkers who do not have many other transportation options. We should be incentivizing public transit usage, not making it less appealing. However, the reality is that we do need more revenue - and the Move NY plan is the most effective and beneficial way to get it. Keeping subway service regular and reliable - preventing breakdowns, reducing overcrowding, and maintaining frequent service - is crucial to the functioning of New York, and so signal replacements and track repair should be prioritized. If subway service gets worse, then cars will seem more appealing, and traffic and congestion will increase and more people take to the roads in their own cars, taxis, Ubers, etc.

We should look into the possibility of reduced fares on off-peak hours to encourage riders to avoid rush hours and congestion.

Reopening the Gimbels passageway connecting the 7th Avenue line to the Herald Square complex should be a top priority. The streets connecting Penn Station to Herald Square are all choked with pedestrian traffic. Even if the passageway is outside fare control, it will still eliminate the climb from the Herald Square complex to street level and the descent back underground at Penn Station. That will cut congestion and provide a pathway that is protected from the weather to get all the way from 6th to 8th Avenue. Vornado was going to finance the passageway's rehabilitation as part of its plan to replace the Hotel Pennsylvania, which has never moved forward. I hope that whatever form the redevelopment of the hotel lot takes, that it still includes the passageway. With the number of people constantly coming through the area, there is no excuse for not getting this done.

MTA mass transit should be free. Funds to improve the system should come from tolls.

NYC should not have a 1950s era transit system. This is a diaster waiting to happen.

The SAS phase 2 should include a provision for eventual continued expansion into the Bronx even if initially routed towards Lexington/East 125th. Service along Third Ave in the Bronx is going to be necessary sooner than later considering the continued reconstruction of the surrounding communities.CBTC is one of the most important upgrades however. Higher train frequencies with less delays and eventual automation at potentially faster speeds.

in 1962 most of the rockaway beach line of the LIRR except for the last 3 1/2 miles was converted to the subway system. With a less than 1/4 mile extension the entire RBL could have been connected to the Queens Blvd subway. Instead the last 3 1/2 miles was lopped off and the tracks were diverted to connect with the A line where it then ended at Euclid Avenue. What could have been a 40 minute commute from rockaway to Manhattan through Queens became an hour and 15 minute travail through

One thing that could be done to improve the terrible IND Queens service (E,F,M,R) and which would cost very little would be to revert back to the days when the E and F went through the 53rd Street tunnel. Because the F now travels through the 63rd Street tunnel and the M goes through 53rd Street this requires the F to switch tracks before Queens Plaza westbound for the 63rd Street tunnel and for the M to switch onto the tracks for the 53rd Street tunnel at Queens Plaza. These track switches, east and westbound, cause delays all the time with the E delayed at Queens Plaza waiting for the M to switch in front of it or the M waiting for the E to clear the track. Westbound the F must slow down significantly in order to switch to the 63rd Street tunnel and eastbound the E or F is delayed when they both meet at the same time and compete for the eastbound express track east of Queens Plaza. If they would just revert to the F going to 53rd and the M going to 63rd these switch caused delays could be totally averted. I've seen this recommended on other transit sites and I think it would help improve service on these lines a lot.

I almost never take the bus because it doing so is so painfully slow. (I recently had to use a wheelchair for a month, which forced me out of the subway and onto the bus, and, while the bus drivers were unfailingly helpful, patient, and polite, the experience was otherwise a nightmare.) I do sometimes take the bus to go cross-town, and I live right near a cross-town line that recently became SBS. This is a HUGE and welcome improvement and I would strongly support expansion to as many lines as possible. It makes an enormous difference, since it solves three problems: (a) people getting on having to wait for people to exist through the front door, (b) having only one door to enter through, and (c) having to pay onboard, one at a time. Things would be faster yet if the buses had wider doors, but the buses are what they are.

That said, I would never take SBS instead of the subway.

Select Bus Service is so much less expensive to implement than digging a new subway line! As we've seen on Fordham Road in the Bronx, SBS can link up multiple subway and commuter rail lines that are otherwise unconnected the the borough. And I'd love to see SBS in places under-served by the subway system, where personal car ownership is higher, because then residents would have an alternative to expensive and congestion-causing cars. It But bus routes don't need to be converted to SBS in order to improve. Something as simple as designating more dedicated bus lanes can speed up service. This is a relatively inexpensive but useful intervention.

