Review of Co-op City Bus Service
Transcript of Review of Co-op City Bus Service
Review of Bus Service & Performance in
Co-op City with Recommendations for
Service Enhancements
,,,,
January 2014
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TABLE OF CONTENTS
EXECUTIVE SUMMARY 4
REVERT TO PRE-2010 SERVICE (NYCT & MTA BUS) 5 BX38 EXTENSION TO SECTION 5 (NYCT) 6 BX38 EXTENSION TO LEHMAN COLLEGE (NYCT) 6 BX29 EXTENSION TO SECTIONS 1-4 (NYCT) 6 MODIFICATION OF BX23 SERVICE PATTERN (MTA BUS) 6 IMPLEMENTATION OF A NEW BUS STOP ON Q50 LIMITED ROUTE (MTA BUS) 7 NEW LOCAL BUS STOP ON ASCH LOOP AT ADLER PLACE (NYCT & MTA BUS) 7 BX28 REROUTE INTO ASCH LOOP (NYCT) 7
INTRODUCTION 9
METHODOLOGY 9
CHARACTERISTICS OF CO-OP CITY 10
CURRENT BUS SERVICE & SCHEDULE 10
RECENT CHANGES TO CO-OP CITY SERVICE 13 HEADWAY CHANGES 16
QUALITY OF SERVICE 17
WAIT ASSESSMENT (WA) 18 ENROUTE ON-TIME PERFORMANCE (OTP) 19 BUS RELIABILITY 19 PASSENGER ENVIRONMENT SURVEY (PES) 19 LOADING GUIDELINES 20 BUS STOP FURNITURE 20 CUSTOMER COMMUNICATION 22 SUMMARY OF QUALITY OF SERVICE IN CO-OP CITY 22
MARKET SURVEY 23
DESTINATIONS 23 LOCATION OF RESIDENCE 25 TRIP PURPOSE 26 AGE GROUP 28 REGULAR USAGE 29 USAGE PRIOR TO 2010 30 SATISFACTION WITH CURRENT SERVICE 31
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EXPRESS BUS SURVEY 35
BUS FREQUENCY & RIDERSHIP 35
BUS BOARDING AND ALIGHTING ESTIMATION DEVELOPMENT 35 VALIDATION 36 ORIGINS AND DESTINATIONS OF CO-OP CITY RESIDENTS AND VISITORS 37 BOARDINGS AND ALIGHTINGS AT CO-OP CITY STOPS 40
ALTERNATIVES ANALYSIS 41
REVERT TO PRE-2010 SERVICE (NYCT & MTA BUS) 41 BX38 EXTENSION TO SECTION 5 (NYCT) 43 BX38 EXTENSION TO LEHMAN COLLEGE (NYCT) 43 BX29 EXTENSION TO SECTIONS 1-4 (NYCT) 44 MODIFICATION OF BX23 SERVICE PATTERN (MTA BUS) 46 NEW STOP ON Q50 LIMITED ROUTE AT DREISER LOOP (MTA BUS) 47 NEW LOCAL BUS STOP ON ASCH LOOP AT ADLER PLACE (NYCT & MTA BUS) 48 BX28 REROUTE INTO ASCH LOOP (NYCT) 49
RECOMMENDED SERVICE MODIFICATIONS 50
INCREASE IN TRIPS 50 RUNNING TIME MODIFICATIONS 51 ROUTE MODIFICATIONS 52 SUMMARY OF RECOMMENDED SERVICE CHANGES 53
NEXT STEPS 54
APPENDICES I
APPENDIX A – MARKET SURVEY I APPENDIX B – RIDERSHIP ANALYSIS MAPS II APPENDIX C – CO-OP CITY SITE PLAN III
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LIST OF TABLES TABLE 1 - BUS SERVICE FREQUENCY IMPROVEMENTS (SINCE 2010) 16 TABLE 2 - CHANGE IN WEEKDAY BUS HEADWAY IN MINUTES (2010 TO 2013) 17 TABLE 3 – WEEKDAY BUS PERFORMANCE AND PASSENGER ENVIRONMENT SUMMARY 18 TABLE 4 - BUS WAIT ASSESSMENT FOR CO-OP CITY ROUTES 18 TABLE 5 - BUS ON-TIME PERFORMANCE IN CO-OP CITY 19 TABLE 6 - PASSENGER ENVIRONMENT SURVEY 19 TABLE 7 - BUS STOP FURNITURE IN CO-OP CITY 21 TABLE 8 - RIDER SURVEY SUMMARY TABLE (WEEKDAYS) 32 TABLE 9 - RIDER SURVEY SUMMARY TABLE (SATURDAYS) 32 TABLE 10 - CO-OP CITY WEEKDAY BUS TRIP DISPERSION FROM AFC DATA 38 TABLE 11 - RECOMMENDED ADDITIONAL TRIPS 51
LIST OF FIGURES
FIGURE 1 - CURRENT (2013) CO-OP CITY BUS SERVICE 11 FIGURE 2 - BX23 SERVICE PATTERN 11 FIGURE 3 - NEW YORK CITY TRANSIT CO-OP CITY ROUTE CHANGES IMPLEMENTED IN 2010 13 FIGURE 4 - QBX1 ROUTE MAP (2010) 14 FIGURE 5 - BX23 ROUTE MAP (2013) 14 FIGURE 6 - Q50 ROUTE MAP (2013) 14 FIGURE 7 - CO-OP CITY BUS ROUTES (2010) 15 FIGURE 8 - CO-OP CITY BUS ROUTES (2013) 15 FIGURE 9 - RIDER SURVEY: DESTINATION (WEEKDAY RIDERS) 24 FIGURE 10 - RIDER SURVEY: DESTINATION (SATURDAY RIDERS) 24 FIGURE 11 - RIDER SURVEY: CO-OP CITY RESIDENCY STATUS (WEEKDAY RIDERS) 25 FIGURE 12 - RIDER SURVEY: CO-OP CITY RESIDENCY STATUS (SATURDAY RIDERS) 25 FIGURE 13 - RIDER SURVEY: HOME ZIP CODE (NON-CO-OP CITY) 26 FIGURE 14 - RIDER SURVEY: TRIP PURPOSE (WEEKDAY RIDERS) 27 FIGURE 15 - RIDER SURVEY: TRIP PURPOSE (SATURDAY RIDERS) 27 FIGURE 16 - RIDER SURVEY: AGE GROUP (WEEKDAY RIDERS) 28 FIGURE 17 - RIDER SURVEY: AGE GROUP (SATURDAY RIDERS) 28 FIGURE 18 - RIDER SURVEY: BUS USAGE DURING PAST WEEK (WEEKDAY RIDERS) 29 FIGURE 19 - RIDER SURVEY: BUS USAGE DURING PAST WEEK (SATURDAY RIDERS) 29 FIGURE 20 - RIDER SURVEY: DID YOU MAKE THIS TRIP PRIOR TO 2010 (WEEKDAY RIDERS) 30 FIGURE 21 - RIDER SURVEY: DID YOU MAKE THIS TRIP PRIOR TO 2010 (SATURDAY RIDERS) 30 FIGURE 22 - RIDER SURVEY: SATISFACTION WITH CURRENT SERVICE (WEEKDAY RIDERS) 31 FIGURE 23 - RIDER SURVEY: SATISFACTION WITH CURRENT SERVICE (SATURDAY RIDERS) 31 FIGURE 24 - RIDER SURVEY: SATISFACTION BY AGE GROUP 33 FIGURE 25 - RIDER SURVEY: SATISFACTION BY AREA 34 FIGURE 26 - RIDER SURVEY: SATISFACTION BY DESTINATION 34 FIGURE 27 - RIDER SURVEY: SATISFACTION BY TRIP PURPOSE 35 FIGURE 28 - SHORT BUS ROUTE VALIDATION (BX23) 37 FIGURE 29 - LONG BUS ROUTE VALIDATION (Q50) 37 FIGURE 30 - ALTERNATIVES ANALYSIS: REVERT TO 2010 (BX25/26) 42 FIGURE 31 - ALTERNATIVES ANALYSIS: REVERT TO 2010 (BX28) 42 FIGURE 32 - ALTERNATIVES ANALYSIS: BX38 EXTENSION TO SECTION 5 43 FIGURE 33 - ALTERNATIVES ANALYSIS: BX38 EXTENSION TO LEHMAN COLLEGE 44 FIGURE 34 - ALTERNATIVES ANALYSIS: BX29 EXTENSION TO SECTIONS 1-4 45 FIGURE 36 - ALTERNATIVES ANALYSIS: BX23 ALL-DAY CIRCULATOR 47 FIGURE 37 - ALTERNATIVES ANALYSIS: Q50 STOP AT DREISER LOOP 48 FIGURE 35 - ALTERNATIVES ANALYSIS: BX28 REROUTE INTO ASCH LOOP 50
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Executive Summary In June and September 2010, several service changes were made affecting the routing and frequency of
NYC Transit and MTA Bus Company bus service in Co-op City, Bronx. In response to community
requests, this study was undertaken in the fall of 2013 to assess current service and propose any
revisions or service changes.
This study utilized a large amount of archived MTA Bus Time data, integrated with Automatic Fare
Collection (AFC) data from Metrocards. The data were captured and analyzed to evaluate bus service,
performance, and ridership. This methodology provided service planners with a comprehensive dataset
based on 100% of actual data over a full month. A bus passenger interview survey was also conducted at
various stops throughout Co-op City that asked service-related questions to determine ridership trends
and satisfaction levels. The Co-op City Review of Bus Service and Performance study is the first large-
scale use of these data for planning purposes.
Key Findings:
The following findings resulted from this research:
Bus service in Co-op City is generally at or better than the MTA Board approved guideline levels
of service and generally exceeds the performance of buses throughout the Bronx; however, some
areas were identified for potential improvements and are included in the study recommendations.
Although many customers have adjusted to the bus route changes, some customer confusion
remains regarding the bus route patterns, which creates perceived long wait times and difficulties
in traveling between the northern and southern sections of Co-op City.
Many of the community requests that led to this study indicated that riders want a single bus
route that would connect all sections of Co-op City in the same way throughout the day. The
survey and ridership analyses show that the majority of bus riders are Co-op City residents
traveling to points outside of Co-op City for work and, secondarily, for shopping. These riders
are best served by bus routes that travel quickly out of Co-op City, without making circuitous
trips around all sections. Service options were considered to address the needs of intra-Co-op
City users without placing an undue burden on other riders.
A significant majority of survey respondents during all time periods reported that they were
satisfied or very satisfied with current service.
Although some people have stated that the 2010 service changes created two-fare zones and/or
additional transfers within Co-op City, there are actually no trips within Co-op City that cannot
be completed on a single bus, throughout the day, without transferring, except some trips to/from
Bay Plaza Mall, which also required a transfer prior to 2010.
The only two-fare trips that were created by the 2010 service changes are between northern Co-
op City and the 4 train (also accessible with a single fare via the 2 or 5 train), the Bx1/2,
Bx22 and Bx32. Approximately 20 people make this trip to the 4 train on an average weekday,
half of whom walk five blocks from the Bx38 to avoid the extra fare. Approximately 45 people
make the trip to one of the above bus routes on an average weekday.
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Changes Since 2010:
The following changes have been made to bus service in Co-op City since 2010 to improve service in
the area:
Bus Time implementation in late 2012, allowing customers to get information about how far the
next bus is from their stop;
Bx30 rerouted into Asch Loop in January 2012, reverting to its former routing to provide more
of a Co-op City circulator service;
Additional trips scheduled for several routes in 2011, 2012 and 2013 (Bx28/38, Bx30, Q50,
Bx12 SBS) to accommodate increased ridership;
Hours of service extended on Bx23 (Winter and Summer 2011) and Q50 (Winter 2011 and Fall
2012) to accommodate additional ridership;
Guide-a-Ride canisters with maps and schedules were installed for the first time at Bx23 and
Q50 stops in 2012, similar to those that were already present on the other Co-op City bus routes;
Bx23 Section 5 weekday PM peak period service reversed in Winter 2011 from clockwise to
counterclockwise in response to community requests; and
Distributed customer information brochure in 2012 providing detailed travel information for Co-
op City bus riders.
Routing Options:
This study considered several options for route changes based on rider impact, service coverage and
cost:
Revert to Pre-2010 Service (NYCT & MTA Bus) This option would include the following changes:
Discontinue Bx23, Bx38, Q50
Reinstate the QBx1 with two off-peak, five AM peak and three PM peak-period variants
Reinstate Bx25 peak direction service connecting Section 5 and Lehman College
Reroute Bx26 via Co-op City Boulevard, Dreiser Loop, and Baychester Avenue
Reroute Bx28 via Asch Loop, Co-op City Boulevard, Dreiser Loop, and Baychester Avenue
Benefits: Provides additional travel options for northern Co-op City
Drawbacks: Cuts off most direct service from Section 5 to points west of Co-op City, except briefly in
the peak direction only – greatly increases travel time for many travelers in return for small reductions in
waiting time for others; reinstates complicated QBx1 route with a total of ten variants and increases
travel times by 5 to 17 minutes depending on time of day and direction of travel; requires transfers from
one QBx1 to another QBx1 to access Queens from some points in Co-op City currently served by the
Q50; eliminates direct access to Bay Plaza Mall for many riders; very high cost; would require four
additional peak buses, which are not currently available
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Cost: >$2.0 million
Bx38 Extension to Section 5 (NYCT) This option would extend the Bx38 from its current eastern terminal in Bay Plaza Mall to Section 5 via
Bartow Avenue, Hutchinson River Parkway East, Boller Avenue, Earhart Lane, Hunter Avenue and
Erskine Place. An alternative that bypassed the mall was considered but rejected because a large number
of riders use the Bx38 to access the mall (approximately 400 per weekday).
Benefits: Connects all sections of Co-op City with one bus route at all times, including Bay Plaza Mall
Drawbacks: High cost to duplicate service provided by Bx23, Bx30, Q50; some stops in Bay Plaza Mall
would not be able to be served in both directions due to physical layout
Cost: Approximately $800,000
Bx38 Extension to Lehman College (NYCT) This option would extend the Bx38 from its current western terminal in Norwood to Lehman College
and the 4 train via Bainbridge Avenue and Bedford Park Boulevard.
Benefits: Provide single-seat ride from northern Co-op City to the 4 train and Lehman College
Drawbacks: High cost to benefit few riders
Cost: $500,000-600,000
Bx29 Extension to Sections 1-4 (NYCT) This option would extend the Bx29 from its current western terminal in Bay Plaza Mall to Sections 1-4
via Co-op City Boulevard, Dreiser Loop and Baychester Avenue.
Benefits: Connects most sections of Co-op City with one bus route at all times
Drawbacks: Reliability issues on City Island segment of route would impact, and be exacerbated by, this
extension; the current routing out of Section 5 serves Palmer Avenue and not Earhart Lane in Section 5;
high cost; some stops in Bay Plaza Mall would not be able to be served in both directions due to
physical layout
Cost: $500,000-600,000
Modification of Bx23 Service Pattern (MTA Bus) This option would modify Bx23 service to operate a uniform service pattern, serving all sections of Co-
op City at all times (both clockwise and counterclockwise). The weekday peak period variants would be
discontinued.
Benefits: Reduces confusion by streamlining route to follow a single variant at all times; provides
circulator service that connects all parts of Co-op City at all times
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Drawbacks: Eliminates direct peak-period access to Pelham Bay Park 6 station from Bellamy Loop
and Asch Loop
Cost: Approximately $180,000
Implementation of a New Bus Stop on Q50 Limited Route (MTA Bus) Provide a new Q50 limited stop on Co-op City Boulevard at Dreiser Loop East in both directions.
