Adam Weber

Same here! Denver was great, super excited to attend this year again

Concerns about traffic congestion ending the project when it’s at *a literal train station*

Can the state just like eminent domain a few properties adjacent to all train stations and build proper TOD

screenshot of CTDOT’s post highlighting norwalk’s wall st project, with a rendering of a brick and metal archway over a street with door zone bike lanes

screenshot of a plan view rendering of wall st showing painted door zone bike lanes, a bike lane between a left turn and right turn lane, and a green painted bike box

gaze in awe at the new archway as you get doored in a painted bike lane before sandwiching yourself into the turn lane gauntlet

(sorry but there is no excuse for 2010’s street design when even the MUTCD knows what protected bike lanes & intersections are now)

construction site at State & Court, from closest to furthest is a rectangular concrete foundation with conduit stubs for a new signal cabinet, a square handhole which is a junction point for conduit, and a circular foundation with bolts on top

construction site at State & Elm showing a new circular concrete signal mast arm foundation, with a handhole and new underground conduit being laid in the background

February has seen the installation of many traffic signal foundations on State St. The circular ones are for mast arms and go about 13’ deep. These are mainly for the new signals facing the northbound lanes. Expect to see new steel poles in the air starting sometime in April

Am i correct in assuming that there is a “may not” or similar before all these provisions

just discovered this new musical artist called “olivia rodrigo.” i quite enjoy her songs. i think she might make it big someday!

bad bunny? how about good bunny?

listen not every post will be a slam dunk

i have it on good authority that whitney ave in hamden from the new haven town line up to town hall will be getting a 4-3 road diet, as repaving is set to happen as early as this year and CTDOT is in support of the change

things to think about:

- i’m a fan of center bus lanes and would like to see more, but understand DOT wants both local & brt to use the lanes and local still needs curb stops
- TSP is conditional only for late buses
- can we get onboard bus lane enforcement cameras? legislation needed

things i am excited about in general:

- raised intersections and bumpouts everywhere
- transit signal priority
- road diets
- bike connections around edgewood park and edgewood ave to the green along elm st
- offboard fare payment

things i am excited about specifically (obviously better bus service is #1):

- fixing the broadway intersection and building the “judges’ circle”
- expanded broadway plaza
- dixwell/munson peanut
- elm st contraflow bus lane
- church st center running bus lanes
- grand/ferry roundabout

overview photo of the new haven public hearing room, attendees watch a presenter and slideshow and tables and easels are filled with concept plans

the first public meeting for the Move New Haven BRT project (including hamden and west haven)

BIG roll plans of street concepts all over the room to peruse

nearly empty produce section

stop & shop, 6am

sbarro

my favorite comment from the meeting (which got picked up by the new haven independent article) was someone claiming that it was “offensive to the neighborhood” to say that “so few vehicles” use the bridge

400 ADT *is* technically very few compared to 8300 ADT on parallel Grand Ave. close it

Yes a full replacement, it’s in conjunction with lengthening the station platforms and providing a new stair/elevator from the bridge to the platform, so it needs a brand new structure to eliminate piers in the railbed and raise track clearance

Planned to start construction next year if all goes to the DOT’s schedule

public meeting room, presenting slides on court st bridge between state st and artizan st over the railroad in new haven

At the first public meeting for the replacement of the Court St bridge over State St Station into a pedestrian/bike only bridge, which is super exciting! The designers say almost double the number of pedestrians use the bridge daily compared to cars (800 vs 400)

Final note: as New Haven in collaboration with CTDOT and its consultants continue designing our BRT, I hope to see center running lanes and physically separated lanes as the default alternative. Knowing how drivers will park in any available curb space they find, curbside bus lanes are not ideal.

Reports referenced in the thread:

Van Ness Ave: www.sfmta.com/media/41987/...
Geary Blvd: www.sfmta.com/media/42845/...

Overall, when looking to make a true investment in bus lanes, center running should be the default, especially in dense areas with lots of curbside activity. Curb running bus lanes present too many points of failure (parking, mixing traffic, tougher signal separation) to be a quality final product.

Curbside/offset bus lanes are likely fine for a quick build situation, where you want to provide a dedicated bus lane with some simple paint and signing changes only. But cities should be prepared to deploy additional enforcement, as even one car parked in the bus lane will render it useless.

Given this data, I conclude that center running bus lanes are the most effective type for both bus operations and overall street safety. They require more capital construction, but produce a high quality, reliable, self enforcing end result by removing buses from typical downtown curbside conflicts.

Ridership - both corridors were built in the covid era, so ridership data was presented as a percentage of pre-covid recovery:

Van Ness - 103% recovery, with added challenge of an overlapping van ness route being suspended
Geary - 67% recovery on both the local and rapid routes

Collisions - looking at both overall collisions and transit related collisions:

Van Ness - overall crashes down 33%, transit crashes down 82%
Geary - overall crash rate unchanged/negligible, transit crashes down 50%

Transit lane compliance - how often are passenger vehicles breaking the law by entering the bus lanes:

Van Ness - SFMTA does not provide data, likely because center bus lanes cannot be parked in / are median separated and highly discourage it
Geary - 47% reduction after painting bus lanes red

Reliability - how consistent are the arrival times, which is a function of other traffic & signals delaying the buses:

Van Ness - 45% reduction in variability inbound, 24% outbound
Geary - 24-37% reduction eastbound, 7-11% westbound

Now to the SFMTA reports - first up, travel time savings, which is a huge component of providing dedicated bus lanes in the first place:

Van Ness - 26% reduction in travel time outbound, 36% inbound
Geary - 3-7% reduction eastbound, 11-18% westbound