Central Avenue Bus Rapid Transit Project

Central Avenue Bus Rapid Transit Project
Naomi Klein
Principal Planner
Westchester County Department of Transportation
Mount Vernon, New York
APTA Multimodal Operations Planning Workshop
July 26, 2010
The Bee-Line System
Second largest bus system in New York State
350 buses
64 routes
32 million annual riders/115,000 weekday
The Central Avenue Corridor
 White Plains to Yonkers and the
Bronx
 14.4 mile long corridor
 Major destinations include:
 Downtown White Plains
 Westchester County Center
 Cross County Shopping Center
 Yonkers Raceway
 New York City Subway
 Other Bee-Line routes
Central Avenue Corridor: Bee-Line Bus Routes
 Route 20 (local) and 21 (limited) connect Westchester with the New
York City subway and bus – approximately 30% of Bee-Line
customers transfer.
 4.2 million annual riders (2009)
 Average Route 20 daily
weekday ridership approximately
14,000 riders – 13% of Bee-Line
system ridership.
 BxM4C – limited express
to Manhattan
High Concentration of Residential, Retail and
Commercial Development


High density residential and retail uses provide
opportunities to attract more riders.
Underutilized or vacant properties have
potential to be redeveloped.
Incomplete or narrow sidewalks and wide
crossings are challenging for pedestrians
Traffic Signals and Bus Stops
 71 bus stops in corridor, approximately
every 2/10 of a mile.
 44 traffic signals along corridor,
approximately every 3/10 of a mile.
Why Bus Rapid Transit on Central Avenue
 Reduce travel times
 Attract new riders
 Improve mobility in corridor
 Create an integrated and customer friendly transit
service
 Improve operating efficiency
Existing Conditions – Bus Ridership
 From 2003 to 2007:
– Route 20 weekday boardings increased by 23%.
– Route 21 weekday boardings increased by 11%.
 From 2007 to 2009:
– Route 20 and 21 combined boardings increased by 9%
 Ridership increases due to:
– MetroCard (April 2007)
– Empire City at Yonkers Raceway (October 2006)
– Growth in downtown White Plains
Existing Conditions - Traffic
Average Weekday Volumes
Traffic volume peaking for a
retail-oriented roadway
4,000
3,000
Dalewood S.C.
2,500
Fort Hill Rd
2,000
Hartsdale Ave
1,500
Mile Square Rd
1,000
500
Time
11:00 PM
10:00 PM
9:00 PM
8:00 PM
7:00 PM
6:00 PM
5:00 PM
4:00 PM
3:00 PM
2:00 PM
1:00 PM
12:00 PM
11:00 AM
10:00 AM
9:00 AM
8:00 AM
7:00 AM
6:00 AM
5:00 AM
4:00 AM
3:00 AM
2:00 AM
1:00 AM
0
12:00 AM
Number of Vehicles
3,500
Time
3,500
3,000
11:00 PM
4,000
10:00 PM
9:00 PM
8:00 PM
7:00 PM
6:00 PM
5:00 PM
4:00 PM
3:00 PM
2:00 PM
1:00 PM
12:00 PM
11:00 AM
10:00 AM
9:00 AM
8:00 AM
7:00 AM
6:00 AM
5:00 AM
4:00 AM
3:00 AM
2:00 AM
1:00 AM
12:00 AM
Number of Vehicles
Existing Conditions - Traffic
Average Saturday Volumes
Fort Hill Road
weekday
comparison
2,500
Dalewood S.C.
2,000
Fort Hill Rd
Hartsdale Ave
1,500
Mile Square Rd
1,000
500
0
Existing Conditions – Travel Time Analysis
16.0%
(16 min: 08
sec)
Midday
Southbound Route 20
Saturday Midday
Southbound Route 20
0.5%
(05 min: 02
sec)
4.9%
(04 min: 55
sec)
4.5%
(05 min: 02
sec)
59.00%
(1 hr: 06
min: 22 sec)
23.0%
(25 min: 53
sec)
21.1%
(21 min: 15
sec)
57.6%
(58 min: 06
sec)
In Motion Time
Time at Bus Stops
Signal Delay
Other Delay
Merge Time
0.4%
(00 min: 24
sec)
13.1%
(14 min: 46
sec)
In Motion Time
Time at Bus Stops
Signal Delay
Other Delay
Merge Time
 How a bus spends its time from route origin to terminal
 Most congestion occurs during mid-day and pm peak periods,
consistent with retail orientation
Existing Conditions – Land Use
BRT system design, especially station
locations, is influenced by land use and
zoning.
 Evaluated areas subject to change:
 Vacant parcels
 Underutilized properties
 Proposed station areas
 Under existing zoning, land uses are
generally segregated.
 Land use decisions are made at a
local level.
BRT Concepts for Central Avenue