Benefits: Provide additional option for customers to travel between Section 5 and Dreiser Loop, in
addition to the Bx23 and Bx30, and provides Dreiser Loop residents with Q50 Limited access to Pelham
Bay Park 6 station and Flushing
Drawbacks: 8-10 parking spaces removed
Cost: Neutral
New Local Bus Stop on Asch Loop at Adler Place (NYCT & MTA Bus) This option would add a new stop on Asch Loop at Adler Place for all local routes in both directions -
Bx23, B26, Bx28 (if rerouted – see below), Bx30.
Benefits: Reduces walking distance for riders accessing Adler Place residences and Bartow Mall by
approximately 650 feet; new stop provides additional travel options for southwest Bellamy Loop
Drawbacks: Approximately 12-15 parking spaces would be removed (some would be replaced on
Bartow Avenue with the relocation of the Bx28 stop to Asch Loop)
Cost: Neutral
Bx28 Reroute into Asch Loop (NYCT) This option would reroute the Bx28 via Asch Loop and Co-op City Boulevard and install new stop on
Asch Loop at Adler Place.
Benefits: Provide additional option for customers travelling between Asch Loop and Section 5 and Gun
Hill Road; does not adversely impact customers and employees of Bartow Mall (with new stop)
Drawbacks: Minor impact on travel time of Bx28 service
Cost: Negligible
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Study Recommendations:
All of the aforementioned route extensions and modifications would benefit some riders, but some of the
changes would have significant costs and drawbacks that would negatively impact many other riders.
Based on the potential benefits, drawbacks and costs, the study recommends the following changes to be
implemented, dependent on budget and equipment constraints:
Modify Bx23 route pattern to operate one uniform service pattern all day, discontinuing the
current weekday peak period variants. With the elimination of the peak period variants, the Bx23
would travel in both directions along a single route path serving all sections of Co-op City and
the Pelham Bay Park 6 train station at all times during its scheduled service. This would help
eliminate passenger confusion. This change would increase the cost of the route by
approximately $180,000;
Install a new Q50 limited stop on Co-op City Boulevard at the eastern intersection with Dreiser
Loop in both directions to provide additional travel options for residents in the area;
Install a new local Bx23, Bx26, Bx28, Bx30 bus stop in both directions on Asch Loop at Adler
Place to provide improved access to Bartow Mall, Asch Loop and parts of Bellamy Loop;
Reroute Bx28 through Asch Loop in both directions to provide additional travel options between
Asch Loop and Section 5, Gun Hill Road, and points west. This change would be cost neutral
(this reroute is not recommended if the new stop on Asch Loop at Adler Place is not installed, as
described in the previous bullet);
Schedule additional trips for most routes that serve Co-op City to meet growing ridership, which
will incidentally reduce waiting time (Weekday service adjustments will be implemented on the
Bx12, Bx12 SBS, Bx26, Bx28/38, Bx29, Bx30 and Q50 in Spring 2014; Weekend data analysis
is currently underway, and if necessary, schedules will be adjusted for Fall 2014);
Continue to adjust scheduled running times on the Bx12, Bx12 SBS, Bx28/38, Bx29 and Bx30 to
improve schedule adherence;
Adjust scheduled running time on the BxM7 to improve schedule adherence (completed for
winter 2014); and
Distribute new customer information brochure, as in 2012.
This study analyzes the current state of Co-op City bus service and provides recommendations
accordingly. Future analysis will consider full build-out of Bay Plaza Shopping Center, and eventually,
the construction of a new Metro North Railroad station in the area. As completion of these future
projects becomes imminent, further analysis of the local bus routes serving the area will be conducted to
determine if additional service will be required to meet the needs of growing ridership tied to these
projects.
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Introduction Co-op City is a community of high-rise apartments located in northeastern Bronx. There is also a large
shopping center – Bay Plaza Mall – in addition to several other commercial developments throughout
the neighborhood. A dense and complex network of bus routes provides service throughout Co-op City
as well as connecting the neighborhood to several subway stations.
In 2010 and 2011, several service changes were made affecting the routing and frequency of bus service
in Co-op City. In response to community requests, this study was undertaken in the fall of 2013 to assess
current service and propose any revisions or service changes. Several aspects of bus service were
reviewed, including stop-by-stop and origin-destination ridership data, bus service patterns and
reliability, passenger environment, and rider satisfaction.
Co-op City is a multi-faceted community of students, workers, retirees and families, and as in any
community, the needs of all residents and visitors must be considered when planning the transportation
system. This report will show that while some members of the community are dissatisfied and
outspoken, they do not represent the majority of bus users who are generally satisfied with service. The
vast majority of bus riders are traveling to points outside of Co-op City and therefore are better served
by routes that quickly leave Co-op City without making circuitous trips around all sections of the
neighborhood. However, while there are many fewer trips occurring entirely within Co-op City than
elsewhere, that does not mean that the needs of these riders should be ignored. This report makes service
recommendations that will improve intra-Co-op City travel without placing an undue burden on extra-
Co-op City travel.
Methodology This study evaluates current Co-op City service and ridership using a large amount of data recently
made available with the deployment of new technologies and advanced algorithmic solutions. The
launch of MTA Bus Time for Bronx buses in 2012 provides real time automatic vehicle location
information for all equipped buses. These data are captured and stored to evaluate bus service,
performance, and ridership, supplementing the prior system of manual data sampling with traffic counts.
With the data captured from MTA Bus Time, wait assessment and on-time performance data are
captured. These metrics, along with service availability and passenger environment, were evaluated for
Co-op City routes to determine quality of service.
By merging MTA Bus Time GPS data with Automatic Fare Collection (AFC) data from Metrocards,
passenger boarding times and locations can be captured. Using a novel estimation procedure that tracks
the next system swipe of any Metrocard, alighting locations from buses or subways can be determined.
Using an algorithmic procedure to distribute and match passengers to observed boardings and alightings,
inferred origins and destinations of passengers are estimated for all trips. Manually observed traffic
counts are used to verify and validate the estimations. Using these data, adequacy of bus service to/from
and within Co-op City is evaluated.
A bus passenger interview survey was also conducted at bus stops throughout Co-op City that asked
service-related questions to determine ridership trends and satisfaction levels. On the weekdays of
September 16th, 24th, 26th, and October 1st, 2013, from 7:00 AM to 7:00 PM, 1,363 customers were
interviewed at stops throughout Co‐Op City. On the Saturdays of October 12th and October 15th, an
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additional 634 customers were interviewed. These samples were drawn in proportion to estimated
weekday ridership at each stop, during each time of day. The results of these surveys provided a view of
customer ridership needs and satisfaction.
Characteristics of Co-op City Co-op City is a neighborhood in eastern Bronx with a population of 35,475
1. It is bounded by the New
England Thruway to the west and north, the Hutchinson River to the east, and the Amtrak rail line to the
south. It consists of five primarily residential sections and three shopping centers, with additional
commercial and institutional facilities throughout. There are three distinct, contiguous areas.
Approximately 75% of the population live in the northern part of Co-op City (Sections 1-4), which is
encircled by a large loop of primary roadways – Co-op City Boulevard to the north and east, Baychester
Avenue to the west, and Bartow Avenue to the south – and accessed by several smaller internal loops.
The Bay Plaza Shopping Center, a large, regional shopping center currently undergoing expansion,
occupies the area south of Bartow Avenue to the Hutchinson River Parkway. Section 5, with the
remaining 25% of the population, is to the southeast of the Hutchinson River Parkway.
Co-op City is a Naturally Occurring Retirement Community (NORC), which is a community that was
not purpose-built as a retirement community but has come to have a large elderly population as people
have remained in their homes as they aged. While Co-op City is the largest NORC in New York City in
terms of total number of elderly persons, the percentage of the population which is elderly (18%) is the
fourth lowest of the 27 NORCs in the city, according to a study of NORCs in New York City2 produced
by the Urban Omnibus group in 2010. As such, Co-op City is not simply a retirement community, but a
vibrant community of students, workers, retirees and families.
Current Bus Service & Schedule Co-op City is currently served by several bus routes (Figure 1), including the Bx12 SBS, Bx26, Bx28,
Bx29, Bx30, and Bx38, operated by New York City Transit; and the Bx23, Q50 limited service to/from
Queens, and BxM7 express service to Manhattan operated by MTA Bus Company. The Bx12 SBS,
Bx23, Bx29, and Q50 provide connections to the 6 train at Pelham Bay Park. The Bx12 SBS, Bx26,
Bx28, Bx30, and Bx38 provide connections to the 25 and D trains. The Bx26 and Bx28 also provide
connections to the 4 train, however few Co-op City residents make these connections. The Q50
provides limited-stop service to Flushing, Queens. The BxM7 provides premium-fare express bus
service to Midtown Manhattan.
Sections 1-4 are served by the Bx23, Bx30, Bx38, Q50, BxM7 express, and at night, the Bx28. These
routes travel on Co-op City Boulevard, Baychester Avenue and all but the Q50 enter Dreiser Loop in the
north. Asch Loop in the south is served by the Bx23, Bx26, Bx30, BxM7 express, and at night, the
Bx28.
1 US Census Bureau 2010 Decennial Census
2 http://urbanomnibus.net/2010/03/norcs-in-nyc/
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Bay Plaza Shopping Center is served by the Bx12
SBS, Bx29 and Bx38, all of which terminate in the
shopping center. Although every other Co-op City
route stops on Bartow Avenue in front of the
shopping center, it is a long walk to most stores in
the center.
Section 5 is served by the Bx23, Bx26, Bx28,
Bx29, Q50, and BxM7 express. Several of these
routes terminate in Section 5. The BxM7 enters
Einstein Loop into Section 5, while the others
remain on Hutchinson River Parkway East and all
but the Bx29 travel along Earhart Lane and Erskine
Place.
Routes are primarily designed to serve both the
needs of passengers traveling within and around
Co-op City, as well as passengers traveling to other
destinations
via bus or
subway. In
2010 and
2011, several
service changes were made affecting the routing and frequency of
bus service in Co-op City. The following paragraphs describe
specific types of service in Co-op City.
Bx23 Circulator
The Bx23 exclusively serves Co-op City, acting as a circulator
route to take passengers between the different sections of Co-op
City as well as to/from the 6 train at Pelham Bay Park. The Bx23
replaced part of the former QBx1 route, which ran several variants
in different patterns prior to 2010. The QBx1 route was split into
the Bx23 and the Q50 Limited service to Flushing, Queens, in
2010 to simplify service.
The Bx23 operates in two directions along the loop through Co-op
City starting at the Pelham Bay Park station: clockwise (to Sections
1-4 first) and counterclockwise (to Section 5 first).
The route is currently organized in three variations (Figure 2 -
Bx23 Service Pattern): during off-peak service the full loop (black
line) is completed in both directions. During peak periods the loop
is divided into two smaller loops serving either Sections 1-4 or
Section 5 independently for faster and more frequent service
to/from the Pelham Bay Park station. Travel between Sections 1-4
Figure 1 - Current (2013) Co-op City Bus Service
Figure 2 - Bx23 Service Pattern
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and Section 5 of Co-op City must be completed on other routes during these times.
Service frequency is high during the peak hours: with a trip in either direction every 6-8 minutes. During
off-peak periods service is provided every 10-20 minutes during the shoulder periods and typically every
30 minutes other times. On weekends, service is provided every 30 minutes in each direction. Service
currently runs between 5:00 AM and 1:00 AM on weekdays and between 6:00 AM and 1:00 AM on
weekends.
Crosstown Service (Bx12 SBS, Bx26, Bx28, Bx30, Bx38)
Co-op City is also well connected to other parts of the Bronx. Crosstown service that terminates or
originates in Co-op City is provided by the Bx12 SBS, Bx26, Bx28, Bx30, and Bx38. The Bx29
provides service to/from City Island, via Pelham Bay Park. The Bx12 Select Bus Service (SBS) was
New York City’s first Bus Rapid Transit route, implemented in June 2008, providing service from the
Inwood neighborhood in Manhattan to Co-Op City via Pelham Bay Park. Since SBS was implemented
on Fordham Road, travel time has decreased 20%, from 58 minutes on the Bx12 Limited to 47 minutes
one way on Bx12 SBS. The Bx12 SBS serves Co-op City during the daytime, while the Bx12 Local
serves Co-op City overnight. Supplemental service is also provided during weekends between the
Pelham Bay Park station and Bay Plaza Mall.
In addition to crosstown service, most of the routes provide an alternative for internal travel in Co-op
City, particularly the Bx30, which loops from Section 5 around Sections 1-4 before continuing
crosstown. The Q50 Limited provides a similar function with an alternate pattern from Section 5, around
Sections 1-4, before connecting with the 6 train at Pelham Bay Park station and continuing onward to
Flushing, Queens.
Subway Access
Co-op City residents therefore have many options in addition to the Bx23 for travel within Co-op City
and connecting with the 6 train at Pelham Bay Park station: Bx12/Bx12-SBS, Bx29, and Q50. In
addition, the Bx28 and Bx38 connect with the 5 train at Gun Hill Road Station on the Dyre Avenue
Line, and the Bx28, Bx30, and Bx38 connect to the 25 trains at the Gun Hill Road Station at White
Plains Road, and the D train at Norwood-205 St. The Bx30 also provides close connections to the 5
train at the Eastchester Dyre Avenue and Baychester Avenue stations. The Bx26 connects with the 25
trains at Allerton Avenue, the BD trains at Bedford Park Boulevard, and the 4 train at Bedford Park
Boulevard-Lehman College. The Bx12 SBS connects with the 12456ABD trains along its
route on Pelham Parkway and Fordham Road across the Bronx, and West 207th
Street in Manhattan.
Express Service (BxM7)
Finally, the BxM7 provides express service between Co-op City and Manhattan. The BxM7 originates at
the northern end of Co-op City and makes stops within Co-op City before conitnuing express to
Manhattan and making drop-offs along 5th
Avenue. Some AM trips to Manhattan begin in Asch Loop or
Einstein Loop. Running time between Co-op City and 23rd
Street in Manhattan is approximately one
hour.
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Recent Changes to Co-op City Service In 2010, several service changes were implemented affecting service in Co-op City. These included the
re-organization of routes as well as some reduction of service. The following changes were implemented
in 2010. Figure 3 shows NYC Transit 2010 changes. The MTA Bus QBx1 route reorganization, shown
is Figure 4, Figure 5 and Figure 6, was a cost-neutral route rationalization separate from the NYC
Transit service change package.
Rerouted the Bx26 to match the Bx25 path at all times, using Bartow Avenue instead of looping
around Sections 1-4 of Co-op City (the Bx25 designation is no longer used)
Split the Bx28 into two branches, one serving the northern section of Co-op City, which was
extended to Bay Plaza Mall and numbered Bx38, and one serving the southern section of Co-op
City, which was numbered Bx28
Rerouted the Bx30 out of Asch Loop
Reorganized MTA Bus QBx1 into Bx23 and Q50 Limited
Figure 3 - New York City Transit Co-op City Route Changes
Implemented in 2010
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14
Figure 4 - QBx1 Route Map
(2010)
Figure 5 - Bx23 Route Map
(2013)
Figure 6 - Q50 Route Map
(2013)
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15
Figure 7 and Figure 8 show Co-op City bus routes in 2010 and 2013, respectively.
