review of co-op city bus service

Review of Bus Service & Performance in

Co-op City with Recommendations for

Service Enhancements

,,,,

January 2014

, Metropolitan Transportation Authority

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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


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/

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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Figure 4 - QBx1 Route Map

(2010)

Figure 5 - Bx23 Route Map

(2013)

Figure 6 - Q50 Route Map

(2013)


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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)


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


17

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


18

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


Weekday 84% 83%

Saturday 89% 86%

Sunday 90% 86%


19

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


Weekday 73% 71%

Saturday 74% 70%

Sunday 76% 71%

Table 6 - Passenger Environment Survey


Litter-Free 91% 81%

Cleanliness 92% 82%

Climate 92% 93%


20

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.


21

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


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


22

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


North Boller Av 103676 Bx23,26,28,29,30,Q50 Yes Yes


North Einstein Loop S 101737 Bx23,26,28,29,30,Q50 Yes Yes

Einstein Loop North Elgar Pl 150055 BxM7 No Planters


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


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


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%


Co-op City

The Bronx(excluding Co-op City)

Manhattan

Queens

Other


25

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)


26

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)


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%


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


28

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%


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%


18 years or younger

65 years or older

Between 19 and 64


29

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


30

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)


31

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%

80%

90%

100%


Veryunsatisfied

Unsatisfied

Satisfied

Very satisfied

Figure 23 - Rider Survey: Satisfaction with Current Service (Saturday Riders)

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Veryunsatisfied

Unsatisfied

Satisfied

Very satisfied


32

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,


33

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

ed

Sati

sfa

cti

on

Age Group


34

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

po

rte

d S

ati

sfa

cti

on

Destination


35

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%

70%

80%

90%

100%

Rep

ort

ed

Sati

sfa

cti

on

Trip Purpose


36

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.


37

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)


38

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%


39

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


40

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.


41

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


42

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)


43

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


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


44

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


45

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


46

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.


47

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


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


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


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.


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


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.


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.


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.


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


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


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



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.

https://fortress.maptive.com/ver3/5385a02f7f037af0a4703215852cefee

https://fortress.maptive.com/ver3/2ea3ee6fc9d700cfc631d96fd4a820d1

https://fortress.maptive.com/ver3/a089741cac38f1641d7bfab3da81a885

https://fortress.maptive.com/ver3/5275d56d29609ef96dfcbe8865db0644

https://fortress.maptive.com/ver3/2b38a7506ecf452f42cc63392b0a6e8e

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%


Fig. 1w: Customer Destinations: Weekdays

The Bronx (Excluding Co‐Op City)

Co‐Op City

Manhattan

Queens

Brooklyn

Westchester

Other

Marc

Typewritten Text

Return to report text

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

Marc

Typewritten Text


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

Marc

Typewritten Text


7%

27%

51%

25%

93%

73%

49%

75%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Fig. 3w: Do you live in Co‐Op City? (Weekdays)

Yes

No

Marc

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14%

26%

36%

23%

86%

74%

64%

77%

0%

10%

20%

30%

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50%

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80%

90%

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Fig. 3s: Do you live in Co‐Op City? (Saturdays)

Yes

No

Marc

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Marc

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56%

25%

35%38%37%

10%

16%

20%

3%

31%

23%

20%

1%

11%14%

8%

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3%

8%

2%

7%

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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

Marc

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32%

14%

18%21%

11%

4%

6%

21%

41%

34%33%

8%

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15%

5%

6%5%

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1%

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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

Marc

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63%

63%

71%

65%

5%

32%

16% 20%

32%

6%

12%

16%

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AM Midday PM Weekday Total

Fig. 6w: Customer Age (Weekdays)

Between 19 and 6465 years old or older18 years old or younger

Marc

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68%67%

78%

69%

24%25%

19%24%

9% 8%

3%

7%

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AM Midday PM Saturday Total

Fig. 6s: Customer Age (Saturdays)

Between 19 and 6465 years old or older18 years old or younger

Marc

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1%1% 3%

3%7%

56%

12%

18%2% 12%15%

11%10%

22%

8%

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34%

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10%18%

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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

Marc

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5%

10%

7%7%

7%

18%12%

35%

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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

Marc

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10%

63%

21%

6%

12%

53%

26%

9%

10%

66%

21%

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11%

59%

23%

7%

0%

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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

Marc

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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

Marc

Typewritten Text


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

Marc

Typewritten Text


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

Marc

Typewritten Text


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

Marc

Typewritten Text


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

Marc

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50%

69%

59% 60%

50%

30%

40% 39%

1% 1% 1%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Fig. 11w: Did you make this trip prior to 2010? (Weekdays)

Not sure /Don't knowNo

Yes

Marc

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61%67%

59%64%

38%32%

41%35%

1% 1% 1%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Fig. 11s: Did you make this trip prior to 2010? (Saturdays)

Not sure /Don't knowNo

Yes

Marc

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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?

Marc

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Marc

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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

https://fortress.maptive.com/ver3/33cc04479b8c7a572f988529b6722b9d

https://fortress.maptive.com/ver3/c6c8a18541f427a1e16c5119c2136b9f

https://fortress.maptive.com/ver3/f165f821c9517c4dcb44893fdb9d88ce

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

Marc

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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

Marc

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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

Marc

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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

Marc

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97%

3%

89%

11%

91%

9%

YES NO

FIG. 5: DO YOU LIVE IN CO‐OP CITY? Weekday AM Weekday Midday Saturday

Marc

Typewritten Text


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

Marc

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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

Marc

Typewritten Text


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

Marc

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Marc

Typewritten Text



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)

U973M55

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Ridership Map 1

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

U973M55

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Ridership Map 2

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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%)


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

U973M55

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Ridership Map 3

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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%)



Norwood - 205 St: 19 (2%)

Pelham Bay Park: 430 (47%)

Eastchester - Dyre Av: 25 (3%)


Co-op city Bus to Subway Transfers, Midday

U973M55

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Ridership Map 4

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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

U973M55

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Ridership Map 5

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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


Bay Plaza

Section 5

Dreiser Loop

NorthernCo-Op City

AschLoop

Bartow Av

Trip Count<7575-150150-250250-375375-500500-625625-900900-1200>1200

U973M55

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Ridership Map 6

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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


Bay Plaza

Section 5

Dreiser Loop

NorthernCo-Op City

AschLoop

Bartow Av

Trip Count<2525-5050-7575-125125-200200-275275-350350-425>425

U973M55

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Ridership Map 7

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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

U973M55

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Ridership Map 8

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0 0.1 0.2 0.3 0.40.05 Miles


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

U973M55

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Ridership Map 9

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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

U973M55

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Ridership Map 10


Page A-III

APPENDIX C – CO-OP CITY SITE PLAN

review of co-op city bus service

Documents