Fewer stops

Intelligent Transportation Systems (ITS)

Preferential lane treatments

Attractive stations with customer amenities

Stylized vehicles with low floor boarding

Access to stations

Faster fare collection

Strong brand identity

Transit-Oriented Development (TOD)
Stations
Main St @ S Broadway
Main St @ Court St
Main St @ Galleria Mall
White Plains TransCenter
Central Ave @ Harding Ave
Central Ave @ Chatterton Ave
Central Av @ Vitamin Shoppe
Central Ave @ Battle Ave
Central Park Ave @ Concord Ave
Central Park Ave @ Chatterton Pkwy
Central Park Ave @ Harvard Dr
N Central Ave @ Jane St
Central Park Ave @ Lakeview Ave
Central Park Ave @ Lawton Ave
Central Park Ave @ E Hartsdale Ave
Central Park Ave @ S Washington Ave
Central Park Av @ Global Gatherings
Central Park Ave @ Marion Ave
Central Park Av Opp Treasure Island
Central Park Ave @ S Healy Ave
Central Park Ave @ Dromore Rd
Central Av @ European Health Spa
Central Park Ave @ Old Army Rd
Central Park Av @ A & P Market
Central Park Ave @ Mount Joy Ave
Central Park Ave @ Henry St
Central Park Ave @ Ardsley Rd
Central Park Av Opp Midway Shopping Ctr
Central Park Ave @ Clifton Rd
Central Park Av @ Central Plaza Shopping Cntr
Central Park Av @ Burlington Coat
Central Park Ave @ E Fort Hill Rd
Central Park Ave @ Kohl Shopping Ctr
Central Park Ave @ Crisfield St
Central Park Ave @ Roxbury Dr
Central Park Ave @ Alta Vista Dr
Central Park Ave @ Chester Dr
Central Park Ave @ Verona Ave
Central Park Ave @ Northrup Ave
Central Park Ave @ Melrose Ave
Central Park Ave @ Underhill St
Central Park Ave @ Balint Dr
Central Park Ave @ Sadore La
Central Park Ave @ Tuckahoe Rd
Central Park Ave @ Yonkers Library
Central Park Av @ Library Overpass
Central Park Ave @ Arlington St
Central Park Ave @ Palmer Rd
Central Park Ave @ Rutland Rd
Central Park Ave @ Midland Ave
Cross County Shopping Ctr
Central Park Ave @ Mildred Ave
Central Park Ave @ Mile Square Rd
Central Park Ave @ Kettell Ave
Central Park Ave @ Yonkers Ave
Central Park Ave @ Clark St
Central Av @ Hillview Res Overpass
Central Park Ave @ Hall Pl
Central Park Ave @ Huntington Dr
Central Park Ave @ McLean Ave
Central Park Ave @ Delano Ave
Jerome Ave @ E 233rd St
Jerome Ave @ Bainbridge Ave
(Woodlawn Subway Station)
Jerome Ave @ E Gun Hill Rd
Jerome Ave @ E Mosholu Pkwy
Jerome Ave @ Bedford Park Blvd
BRT Concepts for Central Avenue
Operating Solutions

Daily service

10-15 minute headways

Only 25 BRT stations on BRT route (71 local stops).

Free transfers between BRT and local buses. Existing free transfers to
NYCT subways and buses remain.
Potential BRT and Local Route 20 Service
Supp.
BRT
BRT
Route 20
BRT Concepts for Central Avenue
ITS Treatments
 Traffic Signal Priority at
most intersections
 Queue Jumpers at
selected intersections that
are wide enough for a
queue jump lane
BRT Concepts for Central Avenue
Preferential Roadway Treatments
 Exclusive lanes for BRT
and other Bee-Line buses
on Central Avenue
Rendering of proposed exclusive lane at Ft. Hill
Road in Yonkers
BRT Concepts for Central Avenue
Stations

