In late June, the New York City Department of Transportation and the MTA returned to Queens for a second round of workshops to solicit ideas for the Woodhaven Boulevard Select Bus Service (SBS) route — the first of its kind for the borough. Residents and community groups gathered for a design charrette to submit their visions for a transformed Woodhaven Boulevard. Amid some concerns, participants were eager to share their ideas on how to speed up bus service, ease congestion, and improve walkability along the corridor.

Most workshop participants agreed that something needs to be done to relieve the infamously congested and dangerous corridor. At the first meeting back in April, participants discussed how and where they live, work and play along Woodhaven and Cross Bay Boulevards, as well as their choices of and experiences with various commute modes. The feedback revealed local concerns including very slow and unreliable buses, dangerous and difficult pedestrian crossings, and traffic congestion.

During last week’s design charrette, participants engaged in a streetscape redesign envisioning process using elements of SBS and bus rapid transit (BRT) — similar to what MTR envisioned — as well as complete streets elements. The room was abuzz with a mix of proponents for big and bold ideas; others who were open to SBS, and even full-fledged BRT, but with some reservations about how SBS might affect congestion, parking and local bus service; as well as those who were seemingly opposed to any changes to the status quo.

Since city-wide SBS routes currently in service show that these concerns do not necessarily materialize, MTR decided to take a stab at addressing some of these concerns:

Myth: A dedicated bus lane will increase traffic congestion and cause spillover traffic onto parallel streets.

Fact:  SBS can lead to more efficient and safer traffic flow. The dedicated bus lane on Hylan Boulevard reduced friction caused when traffic weaves in and out of the curb lane by isolating traffic turning right onto intersecting streets and driveways, in addition to installing left turn bays. In this manner, turning vehicles are removed from main travel lanes, thereby improving efficiency those lanes.

On Staten Island’s S79 SBS route, traffic volume decreased by 10-20 percent on Hylan Boulevard and on the parallel corridor of Father Capodonno Boulveard.

Myth:  Local bus service on Woodhaven and Cross Bay Boulevards will deteriorate and/or become overcrowded.

Fact: Although the new route will replace the limited Q52 and Q53 bus routes, the local Q11 and Q21 routes will likely be boosted by the new service, as SBS compliments and often improves existing bus service. On Staten Island’s S79 bus route, frequency and service were increased on the underlying local routes S59 and S78. In addition, “third leg” transfers were offered to riders who start their trip using a local bus, transfer to the S79 SBS and then connect to a bus or subway in Brooklyn.

Myth: Parking will be lost.

Fact: The net number of parking spaces will likely not change. Offset bus lanes, which are slated for implementation by this fall between Eliot and Metropolitan Avenues, make parking at the curb possible. Curbside bus lanes (also scheduled to be installed, approaching Rockaway Boulevard) may remove on street parking, but those spaces can be relocated onto nearby side streets. On the Fordham Road Bx12 SBS route, metered parking spaces were added on side streets.

Still not convinced? Read more debunked myths and learn about the many other benefits of SBS on our SBS Factsheet.

Though the Woodhaven Boulevard project still has a long way to go, this workshop provided an opportunity for all perspectives to gather and to discuss, engage and educate. The NYCDOT and MTA Bus Company will be developing designs throughout the summer, and the agencies plan to host meetings to present draft plans and solicit more community input throughout this fall.