By Bobby Panza
Upper West Siders who travel by car, bus, bicycle, or on foot all seized the opportunity Monday night to weigh in on the city Department of Transportation’s (DOT) “Smart Curbs” pilot program, an effort to reimagine how the city uses its overcrowded curb space. This first in-person session was held at P.S. 9 on West 84th Street; a second, virtual workshop is scheduled for tonight, Wednesday, January 10, from 6:30 to 8:00 p.m. via Zoom. Registration is available here.
The city chose a chunk of the Upper West Side to pilot test ideas for curb use in part because it is one of the most densely populated residential neighborhoods in the country, according to DOT Commissioner Ydanis Rodriguez. The test area runs from West 72nd to West 86th streets and between Broadway and Central Park West.
Among the causes of curb congestion cited by Rodriguez: the growth of online shopping, expansion of outdoor dining areas, increasing numbers of food deliveries, the advent of e-bikes and other new transportation modes, and the rising number of visitors to the city: 60 million in 2023, up from 50 million a year earlier.
DOT will gather data on the many uses of UWS sidewalks and streets, including traffic flows, double parking, and delivery logistics. But it is also taking a blank-slate, neighborhood-input-first approach, asking the public to weigh in with ideas on how to improve the use of curb space.
“I’m concerned about losing parking availability and that they’re going to fill up the spaces with things like Citi Bike and other devices that take away parking spots,” Richard Weiss, a resident of West 79th Street who attended the Safe Curbs session, told WSR. “It’s a heated issue because parking in New York is restricted, and parking in a garage is very expensive. So it’s going to mean for some people either making sacrifices or they’re going to have to get rid of their car.” Weiss suggested one solution would be to issue parking permits to residents with cars, but he said that idea is unlikely to be embraced by the city.
Sarah Rescigno, a student at Brooklyn College, spoke up for bikes and greater bike use during the public session. “It surprised me that some were so adamantly against Citi Bikes,” she said, “but that probably has to do with the age demographic that shows up to these meetings.”
Around 200 people participated in the DOT workshop. Weiss, Rescigno, and others in attendance were divided into smaller discussion groups to talk about a variety of transportation-access tools, including electric vehicle charging stations and dynamic parking pricing, along with provisions for freight access, commercial parking, and cargo bike loading zones. They were also asked to weigh in on bike lanes and bus-only lanes, as options for increasing some forms of mobility. Each group wrote their ideas on sticky notes, then applied them to a map showing where they would propose a particular change.
Hundreds of post-it notes were applied by the evening’s end. “Some people were writing [the word] ugly on sticky notes over several of the proposals,” said Rescigno. One map suggested cross-town bike lanes across 72nd Street, while someone wrote “dumb idea” in response to a proposal for designated delivery-bike parking. Another post-it called outdoor dining sheds a “City giveaway not being used. A free rent wasted parking space.”
“I thought it was a great Upper West Side discussion about a series of complex challenges and potential ways to make improvements,” Ed Pincar, Manhattan borough commissioner of the DOT, told WSR. “There’s a healthy discussion and debate about parking versus loading and unloading,” Pincar noted. “There’s a real sense of a need to do a better job with deliveries from larger companies going to residential properties, and I think everyone recognized that we have to have this conversation about how we can make it better.”
In addition to this week’s in-person and virtual sessions, DOT also offers an online feedback map for New Yorkers to share curb management-related problems in the neighborhood.
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The City’s budget is tanking including cuts in essential trash, education (including special Ed) and other services
There are long time DOT infrastructure issues that have never been addressed.
There are people in Queens and Brooklyn who are flooded because of DOT not doing its job.
Yet somehow there is money for DOT to prioritize the wishes of the bicycle lobby.
Unbelievable.
Yep. My takeaway was that anyone who wants parking is incredibly selfish. If the city’s budget really is tanking, then this approach will get more money for the city than keeping any free parking.
Ira,
Actually some of the people parking on the street might be the workers in our buildings picking up our trash or people carpooling into their jobs caring for frail elderly relatives in nursing homes.
The work we don’t want to do.
Giving away free parking on the UWS costs the city $237 million every year that could be used to pay for essential services.
https://www.bloomberg.com/news/articles/2023-05-24/how-parking-benefit-districts-could-transform-new-york-city
I’ve paid taxes my whole adult life in NYC. But I had no children so I paid for schools for other people’s children and never begrudged them or tried to figure out how much I could have saved if I didn’t pay taxes for their education. Or how much the city could have MADE if we charged each child $5000 a year! As that would exclude probably half of them from an education. Because this was something for the common good, for the sake of the greater community.