The following changes have been made since 2010 in response to community input and as part of
guideline schedule changes:
Bus Time implementation in late 2012, allowing customers to get information about when the
next bus will arrive at their stop;
Bx30 rerouted into Asch Loop in January 2012, reverting to its former routing to provide more
of a Co-op City circulator service;
Additional trips scheduled for several routes in 2011, 2012 and 2013 (Bx28/38, Bx30, Q50,
Bx12 SBS) to accommodate increased ridership (see Table 1);
Hours of service extended on Bx23 (Winter and Summer 2011) and Q50 (Winter 2011 and Fall
2012) to accommodate additional ridership;
Guide-a-Ride canisters with maps and schedules were installed for the first time at Bx23 and
Q50 stops in 2012, similar to those that were already present on the other Co-op City bus routes;
Bx23 Section 5 weekday PM peak period service reversed in Winter 2011 from clockwise to
counterclockwise in response to community requests; and
Figure 7 - Co-op City Bus Routes (2010)
Figure 8 - Co-op City Bus Routes (2013)
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16
Distributed customer information brochure in 2012 providing detailed travel information for Co-
op City bus riders.
Headway Changes The average headways (minutes between buses) were compared from 2010 to 2013 on each segment of
roadway in Co-op City. Headways are in minutes and are based on the average time between scheduled
trips during each period and are not necessarily the exact time between scheduled trips. Table 2 shows
the headways for all routes along each section, so it is a basic indication of how travel within that section
has changed. While headways increased slightly for all parts of Co-op City, meaning less frequent
service, the largest increases in headways were in northern Co-op City, particularly in the midday
period. More detailed headway analysis is found in the origin-destination section of the report.
Table 1 - Bus Service Frequency Improvements (Since 2010)
Increases in Scheduled Trips
Route Weekday Saturday Sunday
SBS12 Fall 2012:
+11.9%
Spring 2013:
+26%
Fall 2013:
+14.2%
Bx26 Fall 2011:
Adjust trips* -- --
Bx28/38 Fall 2011:
+2.6% -- --
Bx29 Fall 2012:
Adjust trips*
Fall 2011:
Adjust trips* --
Bx30 Fall 2011:
+7.5%
Fall 2011:
+13.0%
Fall 2011:
+5.6%
Q50 Spring 2014:
+5.1%
Spring 2013:
+2.9%
Spring 2013:
+2.9%
*trips were adjusted (spacing) with no overall change in service
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Quality of Service The results of the detailed analysis of the performance of bus routes serving Co-op City are summarized
in this section. Performance is measured by tracking bus trips and evaluating whether service was
provided as scheduled. Detailed performance data for Bronx buses are available as a result of MTA Bus
Time, which equipped Bronx buses with a GPS transmitter providing Automatic Vehicle Location
(AVL) data every 30 seconds. The transmitted data are compared to the schedule.
Several performance indicators were measured for the purposes of this study. Each performance
measure is discussed in greater detail in the following paragraphs:
Wait Assessment measures regularity of service to ensure riders do not consistently experience
excessive waits between successive buses. A headway interval is considered to be “passing” if it
is within the scheduled headway +3 minutes during the peak, or the scheduled headway +5
minutes during off-peak hours.
On-Time Performance for buses is defined as being between 1 minute early and 5 minutes late
to timepoints, (major stops along the route for which scheduled departure times are provided to
the public).
Table 2 - Change in Weekday Bus Headway in Minutes (2010 to 2013)
Direction Location AM Midday PM Evening
Clockwise* Baychester Av - Q50,Bx23,Bx30,Bx38 1.0 2.3 1.2 1.7
Dreiser Loop - Bx23,Bx30,Bx38 1.8 3.4 2.2 3.5
Co-op City at Bellamy Loop - Q50,Bx23,Bx38 2.5 4.3 2.2 3.1
Asch Loop - Bx23,Bx26,Bx30 1.1 3.1 0.4 2.4
Bartow Av east of Co-op City Bl - Q50,Bx23,Bx26,Bx28,Bx29,Bx30,Bx38 0.1 0.2 -0.3 -0.4
Section 5 - Q50,Bx23,Bx26,Bx28,Bx30
0.4 0.9 0.1 0.0
Counter-clockwise*
Section 5 - Q50,Bx23,Bx26,Bx28,Bx30
0.3 0.9 0.2 -0.3
Bartow Av east of Co-op City Bl - Q50,Bx23,Bx26,Bx28,Bx30 0.3 0.9 0.2 -0.3
Asch Loop - Bx23,Bx26,Bx30 1.3 3.1 1.4 1.9
Co-op City at Bellamy Loop - Q50,Bx23,Bx38 2.2 4.3 1.3 3.4
Dreiser Loop - Bx23,Bx30,Bx38 1.9 3.4 1.6 3.1
Baychester Av - Q50,Bx23,Bx30,Bx38 1.3 2.3 0.7 1.7 *Clockwise is the 'Northbound' direction of the Bx23 - north on Baychester, counterclockwise on Dreiser, east & south on Co-op City, west & south on Asch, east on Bartow, south in Section 5; Counterclockwise is the opposite
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Bus Availability is defined by the percentage of scheduled timepoint stops that are made.
Occasionally, scheduled pickups cannot be made because the bus is full, the bus had a
mechanical issue, or did not make the trip.
The Passenger Environment Survey provides an assessment of the conditions passengers
encounter on board buses, in terms of floor and seat cleanliness, litter, and climate control.
Data were analyzed for routes serving Co-op City during weekdays in September and October 2013, and
processed to measure these performance indicators. In order to account for Co-op City residents and
visitors riding to other parts of the city, performance is measured for the full extent of routes serving Co-
op City. Table 3 summarizes the key findings for the routes serving Co-op City and compares them
against average performance for all Bronx routes. The measures show that service to Co-op City is
provided at a relatively high standard within Co-op City and through the entirety of routes serving Co-op
City. Compared to service in the Bronx overall, Co-op City service ranks better for wait assessment, on-
time performance, and passenger environment.
Wait Assessment (WA) NYCT’s primary performance measure, wait assessment (WA), measures the headways between buses
departing timepoints compared to scheduled headways. This measures regularity of service to ensure
riders do not have excessive waits between buses. A headway interval is considered to be “passing” if it
is no more than three minutes longer than the scheduled headway during the peak, or no more than five
minutes longer than the scheduled headway off-peak.
Table 4 shows a breakdown of WA for routes serving Co-op City on Weekdays, Saturdays, and Sundays
(does not include express bus). When compared against the Bronx average, service to Co-op City is
better than average for all days of the week.
Table 3 – Weekday Bus Performance and Passenger Environment Summary
Co-op City Routes Bronx Average
Performance
Wait Assessment 84% 83%
On-Time Performance 73% 71%
Bus Availability 99% 99%
Passenger Environment
Litter 91% 81%
Cleanliness 92% 82%
Climate 92% 93%
Table 4 - Bus Wait Assessment for Co-op City Routes
Co-op City Routes Bronx Average
Weekday 84% 83%
Saturday 89% 86%
Sunday 90% 86%
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Enroute On-Time Performance (OTP) On-Time Performance for buses is defined as being between 1 minute early and 5 minutes late to
scheduled timepoints. Table 5 shows OTP breakdown by day of the week for Co-op City routes, and the
Bronx routes’ average, showing that OTP is markedly better for Co-op City routes.
Bus Reliability Bus Reliability is defined by the percentage of scheduled trips (observed at timepoints) that are made.
Occasionally, scheduled pickups cannot be made due to several circumstances: the bus is full or
otherwise unable to pick up passengers (headsign displays “Not In Service” or “Next Bus Please”), the
bus had a road call due to a mechanical or equipment issue, or the bus did not pull out of the depot.
Following a review of trips made during the study period, 99% of all scheduled bus trips were made in
both Co-op City and the Bronx overall for all days of the week.
Passenger Environment Survey (PES) The Passenger Environment Survey (PES) provides an assessment of the conditions passengers
encounter on board buses in terms of floor and seat cleanliness, litter, and climate control. For this study,
additional PES surveys in Co-op City were collected by observing a sample of over 300 buses serving
Co-op City routes at their terminal locations during the third quarter of 2013 (July through September).
Observations were conducted on buses between 7:00 AM and 7:00 PM while no passengers were on
board. Passing scores for climate control require the average temperature at the back and front of the bus
between 50°F and 78°F degrees, except if the ambient temperature is above 98F in which case the
temperature must maintain a 20°F gradient. Passing scores for litter require the bus to be essentially
litter free with no opened or spilled food nor rolling bottles/cans. Floors and seats are required to be
essentially dirt free except for “ground in” spots (i.e. no sticky wet spots or unusable seats) in order to be
considered passing.
The results shown in Table 6 depict overall PES results for Co-op City routes and all Bronx routes. As
can be seen in the results, the Third Quarter 2013 Litter and Cleanliness scores for the Co-op City routes
are 10% higher than the rest of the Bronx. Climate scores are essentially the same as the rest of the
Bronx (92% vs. 93%).
Table 5 - Bus On-Time Performance in Co-op City
Co-op City Routes Bronx Average
Weekday 73% 71%
Saturday 74% 70%
Sunday 76% 71%
Table 6 - Passenger Environment Survey
Co-op City Routes Bronx Average
Litter-Free 91% 81%
Cleanliness 92% 82%
Climate 92% 93%
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Loading Guidelines As with most public transit agencies, NYCT and MTA Bus have service and loading guidelines to
ensure the proper level of bus and subway service is provided. These guidelines are a function of where
along the route the bus has its highest number of riders on board. This is called the peak load point.
Schedule guidelines (which establish the minimum service frequencies or policy headways for bus and
subway service) apply when ridership is low; loading guidelines apply when ridership is high. With the
exception of the Bx23, the peak load points of the routes that serve Co-op City lie in other parts of the
Bronx, with ridership being lower within Co-op City. Because of this, the service provided on those
routes is better than what would be provided if it were based on Co-op City ridership.
On routes such as those that serve Co-op City where demand is higher, loading guidelines determine the
appropriate level of bus and subway service based on the maximum load point, or the greatest number of
customers riding at one time along a route. The number of customers can vary by the frequency of
service, time of day, day of week, vehicle size or type, and route type. NYC Transit loading guidelines
reflect this variation.
There are several important characteristics of loading guidelines:
Loading guidelines are based on the maximum load point on a bus or subway route in the peak
direction. The number of customers at other locations along the route, and in the reverse
direction, is lower (often much lower) than the maximum load point. The maximum load points
on most routes that serve Co-op City are outside of Co-op City, which means that on average
there is excess capacity within Co-op City.
Loading guidelines are an average for each time period. For example, bus loading guidelines call
for a seated load, with no standees, on routes operating on six-minute headways during weekday
middays. This guideline does not guarantee that no customers will stand; it does ensure that, on
average, buses will carry a seated load of customers during the weekday midday time period.
Loading guidelines are designed for optimal operations. When crowds on buses and trains
exceed loading guidelines limited passenger movement during boarding and alighting causes
systemwide service delay.
Loading guidelines have a sliding scale during peak periods, with fewer customers per vehicle
allowed on routes with less frequent service. This encourages ridership by scheduling more
frequent service than demand would otherwise warrant and making transit a more attractive
option.
Bus Stop Furniture A survey of bus stop furniture was conducted at all stops within Co-op City. Citywide, approximately
21% of bus stops have bus shelters, whereas 50% of the bus stops in Co-Op City have shelters, and
virtually all of the Co-Op City bus shelters have benches. Several additional stops have some type of
sheltered space under an adjacent awning or overhang, and others have some non-bench seating space.
Bus Stop furniture is under the jurisdiction of the New York City Department of Transportation, not
NYC Transit or MTA Bus. While NYC Transit and MTA Bus support the installation of bus shelters
and benches as a way to improve customer comfort, community requests for additional locations should
be forwarded to the New York City Department of Transportation for consideration.
, Metropolitan Transportation Authority
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Table 7 - Bus Stop Furniture in Co-op City
Street On Direction Intersection Box# Routes Shelter Seating
Bay Plaza Bl South Bartow Cinemas 103793 Bx29,38 Entryway No
Bay Plaza Bl West Co-op City Bl 103795 Bx12,29 No No
Bay Plaza Bl West Applebees 103794 Bx29,38 No No
Co-op City Bl North Bay Plaza Bl 104113 Bx29,38 Awning No
Bartow Av West Co-op City Bl 101739 Bx12 Yes Planters
Bartow Av West Co-op City Bl 104345 Bx28 No In adjacent strip mall
Asch Loop North Bartow Av 101740 Bx23,26,30 No In adjacent
park
Asch Loop North Alcott Pl 103081 Bx23,26,30,BxM7 Yes Yes
Asch Loop East Co-op City Bl 101742 Bx23,26,30 Yes Yes
Co-op City Bl North Bellamy Loop N 101743 Bx23,38,BxM7,Q50 Yes Yes
Pear Tree Av North Conner St 103283 Bx30 No No
Pear Tree Av South Givan Av 101975 Bx30 No No
Co-op City Bl West Pear Tree Av 101744 Bx23,30,38,Q50 No No
Co-op City Bl West Conner St 101745 Bx23,30,38,BxM7,Q50 Yes Yes
Dreiser Loop South Co-op City Bl 101746 Bx23,30,38 Yes Yes
Dreiser Loop South Debs Pl 101747 Bx23,30,38 Overhang Yes
Dreiser Loop South Defoe Pl 103152 Bx23,30,38 Overhang Yes
Dreiser Loop West Co-op City Bl 101749 Bx23,30,38 Yes Yes
Baychester Av South Darrow Pl 101750 Bx23,30,38,Q50 Yes Yes
Baychester Av South Donizietti Pl 101751 Bx23,30,38,Q50 Yes Yes
Baychester Av South 750 Baychester Av 104294 Bx30,38 No No
Baychester Av South Aldrich St 101752 Bx23,30,38,Q50 Yes Yes
Bartow Av East Asch Loop 103675 Bx28 No No
Asch Loop West Co-op City Bl 101726 Bx23,26,30 No Yes
Asch Loop West Alcott Pl 101727 Bx23,26,30,BxM7 Yes Yes
Asch Loop South Bartow Av 101728 Bx23,26,30 Yes Yes
Baychester Av North Aldrich St 101716 Bx23,30,38,Q50 Yes Yes
Baychester Av North 750 Baychester Av 104265 Bx30,38 No No
Baychester Av North Donizietti Pl 101717 Bx23,30,38,Q50 Yes Yes
Baychester Av North Darrow Pl 101718 Bx23,30,38,Q50 No No
Dreiser Loop South Co-op City Bl 101719 Bx23,30,38 Yes Yes
Dreiser Loop East Defoe Pl 103674 Bx23,30,38,BxM7 Yes (2) Yes
(several)
Dreiser Loop North Debs Pl 101721 Bx23,30,38 No No
Dreiser Loop North Co-op City Bl 101722 Bx23,30,38 Yes Yes
Co-op City Bl East Carver Loop 101723 Bx23,30,38,BxM7,Q50 Yes Yes
Co-op City Bl South Bellamy Loop N 101724 Bx23,38,BxM7,Q50 Yes Yes
Co-op City Bl South Bellamy Loop S 101725 Bx23,38,Q50 No No
Bartow Av East Co-op City Bl 103063 Bx23,26,28,29,30,38, BxM7,Q50
No No
Bartow Av East 2136 Bartow Av 103537 Bx23,26,28,29,30,38,Q50 No No
Hutchinson River Pkwy
South Einstein Loop N 101729 Bx23,26,28,29,30,Q50 Yes Yes
Hutchinson River Pkwy
South Einstein Loop S 101730 Bx23,26,28,29,30,Q50 Yes Yes
Hunter Av South Boller Av 101731 Bx23,26,28,30,Q50 No No
Erskine Pl East Earhart Ln Last Bx26,28,30 No No
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Earhart Ln North Erskine Pl 101734 Bx23,26,28,30,Q50 Yes Yes
Earhart Ln South Erskine Pl 150053 Bx23 No No
Hunter Av North Earhart Ln 101735 Bx23,26,28,30,Q50 Yes Yes
Hutchinson River Pkwy
North Boller Av 103676 Bx23,26,28,29,30,Q50 Yes Yes
Hutchinson River Pkwy
North Einstein Loop S 101737 Bx23,26,28,29,30,Q50 Yes Yes
Einstein Loop North Elgar Pl 150055 BxM7 No Planters
Hutchinson River Pkwy
North Einstein Loop N 101738 Bx23,26,28,29,30,Q50 Yes Yes
Bartow Av West Rear Pathmark 103538 Bx23,26,28,30,Q50 No No
Bartow Av West Co-op City Bl 103279 Bx23,26,28,30,BxM7,Q50 No Yes (2)
Customer Communication Guide-a-Ride canisters are available at all bus stops within Co-op City. These canisters contain maps
and schedules of the routes serving the stop to help customer navigation. Guide-a-Ride canisters with
maps and schedules were installed for the first time at Bx23 and Q50 stops in 2012, similar to those that
were already present on NYCT bus routes for many years. The Bx23 and Q50 are operated by MTA Bus
and did not have Guide-a-Ride canisters. The Bx23 and Q50 were the first local bus routes operated by
MTA Bus to receive this information, leading MTA Bus’ system-wide roll-out to local bus routes
(express routes were completed previously). The information is updated whenever the schedule is
changed.