Attractive stations with
customer amenities

Provide both shelter and
information to customers

Low floor boarding

Off board fare collection

Real time arrival signs

Branding at stations and on
vehicles
Rendering of proposed BRT station at Fort Hill
Road
BRT Travel Time Savings
 Limited stops
 Headway based dispatching
 Transit priority (transit signal priority, queue jumpers, BRT
lanes)
 Prepaid boarding (POP, all-door)
 In-line station at Cross County Shopping Center
Potential Time Savings Weekdays Southbound direction
Time savings category
Low
Midpoint
High
Limited stop operation (fewer bus stops compared to Route 20)
3.00
6.00
9.00
Headway based dispatching (no intermediate timepoints)
1.00
2.00
3.00
Pre-paid, POP fare collection, all door boarding, level boarding
5.00
6.50
8.00
Transit priority: BRT lanes, queue jumpers, traffic signal priority
2.00
4.25
6.50
In-line Cross County Station - more direct Cross County shopping center routing –
Southbound direction time savings
7.00
8.25
10.50
Time savings with In-line Cross County Station
18.00
27.00
37.00
Current Route 20 travel time:
63.00
75.50
88.00
BRT travel time:
45.00
48.50
51.00
28.57%
35.76%
42.05%
% time savings
Transit Oriented Development
 A land use strategy to create compact, walkable communities centered
around transit systems that reduce dependence on auto travel, create
more human scale environments and more livable communities.
 Relationship of TODs to bus systems not as widely documented as rail
but domestic and international examples exist:
– Pittsburgh, Boston, Los Angeles
– Ottawa, Curitiba , Bogata, Brisbane
 Community incentives to promote TOD:
– Land use plans, policies, zoning
– Capital improvements
– Density bonuses
– Tax incentives
– Streamlined development process
 Community support critical – traffic engineers and land use planners on
study Steering Committee.
 Full BRT treatment will have the greatest presence and the most
potential to create land use changes
TOD Solution – Former Barnes & Noble Site
Original Carvel Store
TOD Solution – Former Barnes & Noble Site
 Physical and visual tie into BRT station
at Hartsdale Ave
 Mixed use residential, office and retail
 Streetscape improvements
 Shared parking and possible
park & ride
TOD Solution – Former Yonkers Avenue
Parking Garage
 7 acre vacant site
 Currently used for parking
TOD Solution – Former Yonkers Avenue Parking Garage

Mixed use hotel and retail

Destination in its own right

Animated plaza

Improved streetscapes - sidewalks, street
trees, seating areas

Shared parking and possible park & ride
Park and Ride Locations
N
Sample TOD Overlay Zone – Major Components
 Apartments/townhouses – minimum 7 dwelling
units per acre
 Mixed uses w/ground floor retail
 Maximum parking requirements, shared parking,
parking at rear of buildings
 Form based codes emphasizing visual aspect of
development
 Limited setbacks
 Building heights to encourage density but sensitive
to the context of the surrounding area
 Sidewalks, bike racks, streetscapes
 Design guidelines for building facades
 Minimize curb cuts
Preliminary Capital Cost Estimates (2008 Dollars)
Phase 1 < 1 Year
Phase 2 - <
3 Years
Phase 3 3-6 Years
Phase 4 6+ Years
ITEM
Additional service to Yonkers Raceway and CCSC
$0
Additional Free Transfer between Routes 20 & 21
$0
Implement transit signal priority
$1.50 M
Implement queue jumpers
$0
Install bus lanes at specified locations
$2.00 M
Open mini Park & Ride lots along corridor
$0
Initial BRT branding
$0.15M
New planning principles (guidelines) along corridor
$0.25M
Implement headway-based dispatching
$0
Install BRT stations with level boarding
$1.70M
Activate real-time message signs
$0.64M
Install interim Proof-of-Payment fare collection
$9.50M
BRT vehicles to replace 2002 vintage buses
$6.80M
Construct CCSC In-Line station
$10.00M
Full BRT branding roll out
$0.25M
Complementary TOD along corridor
$0
Implement smart card Proof-of-Payment fare collection
Total Capital
TBD
$0
$3.90M
$11.84M
$17.05M
Phasing
< 1 year
Additional service to Raceway and CCSC
●
Additional free transfer between Route 20 & 21
●
<3
years
3-6
years
6+
years
Depend. on
other
entities
Implement transit signal priority
●
●
Implement queue jumpers
●
●
Install bus lanes at specified locations
●
●
Open mini Park & Ride lots along corridor
●
●
Initial BRT branding
●
New planning principles (guidelines) along corridor
●
Implement headway based dispatching
●
●
Install BRT stations with level boarding
●
Activate real time message signs
●
Install interim Proof of Payment fare collection
●
BRT vehicles to replace 2002 vintage buses
●
Construct CCSC In Line station
●
Full BRT branding roll out
●
Complementary TOD along corridor
●
Implement smart card Proof of Payment
●
●
●
BRT - Conclusion
 BRT is an effective strategy to improve transit
on Central Avenue
 BRT could offer travel time savings of 16 to
37 minutes one way (25-35%)
 With BRT, ridership in corridor could
increase 35%
 BRT can help change Westchester
County’s perception of bus travel
Current Status/Next Steps
 Final report completed June 2009
(www.westchestergov.com/transportation)
 Implementation in progress - Transit Signal Priority
 Work with communities on promoting land use changes
– Greenburgh in progress