Cars and parking are vital to this city and the people who live here. If you have no parking you will destroy small businesses who rely on it for customers to have access to them and to carry merchandise. More empty stores breeds dark streets and all that comes with it. All kinds of people-with a lot of money and with less money too rely on parking. Many of them have already been pushed out of the city because they can’t any longer park or afford a garage.
I am amazed where this notion to monetize everything comes from? It certainly does not support the notion of a common good. And strikes me as very undemocratic.
Cars and parking are not vital to ‘this city’. The MTA, biking infrastructure, and infrastructure to support car free environments are, though. Manhattan has *the best* public transportation in the United States, no question about it. If you want to drive a car, you should have two options: Pay your fair share, be it a garage, congestion pricing, or paid street parking, or, move somewhere else. As another commenter said, free parking is not free.
Vehicles including cars and parking very much is vital to this city. There’s only so much distance and so much stamina people have for biking. The NYC metro is a 4 state metropolitan area and the MTA doesn’t have the resources to, will never have the resources to and doesn’t care for making everyone happy. Even if Manhattan has the best public transportation, that doesn’t mean that places outside Manhattan necessarily have the same. Even if “free parking” isn’t free, its a subsidy to help facilitate commerce, facilitate people living here that otherwise wouldn’t have, saving the MTA bigger subsidies on transit that may not be highly utilized or have higher overhead than subways. We subsidize bus routes that are lightly traveled that most UWSers don’t use, we subsidize the costliest commuter rail network in the country (which wasn’t profitable even under the private sector) which many UWSers don’t use, we subsidize subway service in the Rockaways which has the lowest utilization and ridership in the entire subway system, we also subsidize ferries that are mostly tourist traps.
Charging market rate for parking doesn’t take parking away, it creates more of it. When people can park for free they sit on spots for longer and there is no parking available for people who want to actually come in and shop. Charging for parking will encourage spots to turnover more frequently and create more open spots. People who want to shop don’t want to drive around forever hoping for an open spot. As the saying goes, “free parking” isn’t free.
Charging market rate for parking while taking more parking away takes more parking away. That’s what will happen in practice.
Let’s say you’re right if the MTA had to provide transit and had to do so in a way that makes EVERYBODY happy, that will cost much much much more than $237 million a year.
I mean, this isn’t really true – this is assuming that every spot would be occupied 85% of the time at $62/day which is quite frankly, an insane assumption. Nobody is going to pay $1800/mo to park on the street.
Please look at all parking that is subsidized and place it on par. As stated before why should NYCHA be only charged $75 for off street unreserved parking a year. If you want to charge $365 a year for curb side parking then these off street subsidized spaces costs need to be placed on par with each other.
Residential parking permits with your car registered, insured and drivers license are at the same address make sense. Others you charge and limit the time that they can be parked for visitors.
Do the same thing that Hoboken, NJ does for parking permits and visitor parking.
This should be done at the same time congestion pricing gets implemented. Then cars that park above the CBD to avoid the toll can be charged and their parking time limited.
The funny (not really) thing is that there are already designated parking spots for delivery trucks on WEA and either there are cars parked there or the space is not used by FedEx et al because the drivers don’t want to walk the short distance from the parking spot to the building for deliveries.
This is directly related to the metrics that FedEx, UPS, etc use in measuring the productivity of their drivers. Every minute counts for them, so they park the trucks as close to the delivery point as possible to minimize how far they have to walk.
Adding more spaces for delivery trucks is not going to solve the problem of double parking.
UPS, FedEx, USPS, won’t use the curb because their model is pull up, get out, drop off, drive away and they don’t want to get double parked in by another truck. So they double park even where the “neighborhood loading zone” is vacant and available.
The “neighborhood loading zone” is a failure but DOT calls it a success because of pressure from the anti-car lobby.
I don’t think the Fed Ex and UPS trucks are the biggest problem. It’s the Amazon and Fresh Direct trucks that cause issues.
There is a truck, which we see every afternoon on the east side of Broadway around 102nd St. and it just parks and unloads stuff and like 20 guys with big hand trucks take it. Totally blocking two lanes of traffic and no idea how that can be legal? Does anybody know?
