Last night, TSTC received notice that an invitation to the February 16th Tappan Zee Hudson River Crossing Project stakeholders meeting “was sent in error.” A follow-up call to the New York State Department of Transportation revealed that the meeting has been canceled. Invitations to the stakeholder meeting were sent on January [...]]]>

Last night, TSTC received notice that an invitation to the February 16th Tappan Zee Hudson River Crossing Project stakeholders meeting “was sent in error.” A follow-up call to the New York State Department of Transportation revealed that the meeting has been canceled. Invitations to the stakeholder meeting were sent on January 24th. It’s unclear why it took the state two weeks to realize its mistake.

The letter clarified that the state had intended to invite us to the public hearings for the project, which are scheduled for February 28 and March 1.

Throughout the Tappan Zee Bridge project’s history, stakeholder meetings have been held prior to public meetings for those with more detailed questions and concerns about the project. For example, advocates want to know why bus rapid transit cost estimates increased so dramatically in the draft environmental impact statement (DEIS), why the state did not evaluate a range of alternatives (as required by NEPA), and how the state plans to follow through on its promise to build transit at a later date. None of these questions are likely to be answered at a public hearing.

State officials insist that this was an honest mistake, but the cancellation certainly does not instill confidence in the agencies in charge of this $5 billion project.

For more information on the Tappan Zee project, visit www.brtonthebridge.org.

The release is reproduced below, and there is also a .pdf available here.

TSTC’s preliminary review has found a number of issues with the draft environmental impact statement (DEIS) for the Tappan Zee Bridge replacement project. Among them are:

The [...]]]> TSTC has released preliminary comments on the Tappan Zee replacement project’s draft environmental impact statement (DEIS).

The release is reproduced below, and there is also a .pdf available here.

TSTC’s preliminary review has found a number of issues with the draft environmental impact statement (DEIS) for the Tappan Zee Bridge replacement project. Among them are:

The state has not fully examined all possible alternatives for the project. During the October scoping hearings, there was a clear call for public transit on the bridge, but the DEIS does not address it.

Despite a consensus among Lower Hudson residents that bus rapid transit (BRT) would solve the region’s congestion problems, the DEIS does not plan to include it.

The DEIS suggests that the bridge replacement will have no negative air quality impact. TSTC regards this projection with skepticism, since previous environmental documents have said that public transportation was necessary to address congestion and pollution in the Hudson Valley.

The DEIS claims that the new bridge is in compliance with New York’s Smart Growth Public Infrastructure Policy Act, a piece of legislation that requires infrastructure projectsto incorporate sustainability measures and plan for the future. In particular, projects must “encourage and allow for greater public transportation options with the goal of reducing automobile usage.” In the case of the Tappan Zee Bridge, this requirement is unmet.

The document ignores the economic benefits of building public transit. We maintain that a BRT system in the I-287 corridor would create jobs now and in the future.

There is still no financial plan for the project.

TSTC reminds New Yorkers that the public conversation is not over yet: there are public meetings on February 28 and March 1. We also invite people to visit our website, brtonthebridge.org, to learn more about the need for a 21st century bridge.

TSTC will release a more complete assessment of the DEIS next week.

Buses across the Tappan Zee run infrequently, even at rush hour. Photo: Dani Simons

Even if Westchester’s transportation infrastructure is set up to funnel workers into New York City, more than 70% of commuters traveling across the Tappan Zee are on their way to jobs in the suburbs. Westchester residents [...]]]>  

Buses across the Tappan Zee run infrequently, even at rush hour. Photo: Dani Simons

Even if Westchester’s transportation infrastructure is set up to funnel workers into New York City, more than 70% of commuters traveling across the Tappan Zee are on their way to jobs in the suburbs. Westchester residents work in Nyack, people from Orange go to jobs in White Plains.

As an MTR reader, you might wonder why more of these folks don’t just leave their cars at home and take transit between counties. I decided to find out for myself.

On an early morning in December, I made my way to the White Plains TransCenter, where thousands of commuters transfer between local and regional buses and Metro North. The Metro-North side of the center pulses to the beat of the train schedule. One moment, it’s completely still, and the next, it’s choreographed chaos, each commuter seeming to know exactly how long it will take them to buy coffee, walk up the stairs, and catch the train before the doors close.

Waiting to get on the bus. Photo: Dani Simons

Metro-North is great if you’re going north-south, but my goal was to go cross-county, east-west, so I headed over to the bus terminal side. There, I found myself not dancing but rather racing around to different stops, frantically reading signs posted by the various bus operators, to figure out the departure time and locations of each service provider. There’s no real-time bus departure information display, as there are in many other cities, which can help put passengers at ease, and also enable multiple bus companies to use the same stops.

Once I got my bearings, I found that I could take the OWL or the Tappan Zee Express across the bridge. The TPZ Express runs three eastbound buses across the bridge during the morning rush, and the OWL offers five more options. Luckily, I made my bus—if you mistime your commute, you’re liable to wait half an hour or more. Traffic, an uncooperative child, or a surprise phone call could be enough to make you miss your bus and start your day behind. If your boss needs you to stay a little late, you might be stuck for an extra hour at the TransCenter.