Almost every other metropolitan city I've either lived in, or visited, has done buses better than NYC. I don't take the bus now, but I would if it was better. I lived in London for a few years and was an avid bus rider (in lieu of the tube). Their local bus system was great, in my opinion, and NYC can learn something from them.

I think SBS is definitely a worthwhile investment and think NYC should keep pursuing it.

From my experience there a number of buses that are painfully slow, especially in the Manhattan CBD. Of particular note are the M14 buses, which often times is painfully slow and crowded. While SBS service would benefit a number of routes listed under the city's plan, a much better plan would be if we could just apply SBS features to all bus routes in the city, especially bus routes running through the Manhattan CBD and CBDs in the other boroughs (like Flushing, Downtown Brooklyn, and Jamaica). That way way more people would benefit as opposed to a select few who use bus routes identified as potential SBS routes.

I think we need to promote bus lanes for all cross town buses in Manhattan and we should make crosstown buses in the CBD free. I think getting crosstown is a major driver for taxi and uber trips which add to conjestion on the streets. Free and fast crosstown services would compete.

i would also add that should a day come when our subways are so congested it not tolerable (almost there in my opinion) we should make all buses in the CBD free, ideally displacing some short distance subway riders onto buses.

My bus riding has increased significantly increase because of the available bus app. This allows me to better manager catching the bus as it arrived.

Bus availability should be increase. Available date should be analyized to create better routes.

Major roads should be dedicated to SBS. In particular for areas that have limited transit services.

SBS requires more BRT implimentations where applicable (e.g. physically seperated lanes and elevated platforms). Additionally, the city requires significantly more SBS.

In the Bronx, several corridors should recieve the treatment. It can take over an hour to get cross town in the Bronx (e.g. Castle Hill to Morris Heights) via bus which increases the desirability of driving and congestion while reducing safety and adding pollution.I'll use myself as an example. I live in a section of the Bronx (Soundview) which is a 15-20 minute walk from the nearest subway station (St Lawrance Ave/6). I used to take the bus (BX 5) to the express Hunts Point Ave/6 subway station but it has become so crowded and slow that it has become uncompetitive to walking to the closer local (St Lawrance Ave/6). Two of the most necessary additions to this bus line in particular are off board payment and elevated platforms for those with limited physical mobility. Limiting bus stops would also make a huge difference as some are located within close proximity of one another. Waiting at bus stops takes an enormous amount of time. A huge traffic bottleneck currently is the Bruckner Expressway's Bronx River drawbridge which should be widened along the service road to include bus only lanes and adaquate seperated pedestrian/bicycle space. Opting to bike has reduced my commute time to the nearest station (St Lawrance/6 to less than 5 minutes or the preferable express station (Hunts Point/6) down the line to 10. A substantial improvemnt but this may not be an ideal situation for all. Also, poor weather (precipitation, especially snow) also makes this mode more unreliable in the winter.

Buses should always get priority.

The proposed SBS project for Woodhaven Blvd in Queens doesn't make any sense at face value as it slows down 60,000+ motorists a day to marginally speed up the commute of 30,000 bus riders. On face value this is a nonsensical tradeoff and a waste of tax payer money. And aslower net commute is bad for the City, the economy and it's residents.

Let's speed up everyone's commute on Woodhaven by installing intelligent traffic control devices that will keep buses and cars moving efficiently.

Although I'm lucky enough to live close to work in a long island exurb, I go to the CBD about 4 times a week. And I usually end up driving due to slow and expensive public transit.

It takes me 55-100min to drive to midtown depending on traffic (I typically drive in in the evening). I would love to take the LIRR, but it usually doesn't make sense;

I drive a moderately fuel efficient car, and end up using about 3 gallons of gas roundtrip, or about $7. I take the tolled midtwon tunnel, and (with ezpass) pay another $11 in tolls. Parking is free and plentiful in the evenings. Coming back home there is almost never any traffic, so it takes a reliable 50min. So total is $18 and 105-150min.

If I take the LIRR, the ticket cost (off-peak) is $11 each way. the train takes 63min. Time to drive to the station is 10min, and you need to get to the station at least 5 min early to make sure you catch the train. So $22 and 156 min. The train also only comes once an hour (but that's just a minor added difficulty).

Driving wins, and that's with taking a toll bridge (you can take a free one if traffic is light), and driving alone. Once you have a passenger, car costs almost drop in half, while train costs double.

Until the train is cheaper or faster, why wouldn't I drive?