All parking should be market rate. If we want to make it more affordable, then low income people should be able to apply for discounted parking rates. The current system is far too often a giveaway to the wealthy. Why are we giving free parking to $40,000 cars?
Last year I paid more than $70,000 in property and income taxes to New York City and State to finance education and important services vital to residents’ safety and quality of life. My kids don’t use public schools. So when I park my car on the street, I’ve more than paid for the privilege. What are cyclists paying for use of bike lanes?
Bad policies, high taxes and certain quality of life issues have recently led to the departure of many tax paying businesses and residents for friendlier environs. Continued implementation of dumb ideas won’t bring the Shangri-La you’re fantasizing about.
….do people think that bikers don’t pay taxes? I guess that would explain a lot of the irrational hatred toward bikers!
Most people don’t pay $40,000 for a car. What you really want to do is make parking “market rate” while taking away more parking and pushing the price of parking to be prohibitively expensive so that you end up displacing people from the neighborhood and driving up the cost of goods and services.
Low income people can apply to discounted parking… there are NYCHA surfance lots that are insanely discounted and we happily subsidize those, even though a literal building could go in their places (unlike the street)
No one is giving away parking. If New York were like other cities we would have municipal parking lots! But we don’t. What we do have now are very expensive bike lanes which are used by a small group of riders and a big group of delivery people. Yet a fortune was spent on them! Those are FREE bike lanes and should be paid for too! Because obviously being a tax payer in NY means nothing if you don’t have a big hedge fund back lobby behind you. The majority of people in NY do not ride bikes!
The Hudson River Greenway is the busiest bike route in the United States. Just because you don’t ride a bike doesn’t mean that getting around without a car is a bad idea. Oh, and isn’t “a fortune” spent on roads for cars (that I don’t use)?
A fortune is spent on subway routes that not all people use. A fortune is spent on NJ Transit so that NJ can graciously give up income tax paying commuters to NY (NJ residents working in NY pay most income taxes to NY NOT NJ as there is no tax reciprocity between the NY and NJ).
Genius: Tax, I mean make people register their bikes and e-vehicles to use the FREE bike lanes.
Sales tax is collected every time someone rides a Citi ebike or buys a Citibike daypass or membership.
While DOT should be commended for finally trying to take a comprehensive approach to safety and traffic issues, residents of the UWS should not be so naive as to not be able to recognize this as an attempt to reduce available parking for residents with the elimination of cars as the ultimate goal. Unnecessary options and over-complicated solutions are just another excuse for Transportation Alternatives and their supporters to push their anti-car agenda. An agenda that has resulted in the dangerous bikes and scooters we now all must dodge. It is important to remember that the UWS is a unique community surrounded by two world-renowned parks. What works in other cities around the world or what may be appropriate for an area in Queens or Brooklyn is not necessarily right for our neighborhood.
Some important points to consider:
1. There has never been a study to understand how car-owning residents of the UWS use their vehicles. Most car-owning residents do not use their cars to travel around the neighborhood or city unless they are reverse commuting to areas not well served by transit. Residents use their cars to visit relatives, vacation with families, and a myriad of other reasons important to the quality of life in NYC.
2. It is expensive and difficult to own a car in NYC. Eliminating more parking impacts middle-class families, lower-income workers, etc. Being able to bike to work or park your BMW in a $ 1,000-plus garage for trips to the Hamptons are the ultimate examples of privilege.
3. The pandemic proved how necessary it might be to leave NYC by car. Is that escape only for the rich?
4. According to the NYC Crash Mapper over the last 10 years there has been NO reduction in crashes or fatalities on the UWS despite all of the daylighting, curb extensions, road redesigns, and other safety efforts by DOT. Now they are proposing more of these “safety measures”. Many of these safety initiatives have resulted in more traffic and congestion. This means more congestion and more noise resulting in increased stress levels and emissions. According to both NHTSA and the AMA both of these are proven to be deleterious to health. So while not reducing accidents these measures have actually impacted the health and well-being of more people living on the UWS.
5. Why are the needs of multi-billion dollar companies being put ahead of the needs of residents? These same companies skirt employment laws using uninsured, untrained independent contractors to benefit their bottom line while putting us at risk.
6. Ideas such as loading zones on residential streets have been tested on West End and elsewhere and failed. Why are they now being considered again with the addition of taxi stands and uber/lyft pick zones that will go unused.
