Appendix C. Operating Assumptions (Service Plan) Tables and Figures. Travel time and Ridership Data - Tables

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1 Operating Assumptions ( Plan) Tables and Figures Travel time and Ridership Data - Tables

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3 C Plans One of the key measures utilized in level 2 screening under the transportation criteria was the travel demand forecasting to estimate ridership, travel time and transit mode share. This appendix describes the operating assumptions and service plans considered in the demand forecasting for the Build and the build alternatives. The service assumptions include information such as travel times, headways, stop patterns, fares as well as travel destinations, frequency and hours of operation. This appendix also presents the Travel Time and Ridership Data results for all alternatives analyzed in each group in Level 2 screening. C1.1 Build Alternative The operating plan assumptions of the Build alternative are summarized below for bus and commuter rail modes. Bus The future bus routes and service patterns in the Build scenario are assumed to be the same as those in the existing condition. That is, all future bus routes considered in the NYMTC region and their frequency of service would not change from current conditions. Commuter Rail Two options for the -Build alternative were considered relative to Metro-rth s PJL. The standard - Build, which assumes the existing single track configuration north of Sloatsburg and service plan per the current LRTP; and the WHRTAS -Build which assumes an MTA modified service plan that occurs with implementation of double track north of Sloatsburg (except Moodna Viaduct), a midpoint yard, and other associated improvements. In both cases, the future commuter rail service assumes implementation of the ARC project. For purpose of analysis the service plan assumed for the two -Build options was to be the same in terms of total number of trains operating south of Salisbury Mills station in both the peak and off-peak periods. However, for comparison purposes against the build alternatives, the WHRTAS -Build service plan differ from the standard -Build only in terms of the origins and destination of some trains. All southbound trains in the Standard Build originate in Port Jervis, while the WHRTAS Build train originations were split between Port Jervis and Salisbury Mills Cornwall. All Build alternatives were compared to the WHRTAS Build in order to determine project impacts. The future commuter rail service pattern in the Build provides a total of 38 daily trains (19 in each direction). Of the 19 inbound train trips daily, 11 of these trips occur during the AM peak period (6:00 AM to 10:00 AM), 4 trip occurs immediately following the AM peak period during the midday period (10:00 AM to 4:00 PM), and 4 trips occur during the evening off peak period (8:00 PM to midnight). Similarly, a total of 19 outbound train trips occur during the day, 11 of these trips occur during the PM peak period and 4 trips occur during midday off peak period and 4 trips occur during the evening period. Table C-1 shows the comparison of the weekday daily trains in the standard Build and WHRTAS Build alternatives. Alternatives Analysis Phase I Screening Report C-1

4 Table C-1 Commuter Rail Plan* Comparison of Daily Trains (2035) Standard Build vs. WHRTAS Build Inbound Trains Port Jervis to Hoboken STANDARD NO BUILD Port Jervis to New York-34th St Total. of Trains Port Jervis to Hoboken Salisbury Mills to Hoboken WHRTAS NO BUILD Port Jervis to 34th St. Salisbury Mills to 34th St. AM Peak (6 am 10am) Midday Off Peak (10 am - 4 pm) PM Peak (4 pm - 8 pm) Evening Off Peak (8 pm midnight) Outbound Trains Subtotal Hoboken to Port Jervis 34th St. to Port Jervis Total. of Trains Hoboken to Port Jervis Hoboken to Salisbury Mills 34th St. to Port Jervis 34th St. to Salisbury Mills AM Peak (6 am 10am) Midday Off Peak (10 am - 4 pm) PM Peak (4 pm - 8 pm) Evening Off Peak (8 pm midnight) Subtotal Total (Inbound and Outbound) * assumes implementation of the ARC project. Total. of Trains Total. of Trains C1.2 Direct Bus Routes - Build Alternatives Serving Mid-Hudson Region (Group 1A) The time between buses arriving at bus stops, also referred to as route headways, serving the airport market is approximately 30 minutes. This level of service was developed based on similar headways serving other airports around the country. Bus service would operate from 4:00 AM to 10:00 PM. Fares for Group 1A alternatives were derived by calculating the total cost of automobile travel (including operating costs, tolls, etc assumed in the BPM) between the origins and the airport, to make it competitive with automobile costs incurred. Parking at the park-and-rides was considered to be approximately half the airport parking cost. C1.3 Direct Bus/BRT Routes Build Alternatives - From South (Group 1B) Similarly to bus service in Group 1A bus service in Group 1B would also operate from 4:00 AM to 10:00 PM. Route headways, serving the airport market were also set to 30 minutes. However for the commuter market the headways ranged from 20 minutes to 120 minutes depending on direction and time of day. Fares in Group 1B, for airport market busses serving Stamford, CT and White Plains, NY were derived similarly as bus fares in Group 1A. However for all bus routes to the south, fares for airport market and commuter market were assumed to be the same (as current fare). C-2 Alternatives Analysis Phase I Screening Report

