BusTalk

[Pineywoodsbus]

From the Hofstra Chronicle
Long Island Bus tries to find home in Nassau

On eastern Long Island, the the Hempstead Turnpike does not look like the idealized suburban American dream: white picket fences are replaced with chain-linked vacant lots, beaux-arts storefronts are crumbling and overcrowded buses dominate the streets over luxury sedans.

At peak hours, the neighborhood resembles a miniature version of Manhattan's Port Authority Bus Terminal-as commuters, travelers and wanderers-all make their way onto trains and buses around Hempstead to the beach, malls and downtown shopping districts.

Nestled between Jackson and Columbia Streets in downtown Hempstead, the area is home to the massive Hempstead Transit Center, commonly known by locals as the "transit hub," serving 21 of the 54 Long Island Bus routes in eastern Queens, Nassau and western Suffolk counties. Adjacent to the Hempstead Long Island Rail Road station, it serves as the main transfer point for customers using a second Long Island Bus route or the LIRR. However, for many daily commuters, a $12 round-trip on the LIRR is out of the picture-riding the bus for $2.00 is the best way, or only option, to get around town without a car.

"It's not as timely as the LIRR, but it's cheaper," said Benjamin Santiago, a student from Cooper Union University in Manhattan, waiting for a bus to the Roosevelt Field Mall in Garden City. "It depends on what time you go, but the buses can be crowded and not on-time. It sucks when you have to wait."

Despite its benefits for those without cars, the Long Island Bus currently lies in a perpetual state of flux on the local level. Formed in 1973, the service was comprised of 10 private bus carriers that eventually turned into the united public transportation system it is today, reducing congestion and providing a way for more Long Islanders to access new jobs and educational institutions.

In 2004, the LI Bus introduced the use of natural gas powered buses for cleaner emissions, expanding routes to the Sunrise Mall in Hicksville, Port Washington, Bethpage and Main Street in Mineola.

As the organization continues to grow, its funding comes from three different sources, leaving it under the constant threat of having to cut service altogether.

"The problem with the Long Island Bus is that the funding sources are not stable," said Kat Slevin, associate director of the Tri-State Transportation Campaign (TSTC), a non-profit organization advocating reduced dependency on cars in urban and suburban neighborhoods. "The funds are split between the MTA [Metropolitan Transportation Authority], the county and the state, and every year, they battle. That makes it even harder to plan for the future."

Each year, the bus is historically known to face serve service cuts based on its funding situation, where allocations are subjected to an annual budget process as each side waits to see what others pay and how to handle the money. The MTA has discussed talks about a possible merge with the Long Island Bus as a whole, but based on the unpredictability of the funds and annual deficits, the future for the LI Bus remains stuck.

"We see the need for public transportation growing significantly throughout Long Island. The MTA and LI Bus are pleased to partner with our local officials to address the transit needs of these community residents," remarked Neil Yellin, LI Bus president, in a statement from the Metropolitan Transportation Authority. "Expansion of public transportation on Long Island is necessary to promote economic growth and improve the environment."

The bus service has seen a 3.4 percent increase between 2005 and 2006, on top of a 3 percent growth from 2004 to 2005, according to TSTC. Yellin told the MTA that he will have to cut service this year if he does not receive $4 million to cover an immediate operating deficit. This number does not account for new buses-and as 105,329 commuters ride the Long Island Bus on a weekly basis, more money will be needed to compensate for the increased ridership.

"High-transit ridership is a sign of high economic prosperity. More people are finding work on Long Island, coming from the working class or low wage labor," Slevin said.

Along with new economic opportunities on Nassau County, Slevin added that the advent of the Metrocard machine in the late 1990s also contributed to increased ridership. Commuters were now able to pay their bus fare on a digital card that automatically deducts when swiped, providing riders with free transfers to other bus lines and subways without paying an extra $2.

At the Hempstead Transit Center, Metrocards are sold in the waiting area and people are most likely to transfer to other bus lines at the hub-with over 20 different routes to choose from, the rides are infinite. There are still those jingling handfuls of change hoping to scrounge up enough money to ride the N6 back to Jamaica, the N43 to Freeport or the N15 to Long Beach.

"It's very overcrowded and sometimes I have to stand up until people got off the bus. This could take from a few minutes up until a half hour every time," said Lakisha Wilkins, 22, of Wyandanch. "The ride from Jamaica to Hempstead is the worst because it takes so long because there are so many stops."

Until then, crowds flock to the waiting area, carefully watching and waiting for their line to arrive, hoping to get a seat.

[Q65A]

Thanks for the post.
I never realized just what a tough financial spot LIB was in until I read this piece.
It seems as if ridership is growing, so MTA really needs to do something and do it quickly. It certainly is not a case of "build it and they will come"; with gas prices approaching $4/gal., there are plenty of ready riders for LIB.
It is truly ironic that public policymakers often will urge the public to leave their cars home and use mass transit, yet when the public tries to do just that they run into all kinds of problems.