In addition to printed Guide-a-Ride maps and schedules, MTA Bus Time offers bus riders advanced
information on approaching buses via the internet on computers, smartphones, and other web-enabled
devices, as well as via SMS message from cell phones. It uses Global Positioning System (GPS)
hardware and wireless communications technology to track the real-time location of buses. MTA Bus
Time has been available for all Bronx buses as well as the Q50 since November 2012. This technology
allows riders to see how far buses are from their stop for any given route, to predict wait times. It can
also be used at home so that riders can choose to leave in time to meet their bus at the stop.
In Co-op City, riders are often provided multiple route options to travel between sections of Co-op City
and other parts of the Bronx. By taking advantage of Bus Time, riders can better decide which bus route
to utilize when multiple options exist, especially in the event of service disruptions or incidents. Riders
can also take advantage of public MTA service alerts through the MTA website and apps to learn about
any broadcasted alerts.
A comprehensive customer information brochure was printed and distributed in Co-op City in 2012. The
brochure provided detailed travel information for various trips within Co-op City to help reduce
confusion about the changes that had been made in 2010.
Summary of Quality of Service in Co-op City Overall, bus service is provided at a relatively high standard within Co-op City and through the entirety
of routes serving Co-op City. Compared to service in the Bronx overall, Co-op City service ranks better
for wait assessment, bus bunching, on-time performance, and passenger environment. Furthermore,
shelters and seating are widely available at bus stops within Co-op City, with more than half of stops
having a shelter or benches, and most of these with both. The rollout of Bus Time and the deployment of
, Metropolitan Transportation Authority
23
Guide-a-Ride information canisters for all Co-op City routes provide comprehensive travel information
for riders.
Market Survey An in-person market survey was conducted to determine the characteristics and opinions of bus riders
and understand the types of bus trips taken in Co-op City. On the weekdays of September 16th
, 24th
, 26th
,
and October 1st, 2013, from 7:00 AM to 7:00 PM, 1,363 customers were interviewed at stops throughout
Co‐Op City. An additional 634 customers were interviewed on the Saturdays of October 5th
and October
12th
. These samples were drawn in proportion to estimated weekday ridership at each stop, during each
time of day. Respondents were asked various questions related to their travel patterns, travel needs, and
satisfaction with current service. The full survey and additional graphs are found in APPENDIX A –
MARKET SURVEY.
There are two important aspects of the survey design that must be considered when drawing conclusions
from the results. All surveys were taken from a representative sample of bus stops within Co-op City
only. This implies that any trip with a destination outside of Co-op City is associated with a
commensurate trip into Co-op City that is not at all represented in the surveys, whereas both directions
of trips that remain within Co-op City are represented by the surveys; i.e., trips that remain entirely
within Co-op City are overrepresented by approximately 2-to-1 compared to trips that begin or end
outside of Co-op City. An additional complication is that respondents were not asked if they were
waiting transfer to another bus, or were beginning their trip at that stop. This means that trips that
require a transfer within Co-op City are overrepresented in the surveys compared to trips that do not.
This could have implications on the interpretation of some data, particularly satisfaction responses.
Many of the community requests that led to this study indicated that riders want a single bus route that
would connect all sections of Co-op City in the same way throughout the day. The survey and ridership
analyses show that the majority of bus riders are Co-op City residents traveling to points outside of Co-
op City for work and, secondarily, for shopping. These riders are best served by bus routes that travel
quickly out of Co-op City, without making circuitous trips around all sections. The survey also shows
that the majority of riders are “satisfied” or “very satisfied” with service. The following is a discussion
of some of the main outcomes of the survey.
Destinations Figure 9 and Figure 10 show that approximately half of all weekday and Saturday customers, throughout
the day, have non‐Co‐Op City destinations in the Bronx. Furthermore, during the morning peak
(especially on weekdays), the relative travel demand to Manhattan is high. Section 1 and Section 5,
together, account for 62% of intra-Co-op City destinations on weekdays and 54% on Saturdays.
During the rest of the day, it appears as though there is a relatively high demand to Co‐Op City
destinations (22% weekdays, 22% Saturdays); however, this does not account for the sampling
limitation discussed above where the intra-Co-op City trips are represented approximately 2-to-1 over
trips with destinations outside of Co-op City. Taking a simplified approach in the midday, if the Co-op
City-bound trips are reduced by half, the percentage for that category would drop from 30% to 18% and
the 12% going to Manhattan would increase to 14%, which would imply that these destinations are more
equally in demand than they initially appear. The same approach would change the percentages for the
entire weekday to 12% of trips being entirely within Co-op City, and 20% of trips destined for
, Metropolitan Transportation Authority
24
Manhattan. These adjustments are validated by the ridership estimates obtained from the Bus Time data
analysis. These figures show that the majority of travelers are not, in fact, traveling within Co-op City,
but are accessing destinations outside of the neighborhood.
Figure 9 - Rider Survey: Destination (Weekday Riders)
9%
30% 28%
22%
49% 54%
58% 53%
32%
12% 8% 18%
5% 3% 4%
1%
3% 3%
0%
10%
20%
30%
40%
50%
60%
70%
AM Midday PM TotalWeekday
Co-op City
The Bronx(excluding Co-op City)
Manhattan
Queens
Other
Figure 10 - Rider Survey: Destination (Saturday Riders)
14%
26% 27% 22%
56% 58% 55% 57%
22%
11% 12% 15%
3% 3% 5%
2%
3% 3%
0%
10%
20%
30%
40%
50%
60%
70%
AM Midday PM TotalWeekday
Co-op City
The Bronx(excluding Co-op City)
Manhattan
Queens
Other
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Location of Residence
Figure 11 and Figure 12 show that, on average, approximately 75% of customers live in Co‐Op City.
However, the proportion of Co‐Op City residents declines with the time of day, especially on weekdays.
This is likely because riders boarding buses in the AM are more likely to be Co-op City residents
commuting out of the neighborhood for work, while in the afternoon there is a greater proportion of
residents from outside of Co-op City returning home after work. Figure 4 shows that the vast majority of
non‐Co‐Op City residents live in northeast Bronx.
Figure 11 - Rider Survey: Co-op City Residency Status (Weekday Riders)
Figure 12 - Rider Survey: Co-op City Residency Status (Saturday Riders)
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Trip Purpose Figure 14, trip purpose, shows that the majority of travelers are going to either work or school during the
weekday AM peak. During the midday, most trips are for shopping, followed by work and medical
appointments. During the PM peak, most trips are work‐based, followed by shopping, school, and
visiting people. Figure 15 shows that Saturday trip purposes are considerably more varied, and are much
more oriented towards shopping and visiting people.
Figure 13 - Rider Survey: Home Zip Code (Non-Co-op City)
, Metropolitan Transportation Authority
27
Figure 14 - Rider Survey: Trip Purpose (Weekday Riders)
56%
25%
35% 38%
37%
16% 20%
3%
31%
23% 20%
1%
14% 8%
15%
3%
8% 7%
9% 6%
0%
10%
20%
30%
40%
50%
60%
AM Midday PM TotalWeekday
Work or job interview
School / college
Shopping (includes"gym", "bank" and"pay bills")Visit friend / relative
Medical
Figure 15 - Rider Survey: Trip Purpose (Saturday Riders)
32%
15% 18%
21%
11%
3% 1%
7%
21%
41%
34%
33%
8%
3%
7%
14%
23%
15%
7%
3%
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
AM Midday PM Total Weekday
Work or job interview
School / college
Shopping (includes"gym", "bank" and "paybills")Religious / communityactivity
Visit friend / relative
Medical
Personal errand
Leisure / vacation /Recreation
Other
, Metropolitan Transportation Authority
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Age Group Most customers are between 19 and 64 years old (65% on the weekday and 69% on Saturday). On
weekdays the second largest age group of customers during the AM are younger than 19 years, and
during the midday are older than 65 years. During the PM, those younger than 19 years and older than
65 years are present in roughly equal numbers (Figure 16). On Saturdays, the over‐65 customers
outnumber the under‐19 customers all day (Figure 17).
Figure 16 - Rider Survey: Age Group (Weekday Riders)
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
AM Midday PM TotalWeekday
18 years or younger
65 years or older
Between 19 and 64
Figure 17 - Rider Survey: Age Group (Saturday Riders)
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
AM Midday PM TotalWeekday
18 years or younger
65 years or older
Between 19 and 64
, Metropolitan Transportation Authority
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Regular Usage Figure 19 shows that on weekdays, when responding to the question, “on how many days over the past
week did you use a bus in Co-op City?” customers most often reported that they used buses in Co‐Op
City on five days during the prior week, especially those surveyed during the AM peak. Figure 18 shows
that on Saturdays, customers are most likely to have used buses in Co‐Op City on seven days during the
prior week. These figures suggest that most bus users are frequent users and are likely commuting to
work or school by bus.
Figure 18 - Rider Survey: Bus Usage During Past Week (Weekday Riders)
2%
12% 15%
22%
8%
20%
1%
9%
12% 10%
34%
16%
7%
10%
9%
36%
18%
0%
10%
20%
30%
40%
50%
60%
0 1 2 3 4 5 6 7
AM
Midday
PM
Total Weekday
Figure 19 - Rider Survey: Bus Usage During Past Week (Saturday Riders)
5% 10% 7% 7%
7%
18%
12%
13% 8%
33%
1%
19%
14%
4%
11% 7%
36%
0%
5%
10%
15%
20%
25%
30%
35%
40%
0 1 2 3 4 5 6 7
AM
Midday
PM
Total Weekday
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Usage Prior to 2010 Figure 20 and Figure 21 show that 60% of all customers on weekdays and 64% on Saturdays were
making this trip prior to 2010. In particular, midday customers are the group who are most likely to have
made their trips prior to 2010.
Figure 20 - Rider Survey: Did You Make This Trip Prior to 2010 (Weekday Riders)
Figure 21 - Rider Survey: Did You Make This Trip Prior to 2010 (Saturday Riders)
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Satisfaction with Current Service Figure 22 and Figure 23 show the stated satisfaction with current bus service in Co-op City. The
majority of survey respondents during all time periods reported that they were satisfied or very satisfied
with current service.
Figure 22 - Rider Survey: Satisfaction with Current Service (Weekday Riders)
0%
10%
20%
30%
40%
50%
60%
70%
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90%
100%
AM Midday PM TotalWeekday
Veryunsatisfied
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Satisfied
Very satisfied
Figure 23 - Rider Survey: Satisfaction with Current Service (Saturday Riders)
0%
10%
20%
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AM Midday PM TotalWeekday
Veryunsatisfied
Unsatisfied
Satisfied
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The following tables provide an overall summary of some of the main findings of the market survey.
Table 8 - Rider Survey Summary Table (Weekdays)
Weekdays AM Peak Midday PM Peak
Most Common Destination Other parts of the
Bronx
Other parts of the
Bronx
Other parts of the
Bronx
Next Most Common Destination Manhattan Co-op City Co-op City
Residence Co-op City 75% Co-op City 50% Co-op City
Main Trip Purpose Work Shopping
(work is second) Work
Primary Age Group 19-64 19-64 19-64
Secondary Age Group 18 & younger 65 & older 18 & younger
AND 65 & older
Percent Satisfied or Very Satisfied 73% 65% 76%
Table 9 - Rider Survey Summary Table (Saturdays)
Saturdays AM Peak Midday PM Peak
Most Common Destination Other parts of the
Bronx
Other parts of the
Bronx
Other parts of the
Bronx
Next Most Common Destination Manhattan Co-op City Co-op City
Residence 85% Co-op City 75% Co-op City 67% Co-op City
Main Trip Purpose Work
Shopping
(work & visiting
others are second)
Shopping
(visiting others is
second)
Primary Age Group 19-64 19-64 19-64
Secondary Age Group 65 & older 65 & older 65 & older
Percent Satisfied or Very Satisfied 64% 62% 61%
As shown above, the majority of respondents reported being either “satisfied” or “very satisfied” with
bus service in Co-op City. The following tables delve a little deeper into the satisfaction data and show
the reported levels of satisfaction as stated by various categories of respondents, specifically age group,
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location, destination, and trip purpose. It is important to note however, that if an association is found
between satisfaction and "something", it might not really be the "something" that is related to
satisfaction, but instead a confounding variable. For example if, say, young people are more satisfied,
that might be attributable not to age, but instead to their travelling more often during peak periods when
service is more frequent.
Approximately 68% of all respondents across all time periods on all days reported being “satisfied” or
“very satisfied” with current bus service in Co-op City. Respondents between 19 and 64 years of age
reported similar satisfaction levels, while those aged 18 years and younger reported higher levels of
satisfaction and those aged 65 years and over reported lower levels of satisfaction. As described above,
this difference could be explained by differing time of day travel for these two groups.
Figure 24 - Rider Survey: Satisfaction by Age Group
18 and under 19-64 65 and over
Very Unsatisfied 4.4% 6.2% 10.1%
Unsatisfied 15.3% 26.0% 30.9%
Satisfied 67.7% 58.7% 49.5%
Very Satisfied 12.5% 9.1% 9.6%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Rep
ort
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Sati
sfa
cti
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Age Group
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Satisfaction was relatively consistent across Co-op City, although respondents in Section 5 and along
Bartow Avenue reported higher levels of satisfaction than those in other sections. This is likely due to
the results of the service changes in 2010, which eliminated some service from these other sections. The
Bartow section also includes the Bx12-SBS, which is a high-frequency, rapid bus service.
Satisfaction was relatively consistent across destinations. Travelers destined for points within Co-op
City and Manhattan reported slightly less satisfaction than those traveling to other parts of the Bronx and
beyond.
Figure 25 - Rider Survey: Satisfaction by Area
Asch Loop Bartow Baychester BellamyNorth/Dreiser
Section 5
Unsatisfied 39.9% 24.5% 33.7% 40.4% 41.4% 28.1%
Satisfied 60.1% 75.5% 66.3% 59.6% 58.6% 71.9%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Re
po
rte
d S
atis
fact
ion
General Area
Figure 26 - Rider Survey: Satisfaction by Destination
Coop City Bronx Manhattan Other
Unsatisfied 37.1% 29.5% 39.4% 28.8%
Satisfied 62.9% 70.5% 60.6% 71.2%
0%
20%
40%
60%
80%
100%
Re
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ati
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Destination
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School travelers reported greater satisfaction than those traveling for other purposes, which is also
indicated by the higher levels of satisfaction reported by those who are aged 18 years and younger.
Again, this could be due to time of day differences across groups of riders.
