Ø The B68 would be replaced by a southerly extension of the B67 and would terminate at Kings Highway, returning direct bus access to Downtown Brooklyn
for the first time in over sixty years.
Ø The B67 on McDonald Ave
would be replaced by an extension of the B69.
B67 would be cut back from High St
to Tillary St in Downtown Brooklyn.
Ø A new route, B10 would start at Coney Island and
operate via Coney Island Ave until 18th Avenue (Ditmas Avenue), then primarily beside the
existing B11 terminating at Maimonides Hospital where
most of the people get off the B11.
Ø On Saturdays when B11 usage is light, the B10 would terminate at 18th Avenue
(Ditmas Avenue) instead of Maimonides Hospital to minimize operating costs.
Ø On summer weekends the B67 would operate to Coney Island, thereby increasing
beach service. It would also operate to Coney Island during late night hours.
Ø Greatly increases service along
the most heavily used portion of the route between Ditmas Avenue and Kings Highway and reduces service along the extremities
of the route.
Ø Also, it provides a direct connection from Southern Midwood
/ Kings Hway area (an area with a big influx of Sephardic Jews) to the heart of Borough Park. (Currently, there
are illegal jitneys serving this demand.)
Ø Also, it greatly increases service along the main
portion of 49 / 50 Streets served by the B11 while reducing service on the western portion of the route which is lightly utilized.
Ø The resulting reduced service on the Ave J portion
of the B11 would be mitigated by having all
the B6s make all stops and eliminating limited stop service.
Benefits and Disadvantages:
Ø Some people would be inconvenienced
but many more would benefit. And you could still take the
B or Q train for through trips if you don't
want to change.
Ø Although splitting
the route into two routes would inconvenience those customers who would have to transfer to continue their trip, the
number of customers inconvenienced would be minimal and represents a small percentage of current B68 customers because the proposal provides
a common overlapping route portion between Foster Avenue and Kings Highway, the most heavily used portion
of the route.
· The only customers requiring an extra bus are those who begin or end their trip south of Kings
Highway and get on or off north of Foster Avenue. In most cases, these
customers are already using the Brighton Line rather than the B68 because it is quicker and therefore would be unaffected;
they would still have that option open to them. Also, the numbers of customers
inconvenienced by being required to take an extra bus are offset by the numbers of customers who would require one fewer bus,
customers currently transferring to the B11
going to Borough Park.
In all likelihood, the number of customers benefiting from this proposal would far outweigh the numbers of customers
being inconvenienced because most of the Coney Island Avenue Corridor would now have direct bus access
for the first time in about 70 years to Park Slope and Downtown Brooklyn, for those
unable to use the subway or find it more convenient to use the bus. Presently
two buses are required to make this trip utilizing the B75.
· The B67, a shorter and more direct route to Downtown Brooklyn and serving a greater portion
of it, presently is not available to the Coney Island Avenue Corridor with the exception of a small number
of customers near McDonald Avenue north of Cortelyou Road.
· There also would be direct service from the entire Coney Island Avenue corridor to the
entire 7th Avenue shopping area (not just the vicinity around 9th Street) in Park
Slope, a desirable destination due to its many shopping boutiques and restaurants. This
trip presently requires three buses and a double fare (for those without a monthly pass).
An extended B67 would encourage new trips and provide additional revenue.
Would the B67 become too long?
Ø The current B67 is not an overly long route, relatively speaking. It's running time
ranges from 27 to 51 minutes. The proposed B67 would have a running time between 39 and 75 minutes depending upon time of day, less
than the existing running time of the B47
which ranges from 46 to 76 minutes depending on the time of the day. That route was created several years ago when the B40 and B78 were combined. (All running times quoted are
for the weekday school open schedule.)
Traffic Congestion Along
49th and 50th Streets
Ø 49th and 50th Streets are plagued with traffic congestion which causes some reliability
problems on the existing B11. However, that would not be a
sufficient reason not to institute a new service on these streets.
Ø The congestion that would exist on these streets would be no greater than the current
congestion. In fact, reliability would be somewhat improved if the proposal
were implemented because bus delays are not caused solely by traffic congestion but also by passenger congestion. When a bus is delayed by traffic, additional crowds build at the bus stops further delaying the buses. By providing additional service along the most heavily traveled sectors, the buses
would be less prone to crowding and reliability would be improved.
Duplicative Service or More Efficient Service?
Although MTA New York City Transit may consider this proposal as providing unnecessary duplicative
service along Coney Island Avenue and 49th / 50th Streets and
more expensive than current operation, the reality is that the portions of these streets which would receive additional
service are the portions that are most heavily utilized. Therefore, more seats
would be available and customers would be better served.
this service would not be more expensive, because the route portions generally receiving less service would be the southern
end of the current B68 and western extremity of the current B11 which are less heavily utilized.
· For example, most B11 passengers traveling westbound get off the bus by 9th Avenue with only a few passengers
remaining on board until 1st Avenue. It is inefficient to provide
the same levels of service on an entire route when the center portion of the route carries ten times the number of customers
as the western end as is currently the case. Providing less service west of 9th
Avenue is more efficient and offsets the additional operating cost of providing additional buses where they are most needed.
· Several years ago NYCT similarly split the M10 along 8th Avenue and Central
Park West in Manhattan into two overlapping routes, the M10 and the M20 creating an overlapping portion between Penn Station and West 66th
Street. This service change was not considered duplicative and
more expensive to operate. Customers riding between 86th
Street and 14th Street, for example who previously required one bus and were now required to transfer
as a result of the route splitting, were not considered by NYCT to be inconvenienced.
Proposal D -- Extension of Cortelyou Rd Rte to Kings Hway
/ Ave D. (B23 or new B21)
Ø By ending at Flatbush Ave, the B23 does not permit transferring to another east / west route to travel further
east. Extending it paralleling the Avenue D B8 route
makes the route more useful, providing additional transfers to the B8 and B46 routes.
Proposals E & F