New Method Pinpoints Top Bus Rapid Transit Corridors

Experts Propose Data-Driven Approach Over Guesswork

A refined strategy for identifying optimal Bus Rapid Transit (BRT) routes is emerging, moving beyond political influence and gut feelings. International bus specialists have unveiled a comprehensive analysis method designed to maximize benefits for commuters and the city.

An Objective Blueprint for Better Buses

New York-based experts Annie Weinstock and Walter Hook have developed a framework that considers multiple factors beyond just bus speed for establishing BRT corridors. Their analysis emphasizes a holistic view, urging the city to evaluate:

• Overall corridor ridership potential.
• Connectivity to existing high-ridership bus lines.
• Road width suitability for BRT and capacity of alternate routes for rerouted traffic.
• Service impact on low-income communities.
• BRT’s role in complementing current subway service.
• Projected time savings for transit users.
• The nature of existing bus routes, favoring those with limited stops or dedicated lanes.

This systematic evaluation, presented transparently, aims to provide a solid foundation for BRT planning, countering arbitrary decisions or community pressure.

“I think this helps an administration to go into a political discussion armed with technical facts that it can respond to community input,” said Hook, whose prior analysis with Weinstock examined the results of every bus priority measure that the city and MTA had introduced in the last 15 years. “This gives the administration a basis to sort of go into a community and say, ‘Well, our analysis shows that what would bring the highest amount of benefit to any community in the city.’ Or with electeds: ‘You guys can decide you don’t want this in your neighborhood, but the benefits would be gigantic.’”

The experts believe a visible, technical approach can also deter favoritism in project selection. Hook noted that such data can empower advocates to challenge potentially biased decisions, preventing projects from being prioritized based on developer interests rather than public good.

125th Street Emerges as a Top BRT Candidate

The analysis highlights 125th Street in Harlem as a prime candidate for BRT implementation. With the Second Avenue subway’s Phase Two still years away, upgrading this crosstown route could offer subway-like service much sooner and at a lower cost.

“That subway isn’t going to be built for many, many, many years. And in all of the years we’re waiting for that subway to be built, people will be stuck on the bus in traffic. So if we could build a BRT now, if it lasts for the 20 or 30 years that it takes to build that subway, that would be great,” said Weinstock. “It might also be that it’s serving that population so well that we’ll find that a subway isn’t needed there, but in any case, the need is there now.”

Hook added that BRT on 125th Street would benefit riders using the M60 bus to LaGuardia Airport and improve travel times for other local routes, particularly through a notoriously congested corridor. The study identified a total of 19 corridors suitable for robust BRT systems, significantly more than many cities nationwide.

Challenges Ahead for BRT Expansion

Despite the clear benefits, implementing international-style BRT may face hurdles. The MTA has shown limited initiative in large-scale bus service enhancements since 2018, and inter-agency collaboration has become more strained under the current administration, which has previously halted or abandoned bus improvement projects.

MTA Chairman and CEO Janno Lieber expressed openness to faster bus service, stating, “We’re always going to look at solutions that are more ambitious, obviously [this is] not funded in the capital plan, but we’re going to look at the range of solutions that are available to have faster bus service.” He emphasized prioritizing existing legal strategies and noted that any new initiatives would require city partnership.

A spokesperson for the Department of Transportation indicated the agency would review the report, while claiming progress in speeding up buses. However, average bus speeds have remained stagnant at 8 miles per hour for the past seven years, according to a 2024 report by the Transit Center (Transit Center 2024).