Express Bus Survey A market survey was also conducted for the BxM7 express bus, which showed that BxM7 customers
have a high level of satisfaction (90-94% weekday, 85% Saturday). Approximately 95% of express bus
customers identified Manhattan as their destination, and their primary trip purpose as employment
related. The survey also showed that the BxM7 is used almost exclusively by Co‐Op City residents;
approximately 90% of its ridership resides in Co-op City. Also, customers typically use the BxM7 five
days a week. The full survey and review graphs are found in APPENDIX A – MARKET SURVEY.
Bus Frequency & Ridership Current ridership is measured based on Automatic Fare Collection (AFC) Metrocard data. Using a
newly developed bus boarding/alighting location estimation methodology, exact boarding and alighting
locations can be determined, to estimate loading of every bus. Origins and destinations of all riders
to/from Co-op City are also identified based on tracking linked trips using the same Metrocard. Overall,
bus service is frequent within Co-op City relative to the rest of the Bronx. Owing to its position at the
end of the line for several bus routes, 14% of all weekday Bronx bus trips include stops within Co-op
City, whereas approximately 2% of all Bronx bus riders board a bus within Co-op City. The ridership
analysis, in conjunction with service and schedule analysis, is used to determine if service is adequately
provided to Co-op City residents and visitors.
Bus Boarding and Alighting Estimation Development The estimation procedure uses Automated Fare Collection (AFC) data from Metrocard swipes to
determine a rider’s point of entry and exit on buses. This information is then used to estimate overall
Figure 27 - Rider Survey: Satisfaction by Trip Purpose
School ShoppingVisitingfriend
Work/jobinterview
Other
Unsatisfied 18.7% 35.2% 32.1% 33.6% 39.9%
Satisfied 81.3% 64.8% 67.9% 66.4% 60.1%
0%
10%
20%
30%
40%
50%
60%
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90%
100%
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Trip Purpose
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ridership information along bus routes. By merging AFC data with Bus Time data based on the time of
payment and position of that bus at the time of payment, the points of entry are known. Points of exit are
determined based on the next payment location when using a Metrocard swipe when known. In other
cases, riders are distributed to alighting locations based on observed boarding and alighting trends.
Due to the availability of information, sometimes narrowing down the points of entry and exit will be
more difficult. In these cases, designated points of entry and exit are randomly assigned based on best
estimate probabilities. Reviewing the estimations on an aggregated basis (e.g. monthly basis) yields
more accurate information than on a single day basis. For the purposes of this study, ridership days from
mid-September to mid-October 2013 were aggregated to form an average weekday of ridership. Cash
payments and fare evasion are also included in determining ridership numbers based on observed data.
Validation Throughout September 2013, manual traffic checks were completed for bus routes circulating around the
Co-op City area. Analysis was conducted to verify the AFC-based estimation was consistent with on the
ground observations. The average loads were calculated across multiple weekdays, providing a more
robust probabilistic estimation and minimizing the impact of deviations from the less reliable inferences.
Co-op City contains bus routes running in a somewhat atypical fashion compared to other areas around
New York City. Due to the close proximity of the Co-op City bus stops and the multiple looped bus
routes in the area, many riders may walk short distances covering multiple bus stops between their
alighting bus stop and their next bus swipe. These conditions present a challenge to the procedure which
infers points of entry and exit based on next bus swipes. For example, on bus routes near the school area
along Baychester Avenue, students alight on Baychester Avenue in front of the school in the morning.
After school, many of the students walk a short distance to the Bay Plaza Shopping Center and board for
their return journey in the vicinity of Bay Plaza Shopping Center. Thus, the estimation will not be
completely exact, but the analysis yields similar results to the estimation to determine origin and
destination as well as to estimate approximate ridership.
The average load difference between ride check and AFC estimation were calculated across bus stops
along the route. The plotted charts contain similar shape comparisons with the estimation closely
approximating the ride check.
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Origins and Destinations of Co-op City Residents and Visitors The data that have become available since the rollout of Bus Time have allowed NYC Transit staff to
estimate the origins and destinations of average bus passengers by capturing Metrocard swipe location
details throughout the day. These data represent the daily ridership for an average mid-week weekday
(Tuesday/Wednesday/Thursday) – or an average Saturday – from the period covering mid-September to
mid-October 2013. The origin-destination analysis can help to identify where Co-op City bus users are
traveling, and therefore, what connections need to be served. These data can also show which bus routes
are being used in different areas.
Figure 28 - Short Bus Route Validation (Bx23)
Figure 29 - Long Bus Route Validation (Q50)
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Table 10 shows the dispersion of trips originating in Co-op City, comparing the Metrocard AFC data-
based analysis and results of the market survey. The difference in Manhattan-bound trips is likely due to
the fact that the market survey excluded riders of the BxM7 express bus to Manhattan. Many of the
requests from the community suggested that there is a high demand for travel between the sections of
Co-op City. However, these data show that only approximately 8-12% of weekday trips are taken
entirely within Co-op City. This is important because the potential detriment to travelers leaving Co-op
City must be considered when analyzing any potential changes that would benefit travel within Co-op
City.
Several maps are included in APPENDIX B – RIDERSHIP ANALYSIS MAPS to highlight the results
of these analyses.
Ridership Map 1 shows the destinations of Co-op City residents leaving Co-op City, as outlined above
in Table 10. Ridership Map 2 shows the neighborhood-level travel pattern for Co-op City trips ending
outside of Co-op City.
Ridership Maps 3 and 4 show that the majority of subway transfers from buses originating in Co-op City
are made at the Pelham Bay Park 6 station. A large percentage of transfers are also made to the 2 and
5 trains on Gun Hill Road.
Several maps were also developed that show the relative demand for local bus travel between various
groups of bus stops. These maps provide an insight into travel behavior of Co-op City riders. The
following stop groups were identified based on bus route characteristics:
Co-op City
- Baychester Avenue
- Dreiser Loop
- Northern Co-op City Boulevard
- Co-op City Boulevard at Bellamy Loop
- Asch Loop
- Bartow Avenue
- Bay Plaza Mall
- Section 5
Table 10 - Co-op City Weekday Bus Trip Dispersion
from AFC Data
Destination AFC-based
Results Market Survey
Results
Co-op City 8% 12%
Other Bronx 55% 59%
Manhattan 27% 20%
Brooklyn 3% 3%
Queens 5% 4%
Other 2% 2%
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Outside of Co-op City
- Pelham Bay Park
- Boston Road (Bx30)
- Bartow Avenue west of Co-op City (Bx26, Bx28, Bx38)
- Allerton Avenue (Bx26)
- Eastern Gun Hill Road (Bx28, Bx38)
- Central Gun Hill Road and Norwood (Bx28, Bx30, Bx38)
- Western Bx28
- Western Bx26
The thickness of the lines on the maps indicate the demand for local bus travel between the stop groups.
The lines begin and end in the center of the stop group and do not indicate the ridership at any specific
stop within the group, but the aggregate ridership to/from all stops. This includes trips that resulted in a
transfer to a subway or non-Co-op City bus.
Ridership Map 5 shows the travel patterns to and from stops in the northern part of Co-op City,
excluding Bartow Avenue and Asch Loop. These are the sections that would benefit from the reroute of
the Bx26 and Bx28 around Co-op City Boulevard. Only origin-destination pairs with greater than 75
round trips on the average weekday are shown. The largest destination for trips originating in northern
Co-op City is to the Central Gun Hill Road and Norwood section, particularly from Dreiser Loop and
Baychester Avenue. This section is directly served by both the Bx30 and Bx38. This map also shows
that a smaller, but still relatively large number of trips are made to Pelham Bay Park. Pelham Bay Park
is served from these sections by the Bx23 and Q50, except for Dreiser Loop, which does not have a Q50
stop.
Ridership Map 6 shows the travel patterns to and from Section 5. This is the section that gained a direct
trip to points west of Co-op City with the 2010 service changes and would be most negatively impacted
by a reroute of the Bx26 or Bx28 to pre-2010 paths, as travel times would increase substantially. Only
origin-destination pairs with greater than 75 round trips on the average weekday are shown. While
smaller than the northern sections, the demand for travel between Section 5 and Gun Hill Road, served
directly by the Bx28, is quite high. The demand for travel to Allerton Avenue from Section 5, served
directly by the Bx26, is also not insignificant. The largest destination by far however, is Pelham Bay
Park. There are approximately 1,400 round trips between Section 5 and Pelham Bay Park, which is more
than twice as many as the next largest origin-destination pair from Co-op City. This trip is served by the
Bx23, Bx29, and circuitously, by the Q50.
Ridership Map 7 shows the travel patterns to and from the section that encompasses the section of the
Bx30 and Bx38 route along Gun Hill Road west of Boston Road, and Bainbridge Avenue. This is the
most common destination for bus riders originating in the northern sections of Co-op City, and is an
important destination for travelers from all parts of Co-op City.
The 2010 service changes split the Bx28 into two routes, with half of the trips being routed directly out
of Co-op City along Bartow Avenue. This change provided an option for travelers in Section 5 and
along Bartow Avenue to travel quickly west. These travelers previously had only one option in the peak
direction only that did not take the long, circuitous path around northern Co-op City. The other half of
trips were designated the Bx38 and remained on the former Bx28 path around northern Co-op City, but
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terminated in Bay Plaza Mall instead of continuing to Section 5. While this change decreased the
number of buses following the former Bx28 route, the high-demand section west of Boston Road is still
served by the Bx30. Therefore, the effective headway increase for this origin-destination pair that
resulted from the service change was approximately 1.5 minutes in the AM and PM peaks, and
approximately 2.8 minutes in the midday. Westbound Bx30 and Bx38 buses stop on opposite sides of
the street, which is not ideal. However, due to the layout of the street network in the area, it is not
possible to operate these buses on the same side without either dramatically increasing travel time and
cost, or completely eliminating service for a portion of one of the routes.
Ridership Map 8 shows the travel patterns within Co-op City. It is important to note that this map shows
only trips that remained entirely within Co-op City, which only represent approximately 8-12% of all
trips beginning or ending in Co-op City. While the number of trips between other origin-destination
pairs within Co-op City is not insignificant, the vast majority of intra-Co-op City trips are to or from
Section 5. In fact, approximately 54% of trips that remained within Co-op City include Section 5.
Approximately 31% of intra-Co-op City trips were between Section 5 and Asch Loop or Bartow
Avenue.
These maps highlight the results of the origin-destination analysis. The service changes in 2010 reduced
the quantity of service in some areas, while providing other areas with a direct trip to points west of Co-
op City for the first time. Despite the reductions, these maps show that the service currently provided is
adequate based on ridership guidelines, while continuing to provide valuable direct trips to a multitude
of destinations within and outside of Co-op City.
Boardings and Alightings at Co-op City Stops Ridership Maps 9 and 10 show the share of riders boarding and alighting each bus route for various
sections of Co-op City. The size of the pies indicate the ridership at each group of stops, and the
segments show the splits among the various routes. Riders along Baychester Avenue and northern Co-op
City Boulevard are using the Bx30, Bx38 and Q50 in approximately equal proportions, with slightly
lower ridership on the Bx23. The Q50 does not stop in Dreiser Loop. The majority of riders here are
approximately split between the Bx30 and Bx38, with a smaller proportion using the Bx23. The BxM7
Express bus to Manhattan also has a relatively large portion of the ridership from Dreiser Loop and Co-
op City Boulevard.
Ridership at Bellamy Loop is relatively low, the largest portion of which are using the Bx38, with the
remainder fairly equally split among the Bx23, Q50 and BxM7 Express bus to Manhattan. It is
interesting to note that the direction of travel impacts route choice at Bellamy Loop. Approximately two-
thirds of alightings are from the Bx38, but only approximately one-quarter of boardings are on the Bx38,
with the difference made up by the Bx23.
Section 5 ridership is fairly evenly split among all local routes, with the Bx23 and especially, the Q50
receiving fewer riders.
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Alternatives Analysis The primary concern raised by community input, appears to be a perceived lack of service between the
various sections within Co-op City. While service was reduced for some residents in the community, it
was not “slashed”, as some have described it. In fact, due to its location where several bus routes
converge at the end of their lines, Co-op City enjoys greater service than would otherwise be provided
based on loading and service guidelines. Furthermore, some requests have claimed that the service
changes in 2010 created a two-fare zone within Co-op City. There are no two points within Co-op City
that require the payment of a second fare, and there are only two trips within Co-op City requiring a
single transfer, both of which include Bay Plaza Mall, and neither of which could be completed without
a transfer prior to the service changes.
While it is true that no points within Co-op City were disconnected as a result of the 2010 service
changes, the adjustments did change which routes must be used to connect certain origin-destination
pairs, and in some cases, have reduced the quantity of service between points. Furthermore, the Bx23
operates on several route variants at different times throughout the day. While variants on the Bx23 are
simpler than those on its forebear, the QBx1, this could still lead to confusion. The frequency of service
was decreased for some sections of Co-op City; however, the current service is well within the
guidelines for the demand in the area. Several potential route modifications were identified in Co-op
City and were subjected to detailed ridership analyses. These potential modifications are described
below.
Revert to Pre-2010 Service (NYCT & MTA Bus) Since the 2010 service changes, there have been requests from some members of the community to
“simply put everything back.” This option would include the following changes:
- Eliminate Bx23, Bx38, Q50
- Reinstate the two off-peak, five AM peak and three PM peak-period variants of QBx1 service
- Reinstate Bx25 peak direction service connecting Section 5 and Lehman College
- Reroute Bx26 via Co-op City Boulevard, Dreiser Loop, and Baychester Avenue
- Reroute Bx28 via Asch Loop, Co-op City Boulevard, Dreiser Loop, and Baychester Avenue
Reinstating the QBx1 with its 10 route variants would add significant travel times to current Bx23
customers which now have a time savings of 5 to 17 minutes depending on the time of day and direction
of travel.
Rerouting the Bx28 through Sections 1-4 would add approximately 211 cumulative rider hours of
additional travel time (11 minutes lost per rider) per weekday for current Bx28 riders leaving Co-op
City, and reduce waiting time by at most 103 hours per weekday for current Bx38 riders leaving Co-op
City (6-10 minutes saved per rider). This is a conservative estimate because it assumes that the average
rider leaving Co-op City on the Bx38 would have their wait time reduced by half of the resulting
reduction in headway, which is an upper limit because, 1) the average wait time estimate of half of the
reduction in headway assumes that riders arrive at random times between arriving buses, but regular
passengers tend not to arrive randomly, but arrive at the stop near the scheduled arrival time, and now
with Bus Time, closer to the actual arrival time; 2) the Bx30 headways were not considered and this is
still an available alternative for riders going west of Boston Road or transferring to the Dyre Avenue
Line; and 3) Some of the Bx38 riders included in the calculations may have begun their trip at Bay Plaza
Mall, which was not previously served by the Bx28. These riders would not see a decrease in waiting
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time, but rather would lose service and be forced to use a different route, walk further and/or endure an
additional transfer.
Rerouting the Bx26 around all sections would greatly increase travel time for many through riders and
would only improve travel for few. Approximately 90 riders per weekday traveling from northern Co-op
City (Co-op City Boulevard, Dreiser Loop, Baychester Avenue) to the Bx26 west of Co-op City would
no longer be required to transfer. However, approximately 530 weekday riders from Section 5, Bartow
Avenue and Asch Loop would be required increase their travel time to the Bx26 west of Co-op City by
10-12 minutes.