Solutions are simple and apparent to anyone that has lived on the UWS for any length of time and who is willing to look at things objectively. Some of them require our representatives in Albany enabling the city to govern itself and to also make changes to laws. The DOT should be actively engaging in this effort with the mayor’s office.
1. Implement Residential Parking permits. These permits work very simply and effectively. For a small annual fee residents with vehicles registered in the community are allowed to park on the street. Non-residents may also park but for a 60-minute limit. This reduces traffic into the area and yet also provides a short-term parking solution. There is already a mechanism in place to administer this program via the NYC parking tax rebate for residents. This should be the first step.
2. Require licensing and education of all powered bikes or scooter users.
3. Require insurance for all delivery workers.
4. Stricter requirements to obtain a drivers license. Many pass the current drivers test who simply are not proficient.
5. Crackdown on dangerous drivers and seize their vehicles.
6. Crackdown on ghost vehicles
7. Enforcement of existing parking and traffic laws. Eliminating fine reductions for companies and instituting an active towing program for double-parked commercial vehicles.
8. On-air, print and digital public service campaigns that educate pedestrians, cyclists and motorists. These used to be ubiquitous and are now non-existent.
9. Clear the commercial avenues of dining sheds. Remove all parking except for trucks loading and unloading on commercial avenues from 7 AM-7 PM to allow companies to set up hubs.
10. Limit Citi bike docks, car-sharing spaces, etc to spaces on the commercial avenues carved out from the truck loading zones.
11. Stop programs such as open spaces and street seats. We not only have Central Park and Riverside Park but numerous other open spaces from Lincoln Center to Columbia available to us as well as numerous “fairs” that take place on the avenues.
If you keep it simple and don’t single out and attack our neighbors it is very easy to make our streets safer and our community more livable.
How about we create a license program for all e-bikes and install bike lane cameras the fines collected from the e-bikes that drive dangerously and the wrong way on streets would help fund the DOT. Secondly there are a large number of metered spots that are reserved for trucks and yet Trucks do not use them. Most truck drivers would preffer to double park than pay the meter. Those spots should be used for cars. Lastly alternate side parking should be more rigorously enforced and towing should be brought back for ghost cars.
Resident permits play right into the hands of Transportation Alternatives. Today you’ll get resident permits at $30 per year, then more parking will be taken away and 5 years from now the cost of a permit will be $300 per year, then 10 years from now the cost of a permit will be $600 per year with even less spaces and then the argument will be that no one should be able to park on the street at all.
Also people work and visit in this neighborhood and need way more than 60 minutes of parking and you can’t make transit worse while making garages prohibitively expensive.
Well said, Bill. Your proposals are sane. Those of the biker groups led by TransAlt and their moneyed lobbies are counter to the needs of the people who actually live here and use the streets and sidewalks. Yes, we need municipal parking lots. If there had been garages built in every new building, the rates would be lower (more competition), street parking problems would be reduced, and we wouldn’t have as much of the double parking/alternate side nonsense game people have to play to park on the street. And these garages could also house charging stations, for their tenants and perhaps even for other ev owners’ use. Get rid of the sheds and the streets are immediately wider and less congested. Nothing wrong with a bike lane but they need to be managed and restricted. They aren’t designed for motorized bikes going 20mph or more, running red lights and making walking a hazard for everyone. We the people should not be paying for bike charging stations used by the delivery companies. Let them lease space and build their own stations. I’m so tired of the public being run over by private interests. Whatever happened to the ‘public good’?
Thank you. Well thought out and in my experience seems to accurately depict the Upper West Side Street use.
Thank you Bill! Unfortunately your very intelligent and necessary suggestions don’t work for the agenda of the DOT and its Commissioner.
A DOT which has been sadly overtaken by the TA hedge fund backed lobby for the bike share, car share and food delivery companies and their profit driven motives. Government has been co-opted by billion dollar corporations. City Hall does not work for the majority of voters in NY. So as a result there was this charade the other night identifying the taking of our streets and sidewalks. I just had to laugh when they showed big lockers on our sidewalks for Amazon! And in addition to all the dining sheds which took over local parking, the thousands of Citibike bays. Do we ever need new leadership in this city!! ASAP.
I, too, was at the meeting on Monday night. Those big lockers not only take up precious sidewalk space but they are an invitation to thieves who are already breaking into the mailboxes on the street.