As I waited for my bus, I watched long lines of people queue up for arriving buses, waiting to pay their fare or flash their pass. I thought about how pre-board fare collection (as the MTA is starting to use in New York City on Select Bus Service routes) could speed things up.

After I got on board, my trip across was actually quite pleasant. It was getting to the transit center, figuring out where and when to catch the TPZ Express, when it would leave, and when I could get back that was 90% of the battle. Most days, the traffic is much worse, and unless you happen to work at the Palisades Center Stores, it’s likely that you’ll still have to transfer to another bus or walk a decent stretch to reach your final destination. And your boss is probably already waiting there.

Not only do today’s cross-country transit options often take longer than driving, they’re also more expensive. The TPZ Express will run you $3 each way, and though frequent riders can get discounts, even this is more expensive than paying the toll on the Tappan Zee Bridge.

With conditions like these, it’s no wonder that nearly 8% of commuter trips within Westchester County are by transit, but only 1.4% of cross-county trips are.

Employment growth in the three counties closest to the Tappan Zee is projected to grow by between 19-35% by 2025. Unless there is a better transit option, this means more cars on the road, more traffic congestion and a decreased quality of life for commuters and bystanders alike. And congestion will ultimately threaten this region’s growth.

Click here to read more about the proposals for Bus Rapid Transit on the Tappan Zee and ask the Governor to Restore Transit to the Tappan Zee plans.

Dani Simons is a sustainable transportation advocate working in the tri-state area.

At yesterday’s Senate confirmation hearings, MTA Chief Joseph Lhota got most of the press, but Thomas Madison, the Thruway Authority’s newly-confirmed Executive Director, said something newsworthy as well.

“At this moment in time, we don’t have the legal statutory allowance in New York State to do public-private partnership as they are technically [...]]]>

photo: rockinfree

At yesterday’s Senate confirmation hearings, MTA Chief Joseph Lhota got most of the press, but Thomas Madison, the Thruway Authority’s newly-confirmed Executive Director, said something newsworthy as well.

“At this moment in time, we don’t have the legal statutory allowance in New York State to do public-private partnership as they are technically defined in transportation projects,” Madison said. “So right now, the plan is that the Tappan Zee Bridge will be a publicly financed project.”

This is the first time since Governor Cuomo’s October announcement of fast-tracked Tappan Zee plans that New York has said the bridge will be paid for with public dollars. In his State of the State speech, Governor Cuomo advocated for public-private partnerships to repair New York’s infrastructure, but Streetsblog reports that the legislature would have to sanction the novel financing mechanism if it were to be used in the Tappan Zee project.

TSTC opposed the removal of bus rapid transit from the bridge plans and is urging New York to replace it.

Over the weekend, The Journal News published a smart editorial that urged Albany and Washington to think seriously about their stated desire to build the new Tappan Zee without bus rapid transit (BRT). The article, which responded to a coalition statement released by TSTC and others, reminded officials that the bridge [...]]]>

Photo: Alex Bellink

Over the weekend, The Journal News published a smart editorial that urged Albany and Washington to think seriously about their stated desire to build the new Tappan Zee without bus rapid transit (BRT). The article, which responded to a coalition statement released by TSTC and others, reminded officials that the bridge has no financing at present and pointed out that time remains for Governor Cuomo to amend his fast-tracked plan.

…policymakers still have ample opportunity to consider what 11 elected representatives said in their statement, and what scores have stated at some 280 public hearings: “… the Tappan Zee Bridge must be replaced, but . . . a bridge without public transportation would gridlock the Hudson Valley’s economy and do nothing to prevent rising traffic congestion and air pollution.”

Earlier today, a group of elected officials and advocacy organizations (including TSTC) banded together to demand that bus rapid transit (BRT) be incorporated in the state’s plans to rebuild the Tappan Zee Bridge.

The statement also pointed out the decade-long public debate that lead to general agreement on BRT’s importance [...]]]>

Photo: Doug Kerr

Earlier today, a group of elected officials and advocacy organizations (including TSTC) banded together to demand that bus rapid transit (BRT) be incorporated in the state’s plans to rebuild the Tappan Zee Bridge.

The statement also pointed out the decade-long public debate that lead to general agreement on BRT’s importance to the Lower Hudson Valley. The proposed BRT line, according to state estimates, would move 50,000 people through the Tappan Zee/I-287 corridor every day, and a proposed rail line to New York City would attract 29,000 riders per day.