Summary: Return Co-op City service to pre-2010 conditions
Benefits: Provides additional travel options for northern Co-op City
Drawbacks: Cuts off most direct service from Section 5 to points west of Co-op City, except briefly in
the peak direction only – greatly increases travel time for many travelers in return for small reductions in
waiting time for others; reinstates complicated QBx1 route with a total of ten variants; requires transfers
from one QBx1 to another QBx1 to access Queens from some points in Co-op City currently served by
the Q50; eliminates direct access to Bay Plaza Mall for many riders; very high cost; would require four
additional peak buses, which are not currently available
Cost: >$2.0 million
Figure 30 - Alternatives Analysis: Revert to 2010 (Bx25/26) Figure 31 - Alternatives Analysis: Revert to 2010 (Bx28)
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Bx38 Extension to Section 5 (NYCT) This option would extend the Bx38 from its current eastern terminal in Bay Plaza Mall to Section 5 via
Bartow Avenue, Hutchinson River Parkway East, Boller Avenue, Earhart Lane, Hunter Avenue and
Erskine Place. The benefit of the extension is that it would provide additional service between the
northern sections of Co-op City and Section 5, as well as additional service between Section 5 and Bay
Plaza Mall. However, the cost of this extension would be high (~$800,000 per year) to provide a
redundant service – it is already possible to travel between Section 5 and the northern parts of Co-op
City using the Bx23, Bx30 and/or Q50, depending on location. This would also eliminate some stops
within Bay Plaza Mall due to roadway limitations. An alternative that bypassed the mall was also
considered but rejected because a large number of riders (approximately 400 per weekday) use the Bx38
to access the mall.
Summary: Extend Bx38 to Section 5
Benefits: Connects all sections of Co-op City with one bus route at all times, including Bay Plaza Mall
Drawbacks: High cost to duplicate service provided by Bx23, Bx30, Q50; some stops in Bay Plaza Mall
would not be able to be served in both directions due to physical layout
Cost: Approximately $800,000
Bx38 Extension to Lehman College (NYCT) This option would extend the Bx38 from its current western terminal in Norwood to Lehman College
and the 4 train via Bainbridge Avenue and Bedford Park Boulevard. When the Bx26 was rerouted out
Figure 32 - Alternatives Analysis: Bx38 Extension to Section 5
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of northern Co-op City and the Bx28 was split into the Bx28 and Bx38 in 2010, the single-seat ride from
the northern sections of Co-op City to Lehman College and the 4 train. The Bx38 extension would
allow travelers in the northern sections to reach these locations without transferring. However, the high
annual cost (~$500,000-600,000) would not be justified by the small quantity of riders who would
benefit. Approximately 34 riders travel from northern Co-op City to the section that would be covered
by this extension on the average weekday, plus an additional 5 riders from northern Co-op City transfer
to the 4 train, and approximately 45 to the Bx1/2, Bx22 or Bx33 on the average weekday.
Summary: Extend the Bx38 from its current western terminal in Norwood to Lehman College and the
4 train via Bainbridge Avenue and Bedford Park Boulevard
Benefits: Provide single-seat ride from northern Co-op City to the 4 train and Lehman College
Drawbacks: High cost to benefit few riders
Cost: Approximately $500,000-600,000
Bx29 Extension to Sections 1-4 (NYCT) This option would extend the Bx29 from its current western terminal in Bay Plaza Mall to Sections 1-4
via Co-op City Boulevard, Dreiser Loop and Baychester Avenue. This extension would provide the
northern sections of Co-op City with additional travel options to Bay Plaza Mall, Section 5, and Pelham
Bay Park. However, the cost of this extension would be high ($500,000-600,000 per year) to provide a
Figure 33 - Alternatives Analysis: Bx38 Extension to Lehman College
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redundant service – it is already possible to travel from the northern parts of Co-op City to Bay Plaza
Mall via the Bx38; to Pelham Bay Park with the Bx23 and/or the Q50; and to Section 5 using the Bx23,
Bx30 and/or Q50, depending on location. Furthermore, reliability issues on the City Island segment of
route would impact, and be exacerbated by, the Co-op City extension, especially during summer months.
The Bx29 currently does not serve all parts of Section 5, and if rerouted to do so, would exclude the
neighborhood to the southwest of Section 5. As in the Bx38 extension, some stops in Bay Plaza Mall
would not be able to be served in both directions due to the physical layout.
Summary: Extend the Bx29 from its current western terminal in Bay Plaza Mall to Sections 1-4 via Co-
op City Boulevard, Dreiser Loop and Baychester Avenue
Benefits: Connects most sections of Co-op City with one bus route at all times
Drawbacks: Reliability issues on City Island segment of route would impact, and be exacerbated by, Co-
op City section; the current routing out of Section 5 serves Palmer Avenue and not Earhart Lane; high
cost; some stops in Bay Plaza Mall would not be able to be served in both directions due to physical
layout
Cost: $500,000-600,000
Figure 34 - Alternatives Analysis: Bx29 Extension to Sections 1-4
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Modification of Bx23 Service Pattern (MTA Bus) The Bx23 acts as a circulator route between the different sections of Co-op City as well as to/from the
6 train terminus at Pelham Bay Park. The Bx23 replaced part of the former QBx1 route, which ran
several variants in different patterns, prior to 2010. The QBx1 route was split into the Bx23 and the Q50
service to Flushing, Queens, in order to simplify service. It operates in two directions along the loop
through Co-op City starting at the Pelham Bay Park station: clockwise (to Sections 1-4 first) and
counterclockwise (to Section 5 first).
The Bx23 route is currently organized in several variations: during off-peak service the full loop is
completed in both directions. During peak periods the loop is divided into two smaller loops serving
either Sections 1-4 or Section 5 independently. Travel between Sections 1-4 and Section 5 of Co-op City
must be completed on other routes during these times.
In order to reduce the complexity of the route, Bx23 service is suggested to be modified to operate one
uniform service pattern all day, discontinuing the current weekday peak period variants. The proposed
route would travel the full loop around all sections of Co-op City in both the clockwise and
counterclockwise direction throughout the day. This will help eliminate passenger confusion and
provide connections between all sections of Co-op City throughout the day.
Approximately 230 Bx23 riders traveling to Pelham Bay Park from Bellamy Loop, Asch Loop and
Bartow Avenue will experience a 5-8 minute increase in travel time. The benefits of the change are less
tangible because the change is providing the benefit of a stable route that will reliably serve all sections
of Co-op City at all times, which allows riders to travel without having to understand a potentially
confusing array of routes and variants. It will also provide potential reductions in waiting time between
all points of Co-op City.
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Summary: Modify Bx23 service to operate uniform service patterns all day (both clockwise and
counterclockwise); discontinue current weekday peak period variants
Benefits: Reduces confusion by streamlining route to follow a single variant at all times; connects all
parts of Co-op City at all times
Drawbacks: Eliminates direct peak-period access to Pelham Bay Park 6 station from Bellamy Loop
and Asch Loop
Cost: Approximately $180,000
New Stop on Q50 Limited Route at Dreiser Loop (MTA Bus) The Q50 provides quick, limited-stop service between northern Co-op City and Section 5 and the
Pelham Bay Park 6 station, with continuing connection to Flushing, Queens. However, as a rapid,
limited-stop route, the Q50 does not enter Dreiser Loop, nor does it stop at Dreiser Loop. Based on
ridership data, there are approximately 286 trips from Dreiser Loop to Pelham Bay Park on the average
weekday, and an additional 183 to areas within Co-op City served by the Q50. Providing a new stop in
both directions on Co-op City Boulevard at the eastern intersection with Dreiser Loop would provide
additional options for many of these travelers, without adding significant travel time to the Q50.
Figure 35 - Alternatives Analysis: Bx23 All-Day Circulator
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48
Summary: Provide a new Q50 limited stop on Co-op City Boulevard at Dreiser Loop East in both
directions
Benefits: Provide additional option for customers to travel between Dreiser Loop, Pelham Bay Park 6
train, and Section 5, in addition to the Bx23 and Bx30
Drawbacks: 8-10 parking spaces removed
Cost: Neutral
New Local Bus Stop on Asch Loop at Adler Place (NYCT & MTA Bus) This option would add a new stop on Asch Loop at Adler Place for all local routes in both directions -
Bx23, B26, Bx28 (if rerouted), Bx30. The stops on the northern section of Asch Loop are approximately
1,300 feet apart, which is wider than the typical spacing between local stops. The addition of a stop on
Asch Loop at Adler Place would split this long spacing in half. The new stop would provide greatly
reduced walking distances for Asch Loop residents, and would also provide additional travel options for
Bellamy Loop, some parts of which are equally as close to this stop as to the stop on Co-op City
Boulevard at Bellamy Loop South, which is not served by the Bx26, Bx28 and Bx30. The new stop
would require the removal of approximately 15 parking spaces, but many of these spaces would be
replaced on Bartow Avenue if the Bx28 is rerouted into Asch Loop.
Benefits: Reduces walking distance for riders accessing Adler Place residences and Bartow Mall by
approximately 650 feet; new stop provides additional travel options for southwest Bellamy Loop
Figure 36 - Alternatives Analysis: Q50 Stop at Dreiser Loop
, Metropolitan Transportation Authority
49
Drawbacks: Approximately 15 parking spaces removed (some will be replaced on Bartow Avenue)
Cost: Neutral
Bx28 Reroute into Asch Loop (NYCT) The Bx28 provides a quick service from Section 5 and Bartow Avenue out of Co-op City via Gun Hill
Road to points west, including the 245BD trains. The proposal is to reroute the Bx28 via Asch
Loop and Co-op City Boulevard. The Bx28 currently makes its final stop in Co-op City on Bartow
Avenue in front of Bartow Mall. This stop is currently used by approximately 200 riders per average
weekday. Any riders accessing the Bx28 from south of Bartow Avenue would be required to walk an
additional 600-700 feet, although the land use suggests that most riders are accessing the stop from north
of Bartow Avenue. Riders accessing the Bx28 from Asch Loop would have their walking distance
decrease by 600-700 feet. Riders accessing the Bx28 from Bartow Mall would see no noticeable change
in walking distance.
Routing the Bx28 through Asch Loop would provide an additional option for direct service to all of Gun
Hill Road and points further west, which is approximately 20 minutes quicker than the current option,
the Bx30. This would also provide another option for accessing Section 5. There are approximately 126
customers traveling between Asch Loop and Section 5 on the average weekday. This is the second most
traveled intra-Co-op City trip.
The potential new stop on Asch Loop at Adler Place would be required prior to implementing the Bx28
reroute. The stop at Adler Place would be approximately as close to shops in Bartow Mall as the current
Bx28 stop on Bartow Avenue, so the relocation would not be a detriment to Bartow Mall shoppers and
employees.
The reroute would increase the operating cost by a negligible amount and would add 1-2 minutes of
travel time for approximately 800 through passengers on the average weekday, while reducing travel
time by approximately 20 minutes for approximately 110 riders traveling from Asch Loop to Gun Hill
Road between Boston Road and Norwood on the average weekday.
, Metropolitan Transportation Authority
50
Summary: Reroute the Bx28 via Asch Loop and Co-op City Boulevard (the new stop on Asch Loop at Adler Place would be required prior to this reroute). Benefits: Provide additional option for customers to travel between Asch Loop and Section 5 and Gun Hill Road; does not adversely impact customers and employees of Bartow Mall (with new stop) Drawbacks: Minor impact on speed of Bx28 service Cost: Neutral
RecommendedServiceModifications
IncreaseinTripsFollowing a review of bus loads estimated from AFC data and verified with manual checks, additional service is proposed for Co-op City bus routes. These normal, ridership-driven service increases will reduce crowding throughout the entirety of certain routes and reduce wait time between buses. Table 11 lists the recent changes to service since the 2010 modifications, as well as the proposed additional changes to be implemented in Spring 2014. Weekend data analysis is currently underway, and will be adjusted in the Fall of 2014.
Figure 37 - Alternatives Analysis: Bx28 Reroute into Asch Loop
, Metropolitan Transportation Authority
51
Table 11 - Recommended Additional Trips
Route
Weekday Saturday Sunday
Recent Proposed
Additional Recent
Proposed
Additional Recent
Proposed
Additional
Bx12 Fall 2012:
-5.8% +0.7%
Spring 2013:
Adjust trips* TBD
Fall 2013:
-5.3% TBD
SBS12 Fall 2012:
+11.9% +6.1%
Spring 2013:
+26% TBD
Fall 2013:
+14.2% TBD
Bx23 Winter 2013:
-1.4% -- -- TBD -- TBD
Bx26 Fall 2011:
Adjust trips* +2.1% -- TBD
Fall 2011:
-5.4% TBD
Bx28/38 Fall 2011:
+2.6% +4.2%
Fall 2011:
-0.6% TBD
Fall 2011:
-0.1% TBD
Bx29 Fall 2012:
Adjust trips* +1.9%
Fall 2011:
Adjust trips* TBD -- TBD
Bx30 Fall 2011:
+7.5% +7.5%
Fall 2011:
+13.0% TBD
Fall 2011:
+5.6% TBD
Q50 +5.3% Spring 2013
+2.9% TBD
Spring 2013
+2.9% TBD
*trips were adjusted (spacing) with no overall change in service
Running Time Modifications Running time is the amount of time scheduled for a bus to travel between two locations along a route.
Variability in actual running times are a key indicator as to where problem areas might exist, and if the
schedule adequately reflects real road conditions. When scheduled running times are too short, buses
will routinely arrive at stops and terminals late. When a bus begins to fall behind schedule, delays can be
compounded by the increased loading times required for the additional passengers who have arrived
after the scheduled arrival time. Insufficient running time can have a domino effect on later service if the
bus arrives late enough to the terminal that it then leaves late for its next trip. Conversely, when the
running time is too long, travel time for passengers on board increases as the operator travels slowly to
meet scheduled timepoints, or worse, the bus may arrive at stops early, which means that someone who
comes to the stop at the scheduled time will have to wait until the next scheduled bus. Therefore,
adjustments to running times can help improve performance for the adjusted trips, make later service
more reliable, and decrease waiting and travel time for customers. Schedule planners can better track
and correct these inaccuracies with the increased availability of data from Bus Time.
To improve performance and schedule adherence, several modifications to scheduled running times
have been recently implemented, and more will be made in the future. The adjustments are made to
match observed running times provided by MTA Bus Time data. A slight reduction in running time is
planned to for Spring 2014 for local bus routes since these buses are able to complete their trips more
quickly than what was previously scheduled. For the BxM7 Express bus, a running time increase will be
applied in Winter 2014.
, Metropolitan Transportation Authority
52
Route Modifications Many of the community requests that led to this study indicated that riders were confused by the current
bus route configuration and that they wanted a single bus route that would connect all sections of Co-op
City in the same way throughout the day. The survey and ridership analyses show that the majority of
bus riders are Co-op City residents traveling to points outside of Co-op City for work and, secondarily,
for shopping. These riders are best served by bus routes that travel quickly out of Co-op City, without
making circuitous trips around all sections. The majority of survey respondents during all time periods
reported that they were satisfied or very satisfied with current service.
Some community input suggested that residents were now required to make additional transfers and pay
an additional fare to get around Co-op City. However, there are no two points within Co-op City that are
not connected by a single-seat ride throughout the day (the only exceptions are Asch Loop to Bay Plaza
Mall, and southern Section 5 to Bay Plaza Mall, but these points have never been connected). The
problem is a perception of lack of service, likely due to confusion surrounding the numerous changes
that were made in 2010, some of which changed which routes connect some origin-destination pairs.
The complicated QBx1 route was simplified in 2010 by splitting into two routes – the Q50 Limited, and
the Bx23 – which reduced the number of variants. However, the Bx23 still operates on several route
variants at different times throughout the day, albeit fewer than its forebear, the QBx1. This could still
lead to confusion. This is particularly the case because the Bx23 connects all sections of Co-op City
during off-peak hours, but not during peak hours when it operates in two smaller loops. During peak
periods customers must use one of several other routes depending on their destination. While the
frequency of service has been decreased between some points in Co-op City, the current service is well
within service guidelines for the demand in the area.