In regard to commuter rail, not many people seem to know that monthly passes for city residents on MNR and LIRR average out to about $5 a ride already (depending on how often you use it) what really seems to be the down side for many potential riders would be the need to buy a metro card as well to get to there final destination. I wonder if a more viable first step in this issue ,would be to get city residents a free subway transfer with the current rates of a monthly commuter rail ticket.

Seperate to this issue, I also wonder about LIRR and MNR planned investment for double deckers trains. Seems like an easy way for them to increase capacity. I did hear that there is an issue with MNR using double deckers for the tunnel approaching grand central, but I also heard that orders for new single level trains have already been placed for both LIRR and MNR.

NYC transit should be free.

What would bring far more riders onto commuter rail lines is a free continuation of their trip onto the subway. It's not so much the cost of a monthly ticket that discourages people from using the LIRR as it is the fact that many need to pay for a monthly Metrocard as well. Of course if this was actually done LIRR stations in places like Jamaica, Kew Gardens, and Forest Hills would be overrun with new customers seeking to avoid the delay plagued terrible service on the IND lines (E,F,M,R). But it's just this lack of free transfer that puts me in my car every day to get to my office in Sheepshead Bay from Kew Gardens. I can take an LIRR train from Kew Gardens to Jamaica, then from Jamaica to Atlantic Avenue, then switch to the B train there. (The subway ride by itself from KG to BK is far too long to be considered). But to do this I'd have to buy two monthly tickets (Metrocard and LIRR) and the cost of that is what keeps me in my car - far too expensive.

So while lowering the price of city tickets and making them 7 days a week will be nice for occasional commuters and day-trippers it will do nothing for regular 5 day a week commuters who will still drive like me or take the subway.

Ferry service should not be subsidized. This money would be better spend providing SBS type service for areas with limited access to transit.

Ferry service has been proven to be reliable, under-utilized and a much safer option in public transportation. SBS type service only ADDS to the volume of traffic on the road, on top of the required adjustments to lanes, signs, parking, etc. SBS will not be beneficial, especially on Woodhaven Blvd. Most vehicles are local traffic or commerical trucks. SBS cannot improve on that. Ferry service is certainly worth the investment by the city. It will help to fill jobs along the paths of service, create an employment channel for those in the transportation deserts it will serve, and, God forbid, there's a loss of power or an emergency, ferries have become part of the first responder systems (passively) to come to the aid of our fellow residents. We can't forget the downed plane in the Hudson, nor 9/11; both times when commuter ferries came to the aid of our citizens. Federal monies subsidize the Staten Island Ferry. Communter ferries from the transportation desert should be given the same opportunity.

By the way, when the Rockaway ferry was up and running, I used it regularly to get back and forth to Manhattan, about an hour each way. Now it takes me 2 hours or better from 11692 to 10018. It's a no-brainer. Plus, it will open economic opportunities for the Rockaways.

Traffic speeds (and congestion) are unlikely to improve significantly without major changes to arterial road design.
There are currently no streets in Manhattan that fit the standards of a “Complete Street” with designated spaces for all road users and proven safety improvements. Contrary to popular belief, bike lanes do not worsen congestion - we actually have evidence that they can speed up traffic, because with dedicated bike lanes, everybody is in their proper place and there's no conflict about who gets which spot on the road. Plus, safety is improved when bikes and cars aren't swerving around each other - and that's what we need in order to achieve Vision Zero. Along with bike lanes, a complete street has dedicated bus lanes, pedestrian islands, benches, wayfinding amenities, green features like bioswales, retimed signals that prevent streets from becoming speedways, and more. Of course, these things cost a lot of money. But if Move NY is implemented, some of the revenue could potentially be reserved for complete streets. Everybody can use a complete street - drivers, cyclists, transit users, and pedestrians of all ages and physical abilities. They need to be a priority.

I think a great way to spend some of the Move NY proceeds on the road network would be to retrofit the parkways to accommodate bus and truck traffic. The first priority should be the Belt Parkway which links Staten Island and JFK airport. It is not right that trucks be forced to use neighborhood streets based on a notion that limited-access highways be reserved for the aesthetic enjoyment of car drivers. Foremost, the limited-access road corridors need to be used to move regional traffic of all types in the most efficient manner possible. Once that is taken care of, then we can focus on the aesthetics.