To read the coalition’s full statement, click here. Below is a full list of signatories:

Senator David Carlucci (38th District)
Senator Andrea Stewart­Cousins (35th District)
Assemblyman Thomas Abinanti (92nd District)
Assemblywoman Amy Paulin (88th District)
Assemblyman Kenneth Zebrowski (94th District)
Westchester County Executive Robert Astorino
Rockland County Executive C. Scott Vanderhoef
Greenburgh Town Supervisor Paul Feiner
Tarrytown Mayor Drew Fixell
Nyack Mayor Richard Kavesh
Elmsford Mayor Robert Williams
Amalgamated Transit Union
Bike Walk Alliance of Westchester & Putnam
Community Voices Heard
Empire State Future
Environmental Advocates of New York
Environmental Defense
Fund Federated Conservationists of Westchester Count
Good Jobs New York
League of Women Voters of New York State
MTA Labor Coalition
Natural Resources Defense Council
New York Bicycling Coalition
New York State Transportation Equity Alliance
New York League of Conservation Voters
NYPIRG
Transportation Alternatives
Tri­State Transportation Campaign

On Friday, the New York Metropolitan Transportation Council (NYMTC) announced a request for $18.6 million in federal transportation funds to begin preliminary engineering work on the Tappan Zee Bridge project.

The amendment to the [...]]]>

Governor Cuomo and NYMTC still have the opportunity to make transit part of the Tappan Zee project. Photo: Patja

On Friday, the New York Metropolitan Transportation Council (NYMTC) announced a request for $18.6 million in federal transportation funds to begin preliminary engineering work on the Tappan Zee Bridge project.

The amendment to the downstate New York Transportation Improvement Program (TIP)—the basic blueprint for downstate transportation spending—would “program funding for preliminary engineering work for the Tappan Zee Hudson River Crossing Project in Westchester and Rockland counties to include steel pile procurement, installation, testing and removal.” The plan calls for $18.6 million in federal “Interstate Maintenance” support.

This means that the project is moving forward despite the elimination of public transportation, which the County Executives of Westchester and Rockland originally wanted on the bridge. Officially, the project is in the first phase of the environmental review, but there’s clearly a lot going on behind closed doors.

In order for the amendment to make it onto the TIP (and thereby get federal funding), there must be a consensus among the voting members of NYMTC. Although the NYMTC typically approves all of its members’ proposals, council members have previously vetoed particularly objectionable plans.

A public comment period runs from Dec. 12-21. Those interested in seeing changes to the project should contact Governor Cuomo and their local elected officials.

In October, Governor Cuomo announced plans to “fast track” the Tappan Zee Bridge’s reconstruction. But amidst all the hurry, something fell by the wayside: the planned bus rapid transit (BRT) line that was to run from Suffern to Port Chester. In a Journal News op-ed yesterday, TSTC’s Executive Director, Kate [...]]]>

Photo by Brett Weinstein

As Hudson Valley and regional elected officials, civic leaders, and citizens have weighed in on the new plans for the Tappan Zee project, the media has done an extensive and accurate job [...]]]>

The bus rapid transit system planned for the Tappan Zee Bridge corridor would not add $10+ billion to the project's cost.

As Hudson Valley and regional elected officials, civic leaders, and citizens have weighed in on the new plans for the Tappan Zee project, the media has done an extensive and accurate job reporting on the broad, vocal support for public transit. However, one piece of commonly reported information is worth a closer look: The claim that transit “could add $10 to $15 billion to the cost of the project,” or that “transit could drive the project cost up to $21 billion.”  This phrasing glides over the fact that a cross-corridor bus rapid transit system, which had been planned to open simultaneously with the bridge, would cost much less — about 90% less, in fact.

The “$10 to $15 billion” figure combines the State DOT’s estimated costs for both a bus rapid transit system (from Suffern to Port Chester), and a commuter rail line connecting Rockland County and Grand Central Terminal. The bulk of that cost is for the rail system, which wouldn’t have been built until some future date. According to the agency’s 2009 “Transit Mode Selection Report,” the BRT portion of the project was estimated to cost $900 million to $2.5 billion, depending on how much heavy-duty infrastructure it included.

As Streetsblog’s Noah Kazis wrote earlier this week, saying that a $5.2 billion bridge replacement is affordable, but a $1 billion BRT system is not, is not an objective fact but a statement of the governor’s priorities: “‘Affordable,’ in this case, really just means ‘worth the cost.’  If Cuomo viewed building transit across the Tappan Zee as vital, transit might be ‘affordable’ as well.”

Given the public consensus that transit is vital, and the important economic and environmental benefits it would bring to the Hudson Valley, the Cuomo administration must find a way to make it work. For example, it may be worth taking a second look at the engineering to identify ways to reduce costs without compromising service.

So far, there’s no indication that the administration is interested in doing so. At an October public meeting at the Palisades Center in West Nyack, NYSDOT Commissioner Joan McDonald said a BRT system would cost “two billion to four billion dollars,” but hasn’t really explained how she came to this conclusion. McDonald also claimed that “We’re speeding up construction of the bridge, we’re not slowing down transit.” Given that the new project includes lacks the guarantee of transit the old project deemed necessary, that is simply false.

Image: Via NYSDOT.