Agreed on all points, especially residential parking permits!
First things first – limit street cleaning& ASP to MAX one time per week. What a wasteful money grab by the City and a pain for all who park. Everyone just sits in their car anyway. Street cleaning happens at best 50% of the time anyway.
And paying the sanitation workers and meter maids for their time to do this? What a waste.
NYC liberal agenda wants to get rid of cars.
crh,
I don’t think the bicycle lobby is “liberal”.
For example, TransAlt is funded by the 1% .
And major support for corporations like Uber and Amazon.
ASP once a week was a nightmare for residents and workers alike looking for parking. What actually happened in practice was that people left their car on the street figuring that it’s cheaper to take one or two tickets a month than to pay for a garage.
The $65 fine for not moving a car is too low, it has to be raised and the price should go up for every additional ticket a car receives in a month. Street parking should at least require adherence to a civic responsibility to move the car for the sweeper.
The best idea. They are not liberals. Michael Bloomberg, a Republican started Open Streets and Congestion pricing.
Have you seen what the streets look like around Central Park and near bus stops? Especially after a weekend or a nice sunny day the streets need to be cleaned. What agenda to do support–more rats and trash?
Absolutely. We saw during the pandemic how unnecessary this was. Most of residential Brooklyn only has cleaning two days a week. If the ticket givers and sweepers came twice a week but really ticketed and cleaned, we’d have cleaner streets. And let’s raise the ticket to $100. People have figured out it’s cheaper to leave your car and risk a ticket than pay for a garage.
Reduced street cleaning = More rats.
No thanks.
Bus lanes are not needed on the UWS.
In fact, it is completely disingenuous for DOT to tout bus lanes when DOT is now happy to close avenues for “open streets” forcing bus rerouting!
What is needed is:
More frequent bus service.
Reinstating routes – like one M5 not the split M5 and M55.
Not splitting bus stops on similar routes (like M10, M20, M104) in midtown.
Have been taking a lot of buses lately including midtown.
Little traffic, no congestion – especially on the East Side so buses able to move.
But still had to wait 15-20 minutes due to lack of frequency and/or packed buses.
Open streets are for a short period of time (a day, a weekend, etc). A bus lane is a semi-permanent fixture that is worth considering. The existing bus-only lanes have had some positive impact on bus travel for the 80% of people in Manhattan who don’t have cars.
72RDS
I am a non driver and use bus and subway.
It is not OK to sacrifice essential mass transit for “open streets”.
It is one thing to have an “open street” on a side street – but completely unacceptable on a bus route.
And especially when there are also so many street closures and bus rerouting due to street fairs etc.
I totally agree that “open streets” on avenues are a horrible disruption of bus service. I’m a senior with limited mobility. I cannot take the subway and rely completely on busses. The open street program, pushed so hard by Gale Brewer, left me basically isolated on Sundays for months.
Open Streets is just nonsensical.
Not needed. At all. Plenty of parks, open spaces, pedestrian malls on Uws.
Inconvenience for cars, cabs, ride shares, buses, all transportation in general. For what? Useless.
I’m so glad to be right outside this area. I’ll be sure to visit and check out the experiments.
These type of forums need more diverse ideological demographics. Just look at the picture of the attendees. It’s a snapshot of the stranglehold on the uws these loud pocket filled people have .A lot of people including myself don’t bother because of the aggressive gatekeepers of the upper west side really attack you.
AG
Wondering what generally you think are the opinions of people who attended the meeting on Monday?
BTW the meeting was not limited to West Side residents – anyone could attend.
And some “interest” and/or lobbying groups did have folks at the meeting.
Also – there was a zoom meeting on Wednesday.
Absolutely – those of us with full time jobs and kids at home can’t spend multiple hours on a weeknight at a public forum
This is a problem created by DOT that allows restaurant sheds in the streets feeding rats, and for profit CitiBikes in curb space instead of in parks and/or wide sidewalks. With the freed up space trucks that have always delivered goods could park more easily. When Ydanis Rodriguez says only 20% of the residents own cars, that is a large number given the population in this neighborhood. Less than 20% of our families have children under 18. Does that mean we should eliminate schools that many of us don’t use? This is a land grab orchestrated by Transportation Alternatives supported by Mark Gorton, a billion invester that donates thru StreetPAC to all the politicians in NYC. There is little public transportation infrastructure to enter or leave the city. Only one percent of bikers use them for work. Our family bikes and used public transportation. Why is DOT with its 63 million dollar budget increase inflicting a crisis on what is left of the middle class in this city who can not afford $700 garage fees. Manhattan is fast becoming a gated community for the wealthy.
