As BRT draws ever closer, Clifton’s business district has caused a bit of a snag. Last week, on February 24th, Clifton Town Meeting held a special session to determine whether they would sign the Clifton Business Association’s letter to Metro. The letter suggested that the BRT stop should be moved from Ludlow Ave (Option 1) to Clifton Ave (Option 2). CTM ultimately refused to sign after overwhelming pushback from the community, but they did not commit to Option 1 either. At their meeting on March 2nd, they laid out the pros and cons of each option in an open discussion with members of the community. Here’s a rundown of how CTM presented each option and what was discussed.

Option 1

Option 1 would place the stops toward the Western end of the Clifton Business District near Middleton Ave. There would be one on either side of the street, and they would each occupy three spaces currently allocated for parking.

Pros:

Access to necessities like groceries, pharmacy, and banking, as well as shopping and entertainment.
The space is already used as a regular bus stop.
Stations include bump-outs that shorten pedestrian crossings on Ludlow.
Curbside stations are already familiar to bus and streetcar riders.
Riders can exit directly onto the sidewalk without having to cross the street.

Cons:

Buses stopping on Ludlow may cause congestion.
After 3 parking spaces are added, there will be a net loss of 3 parking spaces.
Concerns about ADA accessibility on raised platforms.
- Metro confirmed that platform designs would be ADA compliant.
Bump-outs would block delivery vehicles from accessing nearby businesses and housing.
Bump-outs and buses may block emergency vehicles.
- Metro confirmed that the fire station did not have concerns about buses blocking the road.
Loitering.
CBA opposes this option.

Option 2

Option 2 would place the stop on an island in the center of the Clifton Ave, just South of Ludlow. There would be a dedicated bus lane on either side of the island.

pros

Dedicated bus lanes wouldn’t disrupt traffic.
Center station would calm traffic.
Direct connection to Clifton Ave bike lane.
Island median could be used for art installations and beautification
- Metro said median would be built regardless of which option was chosen
CBA supports this option
Close to Shell station, UDF, and Burnet Woods

Cons

Location is less attractive to people who want to visit the business district.
Fewer people within a half mile of the stop, as well as significant overlap with the half mile area around the Good Samaritan Stop.
Placed in the middle of a high speed roadway.
Shortens the left turn lane for northbound vehicles on Clifton Ave.
Loitering.

Discussion

The discussion was heated from the beginning. With significant opposition to Option 1 and support for Option 2 coming from the Clifton Business Association, there was an immediate sense of animosity between riders and the establishment in Clifton. This was not helped by the dismissive language used by CTM members while engaging with community members. Concerns about safety and accessibility for bus riders were shouted downs as “feelings” and not facts, which pointed to a lack of understanding on CTM’s part about the experience of being a bus rider. This stung even more when the feelings of the CBA were continually elevated above those of the actual people in the room. At times, that disconnect made it feel like the two groups were speaking two completely different languages. Fortunately, there was some agreement toward about the end regarding the need for traffic calming on Clifton Ave, though the bus riders in the room understandably objected to being used as the traffic calming element. The meeting wrapped up on a much more peaceful note with a few members of the audience reiterating their support for Option 1 and thanking CTM for hosting the discussion.

My Conclusion

My personal feelings are mixed regarding how this meeting went. As I stated before, it really felt like a battle between the Clifton establishment fighting for their business interests and the transit riders wanting to make BRT as accessible as possible. The lack of structure and dismissiveness made it seem like CTM didn’t want to have a discussion; they wanted to convince the public that their way is best. In that respect, I don’t think we changed any hearts and minds in CTM. From a power-building perspective, though, I think it was a perfect demonstration of how transit riders can become an undeniable force when we stand up for our interests.