We really need to set a standard on our freeways and highways such as introducing "Keep Right Pass Left" like in other states. We do it for it bikes but not for cars. Imagine a two lane road and both cars driving next to each other within the same speed limit and the person on the left not moving over. The amount of congestion created by that one person is incredible.

DOT is stil installing the same old dumb traffic lights that were invented over 100 years ago. Why? We are wasting time and fuel, adding polution to our environment and causing an unsafe situation by making people stop unnecessarily.

Why do we allow this situation to continue when the techology exists to reduce the wasted time and fuel, clean up the envirnment and provide safer intersections.

The only question is whether this is a result of ineptitude or a conscious effort to drive us nuts.

Just because the Move NY FAIR Plan has the word Fair in it doesn't make it so.

Instead, let's have motorists pay for the roads and bridges and mass transit the subways, buses and ferries.

That sounds more fair to me.

While BRT could be good options for transit deserts, I should point out that several subway routes have provisions built in to allow for expanded service to these areas, like the unused platforms at the Utica Avenue A/C stop for a Utica Avenue Subway, the tunnel stub ends on the E line in Jamaica that could allow for subway service along the LIRR Atlantic Branch, or the disused portions of the LIRR Rockaway Beach Branch. If we use these we could connect transit deserts to the rest of the city.

SBS and BRT systems should be investiagated and piloted in remote areas now.

Entire roads should be dedicated to SBS/BRT, intoducing transit could revitaize areas with limited transit access.

As I mentioned under the bus tab, I live along the edge of a transportation desert (Soundview). The nearest subway station is currently 15-20 minute walk for me (1 mile) (male, late 20s). This includes an at-grade highway which requires me to utilize a pedestrian bridge and NYCHA superblocks.Subway expansion along Lafayette Avenue from points southwest would be most ideal (this is a very dense location, more so than most transit deserts). However, in the short term, SBS features should be added to local buses. Off board payment in particular would make a significant difference. Elevated platforms could improve boarding speed for those with limited physical mobility (common in this area). Less stops would improve travel times to the nearest subway station, espacially along the BX 5. The Bruckner Expressway drawbridge at the Bronx River needs a widening along the service road to add bus only lanes and appropriate bicycle/pedestrian space. This is a huge bottleneck for buses and accouts for a long period of idle time.The BX 5 should also connect to the BX 6 to offer cross-service across the entirety of the southern 1/4th of the Bronx, IMO.

Additionally, the BX 39 and 36 deal with heavy traffic along White Plains Road south of the Bruckner Expressway and would benefit from queue jumps. Also, just south of Westchester Ave traffic tends to get backed up. The BX 39 and BX 27 in particular are vital for Clason Point, a neighborhood where some points are 2 miles from the nearest rapid transit station. The BX 27 suffers from heavy usage, it is not articulated. A ferry is proposed for Clason Point but ridership depends on commute times to final destinations. If the ferry is quick enough, it could draw commuters from Soundview which is much more dense and perhaps Castle Hill. Still, SBS implimentations to the nearest subway stations would serve the largest portion of the population in the most useful way.

Re-activate the Rockway Beach Line. Commutes of 2 hours (or more) from 11692 to 10018 is ridiculous! It makes a lot of sense. LIRR service over subway service is much better. Secondly, the RBL is NOT being utilized now. So, that's a BIG PLUS, rather than to re-vamp roads and lines that are already near capacity in ridership and lacks timeliness in delivery. Southeast Queens is a transportation desert because there is no reliable modes of public transportation! I cannot keep my job in 10018 much longer because 3 hour commutes each way has become the norm lately. Imagine that! 6 hours round-trip just to commute!

Woodlawn Boulevard?? It's called Woodhaven Boulevard.

Congestion can be caused by ideas like this--SBS Selective Bus Service it does not work in all parts of New York City. Here in the Borough of Queens they want to remove traffic lanes from from Woodhaven Blvd. & Cross Bay Blvd. (one lane in each direction). Common sense tells you if your already having traffic congestion now taking away two traffic lanes you will get the word congestion! You have to plan smart or were all going to be in trouble when traveling on our roads. Danny RuscilloCo-Chair of CB#14 Transportation CommitteeQueens, N.Y.

We need to look at ways to exapnd transportation options in the City, especially for transporation deserts such as south Queens. Reactivating the old Rockaway Beach Rail Line (AKA QueensRail) is one important way to do that. Instead, some people are actually considering de-mapping this priceless Right of Way and making it into a park.