As a result of these analyses, the study recommends that Bx23 circulator service be modified to
operate one uniform service pattern all day, discontinuing the current weekday peak period variants.
With the elimination of the peak period variants, the Bx23 would travel in both directions along a single
route path serving all sections of Co-op City and the Pelham Bay Park 6 train station at all times during
its scheduled service. This will help reduce passenger confusion on this route. It will increase the annual
operating cost of the route by approximately $180,000.
Another recommended route change is to reroute the Bx28 through Asch Loop in both directions at all
times. This option will provide additional travel options between Asch Loop and Section 5, Gun Hill
Road, and points west, while maintaining a relatively direct trip out of Co-op City for the many Bx28
passengers who board in Section 5 and along Bartow Avenue.
In conjunction with the Bx28 reroute, it is recommended to add a new stop for all local routes (Bx23,
Bx26, Bx28, Bx30) on Asch Loop at Adler Place, in both directions. This would eliminate an
excessively long stop spacing on Asch Loop between Co-op City Boulevard and Alcott Place, which
would provide improved access to Bartow Mall from the local routes currently operating on Asch Loop
and greatly reduce walking distances for some Asch Loop residents. It would also provide additional
travel options for Bellamy Loop, some parts of which are equally as close to this stop as to the existing
stop on Co-op City Boulevard at Bellamy Loop South, which is not served by the Bx26, Bx28 and
Bx30. It is also approximately as close to shops in Bartow Mall as the current Bx28 stop on Bartow
Avenue, so the relocation would not be a detriment to Bartow Mall shoppers and employees. Therefore,
it is not recommended to reroute the Bx28 through Asch Loop without adding this stop.
, Metropolitan Transportation Authority
53
The Bx28 reroute would be cost-neutral and would not add excessive travel time for through passengers.
The proposed stop on Asch Loop at Adler Place could be installed and would be beneficial without the
reroute of the Bx28, but the reroute should not be made without the new stop.
It is also recommended to install a Q50 limited stop on Co-op City Boulevard at the eastern
intersection with Dreiser Loop in both directions to provide additional travel options for residents in
the area. This stop would provide an additional option for travelers in this area who wish to access other
parts of Co-op City as well as the 6 train at Pelham Bay Park.
New customer information brochures should be distributed to outline the recommended changes.
Summary of Recommended Service Changes The following is a summary of the proposed service changes:
Modify Bx23 route pattern to operate one uniform service pattern all day, discontinuing the
current weekday peak period variants. With the elimination of the peak period variants, the Bx23
would travel in both directions along a single route path serving all sections of Co-op City and
the Pelham Bay Park 6 train station at all times during its scheduled service. This would help
eliminate passenger confusion. This change would increase the cost of the route by
approximately $180,000;
Install a new Q50 limited stop on Co-op City Boulevard at the eastern intersection with Dreiser
Loop in both directions to provide additional travel options for residents in the area;
Install a new local Bx23, Bx26, Bx28, Bx30 bus stop in both directions on Asch Loop at Adler
Place to provide improved access to Bartow Mall, Asch Loop and parts of Bellamy Loop;
Reroute Bx28 through Asch Loop in both directions to provide additional travel options between
Asch Loop and Section 5, Gun Hill Road, and points west. This change would be cost neutral
(this reroute is not recommended if the new stop on Asch Loop at Adler Place is not installed, as
described in the previous bullet);
Schedule additional trips for most routes that serve Co-op City to meet growing ridership, which
will incidentally reduce waiting time (Weekday service adjustments will be implemented on the
Bx12, Bx12 SBS, Bx26, Bx28/38, Bx29, Bx30 and Q50 in Spring 2014; Weekend data analysis
is currently underway, and if necessary, schedules will be adjusted for Fall 2014);
Continue to adjust scheduled running times on the Bx12, Bx12 SBS, Bx28/38, Bx29 and Bx30 to
improve schedule adherence;
Adjust scheduled running time on the BxM7 to improve schedule adherence (completed for
winter 2014); and
Distribute new customer information brochure, as in 2012.
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54
Next Steps
Based on community feedback on the proposed recommendations outlined in this study, the
recommendations may be adjusted accordingly and then proceeds toward implementation during the
second half of 2014.
This study analyzes the current state of Co-op City bus service and provides recommendations
accordingly. Additional study at a later time is needed that will evaluate the full build-out of Bay Plaza
Shopping Center, and eventually, the construction of a new Metro North Railroad station serving Co-Op
City.
APPENDICES
, Metropolitan Transportation Authority
Page A-I
APPENDIX A – MARKET SURVEY
Memorandum
Date November 4th, 2013
To Sarah Wyss, Director, Short Range Bus Service Planning, Operations Planning Robert Lai, Director, Service Design, Operations Planning, MTA Bus Company
From Marc Mednick, Market Research
Re Co‐Op City Local Bus Study
Background and Methodology The goal of this study is to identify travel patterns among customers boarding local buses in Co‐Op City, in order to assist in the examination of possible service changes.
On the weekdays of September 16th, 24th, 26th, and October 1st, 2013, from 7:00 AM to 7:00 PM, 1,363 customers were interviewed at stops throughout Co‐Op City. And on the Saturdays of October 5th and October 12th, an additional 634 customers were interviewed. These samples were drawn in proportion to estimated weekday ridership at each stop, during each time of day.
Findings Summary Characteristics of Co‐op City customers are summarized below:
Weekdays AM Peak Midday PM Peak
Main Destinations Other parts of The Bronx
Other parts of The Bronx
Other parts of The Bronx
Secondary Destinations Manhattan Co‐Op City Co‐Op City Residence Co‐Op City 3/4 Co‐Op City 1/2 Co‐Op City
Main Trip Purpose Work Shopping (Work is 2nd purpose) Work
Primary age group 19‐64 19‐64 19‐64
Secondary age group 18 & younger 65 & older 18 & younger AND 65 & older
Satisfaction level Most satisfied Least satisfied Most satisfied Most important service attribute Waiting time Waiting time Waiting time
Saturdays AM Peak Midday PM Peak
Main Destinations Other parts of The Bronx
Other parts of The Bronx
Other parts of The Bronx
Secondary Destinations Manhattan Co‐Op City Co‐Op City Residence 85% Co‐Op City 3/4 Co‐Op City 2/3 Co‐Op City
Trip Purpose Work
Shopping (Work & visiting others is 2nd purpose)
Shopping (Visiting others is 2nd purpose)
Primary age group 19‐64 19‐64 19‐64 Secondary age group 65 & older 65 & older 65 & older
Satisfaction level Same as in other Saturday periods
Same as in other Saturday periods
Same as in other Saturday periods
Most important service attribute Waiting time Waiting time Waiting time
Detailed Findings
Figures 1w and 1s show that about half of all weekday and Saturday customers, throughout the day, have non‐Co‐Op City destinations in The Bronx. Aside from that: During the morning peak (especially on weekdays), the relative travel demand to Manhattan is high—and during the rest of the day, there is a relatively high demand to Co‐Op City destinations.
Figures 2w and 2s show Co‐Op City destinations, for each interviewing location. The most common intra‐Co‐Op City trip (17% on weekdays, 10% on Saturdays) is from Bartow Avenue & Co‐Op City Boulevard to Section 5. Section 1 and Section 5, together, account for 62% of destinations on weekdays and 54% on Saturdays.
The dispersion of destinations outside Co‐Op City can be seen on interactive maps at these links (zoom in for more detail): AM Midday PM Entire Weekday Entire Saturday
Figures 3w and 3s show that, on average, about 75% of customers live in Co‐Op City. However, the proportion of Co‐Op City residents declines with the time of day, especially on weekdays.
Figure 4 shows that the vast majority of non‐Co‐Op City residents live in The Northeast Bronx.
Figure 5w, trip purpose, shows that almost everyone is going to either work or school during the weekday AM peak. During the midday, most trips are shopping, followed by work and medical appointments. During the PM peak, most trips are work‐based, followed by shopping, school, and visiting people. Figure 5s shows that Saturday trip purposes are considerably more varied, and are much more oriented to shopping and visiting people.
Most customers are between 19 and 64 years old. The remaining weekday customers during the AM are younger than 19, and the remainder during the midday are over 65. During the PM, both young and old are present in roughly equal numbers (Figure 6w). On Saturdays, the over‐64 customers outnumber the under‐19 customers all day (Figure 6s).
Figure 7w shows that on weekdays, customers most often used buses in Co‐Op City on five days during the prior week—especially so during the AM peak, and less so during the midday. Figure 7s shows that on Saturdays, customers are most likely to have used buses in Co‐Op City on seven days during the prior week.
Figures 8w and 8s show that most customers are satisfied with bus service, especially so among weekday AM and PM peak hour users.
Figure 9w and 9s show that for most customers, waiting time for the bus is considered the most important attribute of bus service, followed by speed of the ride.
Figures 10w and 10s show general customer comments (which, because of their “voluntary” nature, should only be used as a rough guideline for possible future analyses). The most common comments are, by far, complaints about infrequent and/or unreliable service.
Figures 11w and 11s show that 60% of all customers (weekdays) and 64% (Saturdays) were making this trip prior to 2010. In particular, midday customers are the group who are most likely to have made their trips prior to 2010.
Figure 12 shows a 97% compliance rate with being surveyed; about 1% could not be interviewed because of a failure to understand English.
Please contact me if you have any questions.
cc: C. Depalma P. Fleuranges J. Sears
L. Thorwaldson B. Yung
49%
54%
58%
53%
9%
30% 28%
22%
32%
12%
8%
18%
5%3% 3% 4%
0%
10%
20%
30%
40%
50%
60%
AM Midday PM Total Weekday
Fig. 1w: Customer Destinations: Weekdays
The Bronx (Excluding Co‐Op City)
Co‐Op City
Manhattan
Queens
Brooklyn
Westchester
Other
56%58% 55% 57%
14%
26%27%
22%22%
11%12%
15%
3% 3% 3% 3%
0%
10%
20%
30%
40%
50%
60%
AM Midday PM Total Saturday
Fig. 1s: Customer Destinations (Saturdays)
The Bronx (Excluding Co-Op City)
Co-Op City
Manhattan
Queens
Brooklyn
Westchester
Other
Interviewing Location Section # Section 1 Section 2 Section 3 Section 4 Section 5On Earhart La at Erskine Pl (Bx23/26/28/30 Stop) 5 1% 2% 0% 2% 1%On Hutchinson Rvr Pky at Boller Av 5 2% 1% 1% 2% 0%On Hunter Av at Boller Av 5 0% 0% 0% 0% 0%On Earhart La at Erskine Pl (Bx23-Only Stop) 5 0% 0% 0% 0% 0%On Hutchinson Rvr Pky at Einstein Loop South (On the building side of street) 5 2% 3% 2% 4% 1%On Hutchinson Rvr Pky at Einstein Loop North (Vegetation-and-Fence side of street) 5 0% 0% 0% 0% 0%On Bartow Av at Co-Op City Bl (At sidewalk benches) 4 3% 0% 0% 0% 0%On Bartow Av at Co-Op City Bl (At parking lot entrance) 4 0% 0% 0% 0% 17%On Bartow Av near Bartow Mall (In front of eyeglass store) 4 0% 0% 0% 0% 0%On Bartow Av near Bartow Mall (Bx28 Stop) 4 0% 0% 0% 0% 0%On Asch Loop at Bartow Av (Across the street from the bank) 3 0% 0% 0% 0% 3%On Asch Loop at Bartow Av (In front of bank) 3 3% 1% 0% 0% 0%On Asch Loop at Alcott Place, in front of tennis courts 3 0% 0% 0% 0% 1%On Asch Loop at Alcott Place, across the street from the tennis courts 3 2% 1% 0% 0% 1%On Asch Loop at Co-Op City Blvd, near the bus shelter 3 2% 0% 0% 0% 1%On Asch Loop at Co-Op City Blvd, across the street from the bus shelter 4 1% 0% 0% 0% 0%On Baychester Av at Aldrich St (On the building side of the street) 3 2% 0% 0% 1% 0%On Baychester Av at Aldrich St (On the highway side of the street) 3 0% 0% 0% 0% 0%On Baychester Av at Darrow Pl (On the building side of the street) 1 0% 1% 0% 0% 0%On Baychester Av at Darrow Pl (On the highway side of the street) 1 0% 1% 0% 0% 1%On Dreiser Loop at Co-Op City Bl (Eastern leg of Dreiser Loop where buses make a right turn onto Co-Op City Blvd) 1 0% 1% 0% 2% 2%On Dreiser Loop at Defoe Pl (On the side of the street with stores) 1 1% 0% 0% 5% 5%On Co-Op City Bl at Carver Loop (Side of street with buildings) 2 2% 0% 1% 1% 2%On Co-Op City Bl at Carver Loop (In front of shopping center) 2 3% 1% 1% 0% 2%On Co-Op City Bl at Bellamy Loop North (Across the street from the buildings) 4 2% 1% 0% 0% 0%
Interviewing Location Section # Section 1 Section 2 Section 3 Section 4 Section 5On Earhart La at Erskine Pl (Bx23/26/28/30 Stop) 5 1% 1% 2% 0% 2%On Hutchinson Rvr Pky at Boller Av 5 2% 0% 1% 4% 1%On Hunter Av at Boller Av 5 0% 0% 0% 1% 0%On Earhart La at Erskine Pl (Bx23-Only Stop) 5 2% 1% 1% 0% 0%On Hutchinson Rvr Pky at Einstein Loop South (On the building side of street) 5 3% 3% 1% 3% 4%On Hutchinson Rvr Pky at Einstein Loop North (Vegetation-and-Fence side of street) 5 0% 0% 0% 0% 1%On Bartow Av at Co-Op City Bl (At sidewalk benches) 4 4% 1% 0% 1% 0%On Bartow Av at Co-Op City Bl (At parking lot entrance) 4 0% 0% 0% 0% 10%On Bartow Av near Bartow Mall (In front of eyeglass store) 4 0% 0% 0% 0% 0%On Bartow Av near Bartow Mall (Bx28 Stop) 4 0% 0% 0% 0% 0%On Asch Loop at Bartow Av (Across the street from the bank) 3 1% 0% 0% 0% 1%On Asch Loop at Bartow Av (In front of bank) 3 2% 2% 0% 0% 0%On Asch Loop at Alcott Place, in front of tennis courts 3 0% 0% 1% 0% 0%On Asch Loop at Alcott Place, across the street from the tennis courts 3 1% 1% 2% 0% 0%On Asch Loop at Co-Op City Blvd, near the bus shelter 3 1% 0% 0% 0% 2%On Asch Loop at Co-Op City Blvd, across the street from the bus shelter 4 4% 0% 0% 0% 0%On Baychester Av at Aldrich St (On the building side of the street) 3 2% 0% 0% 1% 0%On Baychester Av at Aldrich St (On the highway side of the street) 3 0% 0% 0% 0% 0%On Baychester Av at Darrow Pl (On the building side of the street) 1 1% 0% 0% 0% 2%On Baychester Av at Darrow Pl (On the highway side of the street) 1 0% 0% 0% 0% 1%On Dreiser Loop at Co-Op City Bl (Eastern leg of Dreiser Loop where buses make a right turn onto Co-Op City Blvd) 1 0% 0% 4% 3% 1%On Dreiser Loop at Defoe Pl (On the side of the street with stores) 1 3% 0% 2% 1% 4%On Co-Op City Bl at Carver Loop (Side of street with buildings) 2 0% 0% 1% 1% 2%On Co-Op City Bl at Carver Loop (In front of shopping center) 2 4% 1% 1% 4% 0%On Co-Op City Bl at Bellamy Loop North (Across the street from the buildings) 4 0% 2% 0% 0% 0%
Figure 2w. Intra-Co-Op City Destinations, from Interviewing Locations, Weekdays
Figure 2s. Intra-Co-Op City Destinations, from Interviewing Locations, Saturdays
7%
27%
51%
25%
93%
73%
49%
75%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
AM Midday PM Total Weekday
Fig. 3w: Do you live in Co‐Op City? (Weekdays)
Yes
No
14%
26%
36%
23%
86%
74%
64%
77%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
AM Midday PM Total Saturday
Fig. 3s: Do you live in Co‐Op City? (Saturdays)
Yes
No
56%
25%
35%38%37%
10%
16%
20%
3%
31%
23%
20%
1%
11%14%
8%
1%
15%
3%
8%
2%
7%
9%
6%
0%
10%
20%
30%
40%
50%
60%
AM Midday PM Weekday Total
Fig. 5w: Trip Purpose (Weekdays)Work or job interview
School / College
Shopping (Includes “gym”, “bank”, and "pay bills")
Visit friend, relative
Medical appointment
Other
32%
14%
18%21%
11%
4%
6%
21%
41%
34%33%
8%
3%
7%5%
11%
15%
23%
15%
5%
6%5%
6%
7%
1%
6%
5%
6%
18%
7%
2% 4%3%
0%
10%
20%
30%
40%
50%
60%
AM Midday PM Saturday Total
Fig. 5s: Trip Purpose (Saturdays) Work or job interview
School / College
Shopping (Includes “gym”, “bank”, and "pay bills")
Religious observance/community activity
Visit friend, relative
Medical appointment
Personal errand
Leisure/Vacation/Recreation (Parks, etc.)