No one mentions the rights of the pedestrian. New York is a walking city and yet it has become very difficult to walk safely and freely on our streets. Many bicyclists and other non-car users do not follow the traffic rules. Running red lights, going the wrong way on streets, riding on the sidewalk-we have all seen this and some of us have been severely injured. In The Times yesterday there was an OP-ED written by a young person concerning this very serious issue. I mention that the writer is young because this is not an age issue: parents with double wide strollers, people walking their dogs, students being released from school, disabled New Yorkers -all need to have clear and open access to the sidewalks.
I think painted white line diagonal street parking offers more spaces than parrell parking.
West End Avenue would be perfect for that. At least on one side.
These articles are so confusing: They mix metered parking, garage parking, and free parking with abandon. They forget that the UWS is not a youthful neighborhood for everyone, and most old folks cannot use the trains. Even the buses are challenging bc htey’re not all equipped to help mobility impaired people get on and off the bus. Furthermore, it is like taxation without representation. If any citizen can say I don’t deserve to have a car, then I say they don’t deserve to have their public schools, sanitation or other city services for which we all pay!! The UWS is filled with parks! We don’t need to close streets so their children can play in front of their house. And no one is looking at the economic impact of strangling people who need cars for a million reasons. They will leave the city, and spend their money at the mall in NJ or Westbury or wherever! Such shallow, selfish and disorganized thinking. Sorry
This was nothing more than one more intelligence insulting “charette’ in which the commoners are lulled into believing that their concerns will be addressed and their dissents respected. It’s a NYC Agency template where sticky notes and pencils are served up like KoolAid. A boilerplate event to check off the boxes where decisions ALREADY MADE were ‘presented’ for public participation. Yeah…we were ‘consulted’! HAH! If this isn’t an authoritarian 3-Card Monte -nothing is.
When all is said and done-it is a Public -Private giveaway of our sidewalks, our streets and our quality of life to the BID (property owners/landlords) …to TransAlt…to Mark Gorton /OpenPlans…to Peter Frishuaf/StreetsPAC (financier of politicians doing TA’s bidding) …and it’s on steroids.
While New Yorkers naively slept-our communities have been taken hostage;, and the character and context of our neighborhoods were given away. and ‘re-envisioned’! Ageism, propaganda narratives and corruption have allowed us to be taken for a ride.
Bikelaning is fully underway dividing our streets and communities…Robert Moses did it on 4 wheels- TA’s funders are doing it on TWO!
So UWS’ers, as you dodge Deliverista’s on e-bikes, fear MTA collisions, wait endlessly for under-scheduled buses… think about this as the last attempt to own your community and push back against the taking of your ‘hood.
Worth noting:
The City has done everything to help the restaurant sector with the establishment of free street shed space to help during Covid – and then making this permanent without Environmental Review or constituent notice or weigh-in.
Now the City is working to provide additional benefit and support for Amazon and other e-commerce.
In the meantime the City has done nothing for local retail and business which face high rents, e-commerce competition and crime.
DOT is giving priority and unfair advantage to E-Commerce and harming small/neighborhood stores.
Speaking of buses, why do we still have the short buses on the M5, M7, and M11 routes? On the East side, the routes on 1st, 2nd, 3rd, and Lex all have the much-longer buses. Ours get way too crowded.
Oh, bad idea. I hate long buses. Just like the 96th street cross town they must remain short because the turning lanes are too narrow.
MTA cuts service when articulated buses are introduced to a route. MTA planning guidelines dictate that when articulated buses are introduced, service must be reduced. Basically its used as a way to cut labor costs. Bus drivers just get $1 more an hour for driving them. But MTA saves on labor. As practiced in NYC, it doesn’t improve capacity. Right now the Manhattan buses all have much less service than they did 40 years ago, all of them.
Thank you for the info.
Definitely seems there have been major cuts since about 2009?
Cuts in frequency and routes.
Wondering if you know?
Why is DOT extending bus stop yellow lines-sign posts?
The line-post is now far from the bus shelter.
And some now extended beyond entrances to neighboring buildings?
Also some bus stops completely moved from the corner to mid-block