Other
63%
63%
71%
65%
5%
32%
16% 20%
32%
6%
12%
16%
0%
10%
20%
30%
40%
50%
60%
70%
80%
AM Midday PM Weekday Total
Fig. 6w: Customer Age (Weekdays)
Between 19 and 6465 years old or older18 years old or younger
68%67%
78%
69%
24%25%
19%24%
9% 8%
3%
7%
0%
10%
20%
30%
40%
50%
60%
70%
80%
AM Midday PM Saturday Total
Fig. 6s: Customer Age (Saturdays)
Between 19 and 6465 years old or older18 years old or younger
1%1% 3%
3%7%
56%
12%
18%2% 12%15%
11%10%
22%
8%
20%
1%
9%9%
12%10%
34%
10%
16%1%7%
10%
9%9%
36%
10%18%
0%
10%
20%
30%
40%
50%
60%
70%
80%
0 1 2 3 4 5 6 7
Fig. 7w: In how many days of the past week did you use a bus in Co‐Op City? (Weekdays)
AM
Midday
PM
Total Weekday
5%
10%
7%7%
7%
18%12%
35%
5%
13%
8%11%
6%
13%
10%
33%
1%
19%
8%14%
4%
11%
7%
36%
4%
13%
8%10%
7%
15%
10%
34%
0%
10%
20%
30%
40%
50%
60%
70%
80%
0 1 2 3 4 5 6 7
Fig. 7s: In how many days of the past week did you use a bus in Co‐Op City? (Saturdays)
AM
Midday
PM
Total Saturday
10%
63%
21%
6%
12%
53%
26%
9%
10%
66%
21%
3%
11%
59%
23%
7%
0%
10%
20%
30%
40%
50%
60%
70%
80%
Very satisfied Satisfied Unsatisfied Very unsatisfied
Fig. 8w: How satisfied are you with overall bus service in Co‐Op City? (Weekdays)
AM
Midday
PM
Total Weekday
7%
57%
31%
5%
8%
54%
30%
8%
6%
55%
30%
10%7%
55%
30%
7%
0%
10%
20%
30%
40%
50%
60%
70%
80%
Very satisfied Satisfied Unsatisfied Very unsatisfied
Fig. 8s: How satisfied are you with overall bus service in Co‐Op City? (Saturdays)
AM
Midday
PM
Total Saturday
69%
22%
3%2%
3%
67%
14%11%
5%
3%
70%
15%
6% 5%4%
68%
17%
7%
4% 3%
0%
10%
20%
30%
40%
50%
60%
70%
80%
Waiting time for your bus Speed of the ride Minimizing walking Minimizing transfers Bus cleanliness
Fig. 9w: Which factor is most important to you? (Weekdays)
AM
Midday
PM
Total Weekday
69%
19%
4% 4%
4%
63%
15% 11%
6%5%
70%
14%
7%
6%
4%
66%
16%
8%
5%
5%
0%
10%
20%
30%
40%
50%
60%
70%
80%
Waiting time for your bus Speed of the ride Minimizing walking Minimizing transfers Bus cleanliness
Fig. 9s: Which factor is most important to you? (Saturdays)
AM
Midday
PM
Total Saturday
41.4%
13.2%11.2%
8.8%7.3% 6.5%
2.6% 2.3% 1.6% 1.6% 1.1% 0.7% 0.4% 0.4% 0.4% 0.4% 0.2%0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
40.0%
45.0%
Figure 10w: Customer Comments, Weekdays
32.9%
15.8%
12.8%
9.5%8.7%
5.3%
3.3% 3.1%2.2% 1.7% 1.4% 1.3% 1.2% 0.5% 0.3% 0.1%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
Figure 10s: Customer Comments, Saturdays
50%
69%
59% 60%
50%
30%
40% 39%
1% 1% 1%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
AM Midday PM Total Weekday
Fig. 11w: Did you make this trip prior to 2010? (Weekdays)
Not sure /Don't knowNo
Yes
61%67%
59%64%
38%32%
41%35%
1% 1% 1%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
AM Midday PM Total Saturday
Fig. 11s: Did you make this trip prior to 2010? (Saturdays)
Not sure /Don't knowNo
Yes
Saturday, 95%
Saturday, 1%Saturday, 4%
Weekday, 98%
Weekday, 1% Weekday, 1%0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Yes No, because the respondent doesn't seem to speakEnglish
No, because of some other reason
Fig. 12: Is the respondent willing to be interviewed?
Memorandum
Date November 19, 2013
To Robert Lai, Director, Service Design, Operations Planning, MTA Bus Company
From Marc Mednick, Market Research
Re BxM7 Study
Background and Methodology The goals of this study are to identify BxM7 customer travel patterns and service perceptions. On Tuesday October 29th, 2013, 287 interviews were completed at bus stops during the AM peak, and 124 interviews were completed on buses during the weekday midday. On Saturday November 2nd, 2013, 190 interviews were conducted on board buses.
Findings
BxM7 destinations (almost entirely in Midtown Manhattan) can be seen at these links: o Weekday AM o Weekday Midday o Saturday
Figure 1 shows that BxM7 customers primarily board on Dreiser Loop and on Einstein Loop.
Fig ure 2 shows that the nearly‐unanimous destination borough is Manhattan.
Figure 3 shows that the primary trip purpose during all time periods is work. Secondary trip purposes during the midday tend to be visiting people and medical appointments. On Saturdays, the secondary trip purposes are generally visiting people, shopping, and leisure.
Figure 4 shows that weekday customers (and especially during the AM peak) typically use the BxM7 five days per week. Usage frequency among Saturday customers varies considerably more.
Figure 5 shows that the BxM7 is used almost exclusively by Co‐Op City residents.
“Speed of Ride” is the most important factor among BxM7 customers, followed by waiting time for their bus (Figure 6).
Figure 7 shows high level of customer satisfaction, and especially so among midday users; 42% are “Very satisfied” with overall BxM7 service.
Figure 8 shows that the most common customer comments are, by far, complaints about infrequent and/or unreliable service. (As with the Co‐Op City Local Bus Study, these comments should only be used as a rough guideline for possible future analyses because of the unstructured methodology of this question).
Please contact me if you have any questions.
cc: J. Bautista P. Fleuranges L. Thorwaldson S. Wyss C. Depalma J. Sears B. Yung
28%
11%
10%
17%
6%
28%29
%
7%
11%
18%
5%
30%
29%
10%
12%
13%
4%
33%
DREISER LOOP CARVER LOOP BELLAMY LOOP ASCH LOOP BARTOW AVE ‐ CO ‐OP C ITY BLVD
EINSTE IN LOOP
FIG. 1: BOARDING STOPWeekday AM Weekday Midday Saturday
98%
1% 1% 0% 0%
96%
2% 2%
0% 0%
95%
3%
1% 1% 1%
MANHATTAN BROOKLYN QUEENS STATEN I S LAND NEW JERSEY
FIG. 2: DESTINATIONWeekday AM Weekday Midday Saturday
83%
3% 2% 0%
4%
2%
4%
1% 1% 0%
50%
13%
4% 3%
14%
6% 7%
2% 1% 0%
32%
20%
17%
16%
3%
6%
2%
4%
0% 1%
FIG. 3: TRIP PURPOSEWeekday AM Weekday Midday Saturday
4%
6%
4%
6% 5%
65%
8%
3%
6%
16%
11% 11%
6%
31%
5%
15%
9%
20%
15%
13%
10%
17%
11%
5%
0 1 2 3 4 5 6 7
FIG. 4: IN HOW MANY DAYS OF THE PAST WEEK DID YOU USE THE BXM7? Weekday AM Weekday Midday Saturday
97%
3%
89%
11%
91%
9%
YES NO
FIG. 5: DO YOU LIVE IN CO‐OP CITY? Weekday AM Weekday Midday Saturday
59%
23%
8%
6%
4%
54%
25%
10%
7%
4%
52%
28%
7%
10%
3%
SPEED OF THE RIDE WAIT ING T IME FOR YOUR BUS
MINIMIZ ING TRANSFERS MINIMIZ ING WALKING BUS CLEANL INESS
FIG. 6: WHEN TAKING THE BXM7, WHICH OF THESE FACTORS IS MOST IMPORTANT TO YOU?
Weekday AM Weekday Midday Saturday
22%
68%
9%
1%
42%
52%
4%
2%
32%
53%
11%
4%
VERY SAT ISF IED SAT ISF IED UNSATISF IED VERY UNSATISF IED
FIG. 7: HOW SATISFIED ARE YOU WITH OVERALL BXM7 SERVICE?Weekday AM Weekday Midday Saturday
33%
12%
18%
3%
9%
8%
3%
2% 2% 3%
1%
2% 2%
20%
20%
10%
10%
5%
3%
5%
3% 3%
1%
4%
1%
5%
36%
18%
10%
15%
3% 3% 2% 3%
2% 1% 2% 1% 1% 1%
FIG. 8: CUSTOMER COMMENTS(INCLUDES ONLY COMMENTS MENTIONED AT LEAST THREE T IMES)
Weekday AM, 237 Comments Weekday Midday, 80 Comments Saturday, 196 Comments
Other Comments (Mentioned fewer than three times)Passengers are not paying fareBackup buses for breakdowns & missing driversNotify passengers of detours & route changesBuses should run laterBuses temperature uncomfortableBuses are too oldBus should make fewer stops in Co‐Op CityPassengers on cell phonesShould take dollar bills Buses need bathroomsMore buses needed when there are train issuesMore stops needed in The BronxBan eating on busBroken seatsSeats have no leg roomRoute should be extended further downtown
, Metropolitan Transportation Authority
Page A-II
APPENDIX B – RIDERSHIP ANALYSIS MAPS
Final Destination of Trips Originating in Co-op CityBorough Level
55.1%
27.4%5.0%
2.5%
´ 0 3 6 9 121.5 Miles
Destination BoroughCo-op CityBronxBrooklynManhattanQueensStaten Island
0.1%
1.8%
0.1%
Westchester
Nassau
(ex. Co-op City)
8.1%(Co-op City)
Final Destinations of Trips Originating in Co-op CityBronx & Manhattan Neighborhood Level
´ 0 1.5 3 4.5 60.75 Miles* Neighborhood under 10 riders are not shown
Trip Counts10-100100-250250-500500-1000>1000
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Co-op City207 St: 58 (2%)
Fordham Rd: 49 (1%)Fordham Rd: 47 (1%)
Pelham Pkwy: 54 (2%)
Allerton Av: 53 (2%)
Gun Hill Rd: 58 (2%)
Gun Hill Rd: 453 (13%)
Norwood - 205 St: 38 (1%)
Pelham Bay Park: 2162 (63%)
Eastchester - Dyre Av: 160 (5%)
BX12BX12+BX23BX26BX28BX29BX30BX38BxM7Q50
Co-op city Bus to Subway Transfers, Morning Rush
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Co-op City207 St: 12 (1%)
Fordham Rd: 23 (3%)Fordham Rd: 23 (3%)
Pelham Pkwy: 39 (4%)
Allerton Av: 20 (2%)
Gun Hill Rd: 58 (6%)
Gun Hill Rd: 165 (18%)
Norwood - 205 St: 19 (2%)
Pelham Bay Park: 430 (47%)
Eastchester - Dyre Av: 25 (3%)
BX12BX12+BX23BX26BX28BX29BX30BX38BxM7Q50
Co-op city Bus to Subway Transfers, Midday
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0 0.35 0.7 1.05 1.40.175 Miles
North Co-Op City Bus Trips
Allerton Av
E Gun Hill Rd (2)
E Gun Hill Rd (5)
Boston Rd
Western Bx28
WesternBx26
BellamyLoop
Pelham Bay Park
Baychester Av
Bartow AvW. of Co-Op
Bay Plaza
Section 5
Dreiser Loop
NorthernCo-Op City
AschLoop
Bartow Av
Trip Count<7575-150150-250250-375375-500500-625625-900900-1200>1200
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0 0.35 0.7 1.05 1.40.175 Miles
Section 5 Co-Op City Bus Trips
Allerton Av
E Gun Hill Rd (2)
E Gun Hill Rd (5)
Boston Rd
Western Bx28
WesternBx26
BellamyLoop
Pelham Bay Park
Baychester Av
Bartow AvW. of Co-Op
Bay Plaza
Section 5
Dreiser Loop
NorthernCo-Op City
AschLoop
Bartow Av
Trip Count<7575-150150-250250-375375-500500-625625-900900-1200>1200
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0 0.35 0.7 1.05 1.40.175 Miles
Co-Op City Bus Trips to E Gun Hill Rd (2)
Allerton Av
E Gun Hill Rd (2)
E Gun Hill Rd (5)
Boston Rd
Western Bx28
WesternBx26
BellamyLoop
Pelham Bay Park
Baychester Av
Bartow AvW. of Co-Op
Bay Plaza
Section 5
Dreiser Loop
NorthernCo-Op City
AschLoop
Bartow Av
Trip Count<2525-5050-7575-125125-200200-275275-350350-425>425
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0 0.09 0.18 0.27 0.360.045 Miles
Bus Trips Within Co-Op City
Trip Count<1010-2020-3030-4040-5050-7575-100100-125>125
Section 5
BellamyLoop
NorthernCo-Op City
Baychester Av
Dreiser Loop
Bay Plaza
Bartow Av
Asch Loop
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0 0.1 0.2 0.3 0.40.05 Miles
BX12BX12+BX23BX26BX28BX29BX30BX38BxM7Q50
Co-op City Weekday Boardings
Bellamy Loop
Baychester Av
Dreiser Loop
NorthernCo-Op City
Bartow AvW. of Co-Op City
BayPlaza
Section 5
Bartow Av
Asch Loop
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0 0.1 0.2 0.3 0.40.05 Miles
BX12BX12+BX23BX26BX28BX29BX30BX38BxM7Q50
Co-op City Weekday Alightings
Bellamy Loop
Baychester Av
Dreiser Loop
NorthernCo-Op City
Bartow AvW. of Co-Op City
BayPlaza
Section 5
Bartow Av
Asch Loop
, Metropolitan Transportation Authority
Page A-III
APPENDIX C – CO-OP CITY SITE PLAN