5 A Bus Rapid Transit (BRT) alternative, with a dedicated right-of-way between Suffern and SWF, was analyzed. This alternative saved approximately 15 minutes on any trip using the entire length of the BRT system between Suffern and SWF, depending on time of day and direction of travel. Table C-2 in Appendix C summarizes service plan for the direct bus/brt alternatives for the airport and commuter markets. Table C-2 Direct Bus Build Alternatives Plan by Market (2035) Route Name End Points Airport Market (air passengers and employees) Southbound Headway (Minutes) Midday AM PM Night (4-10) (10-4) (4-8) (8-10) rthbound Headway (Minutes) Midday AM PM Night (4-10) (10-4) (4-8) (8-10) Distance (miles) B-XN Kingston, NY- SWF B-XE Danbury, CT -SWF B-XW Sussex, NJ - SWF B-XS Suffern,NY - SWF B-XC Stamford,CT- SWF B-XWP White Plains,NY- SWF B-XM Port Authority Bus Terminal, NY - SWF B-XH Hoboken, NJ - SWF BX-G GW Bridge Bus Depot,NY - 17K P&R B-XP Paterson,NJ - 17K P&R B-XHA Hackensack,NJ - SWF Route Name B-XM End Points Port Authority Bus Terminal, NY - 17K P&R Commuter Market Southbound Headway (Minutes) Midday AM PM Night (4-10) (10-4) (4-8) (8-10) B-XH Hoboken, NJ - 17K P&R BX-G GW Bridge Bus Depot,NY - 17K P&R B-XP Patterson,NJ - 17K P&R B-XHA Hackensack,NJ - 17K P&R rthbound Headway (Minutes) Midday AM PM Night (4-10) (10-4) (4-8) (8-10) Distance (miles) Alternatives Analysis Phase I Screening Report C-3

6 C1.4 Direct Commuter Rail Build Alternatives (Group 2) The Base Build alternative assumes a significant increase in the number of total daily trains compared to the WHRTAS Build, with new service being added in the off peak periods as well as more trains inbound in the PM peak and outbound in the AM peak to serve the airport market. This assumption considers the implementation of the ARC project. The AM peak period service inbound to 34 th Street and Hoboken in the Build has the same number of trains originating in Port Jervis as the WHRTAS Build and the trains that originate at Salisbury Mills Cornwall in the WHRTAS Build, would originate at SWF Airport Station in the Build. Table C-3 summarizes the total inbound (southbound) and outbound (northbound) weekday trains between Port Jervis, Salisbury Mills Cornwall, and SWF station and Hoboken and New York-34th Street Stations. The Base Build commuter rail operating plan is also depicted graphically in Figure C-1. It illustrates the service split between Port Jervis and SWF to Hoboken and 34 th street. In the AM peak period, 3 trains would originate at SWF to 34 th street offering 80 minute headway. 2 trains would originate at SWF to Hoboken offering headway of 120 minutes. However, the composite headway for trains would be 48 minutes which require a transfer at SMC or Secaucus. Table C-3 Commuter Rail Plan* Comparison of Daily Trains (2035) WHRTAS Build vs. Base Build Alternative Inbound Trains Hoboken - Build Alt. WHRTAS NO BUILD New York- 34th St. - Build Alt. Total. of Trains Hoboken - Build Alt. BASE BUILD New York- 34th St. - Build Alt. Total no. of Trains AM Peak (6 am 10am) Midday Off Peak (10 am - 4 pm) PM Peak (4 pm - 8 pm) Evening Off Peak (8 pm midnight) Subtotal New York- Hoboken - New York- 34th St. - Total. Hoboken - Total no. Outbound Trains Build 34th St. - Build of Trains Build Alt. of Trains Alt. Build Alt. Alt. AM Peak (6 am 10am) Midday Off Peak (10 am - 4 pm) PM Peak (4 pm - 8 pm) Evening Off Peak (8 pm midnight) Subtotal Total (Inbound and Outbound) * assumes implementation of ARC project. C-4 Alternatives Analysis Phase I Screening Report

7 South rth AM Peak ( 6 am -10 pm) 11 to 34 th Street to Hoboken Total number of trains South rth Off Peak (10 am 4 pm) Figure C-1 Base Build Commuter Rail Operating Plan 1 As discussed in Chapter 4.4.2, two additional CRT service plan options with higher frequency service were considered and analyzed as what if scenarios to observe the ridership benefits of a more robust service plan on both the airport and commuter markets. Figure C-2 graphically illustrates Option 1 which assumed 30 minute all-day headways between SWF and the 34 th Street Station (34 th Street) 2. Figure C-3 illustrates Option 2 which assumed 60 minute headways to 34 th Street. Under Option 2, service frequencies would be every 30 minutes at SWF with alternating service to Hoboken and 34 th Street. 1 Assumes implementation of ARC project th Street refers to the new passenger terminal associated with the ARC project, located beneath West 34 th Street adjacent to existing Penn Station New York. Alternatives Analysis Phase I Screening Report C-5

8 AM Peak ( 6 am -10 pm) South rth 15 to 34 th Street to Hoboken Total number of trains South rth Off Peak (10 am 4 pm) Figure C-2 Commuter Rail Plan Option 1 3 (30 Minute Headway to/from 34 th Street) 3 Assumes implementation of ARC project. C-6 Alternatives Analysis Phase I Screening Report

9 AM Peak ( 6 am -10 pm) 15 to 34 th Street to Hoboken Total number of trains Off Peak (10 am 4 pm) Figure C-3 Commuter Rail Plan Option 2 (60 Minute Headway to 34th Street and Hoboken) 4 4 Assumes implementation of ARC project. Alternatives Analysis Phase I Screening Report C-7

10 C1.5 Hybrid Salisbury Mills Alternatives (Group 4) As in the case of Alternative 1A the connecting bus service would operate from 4:00 AM to 10:00 PM with the bus service coordinated to serve the commuter rail schedule on the PJL. The commuter rail service would be same as the Base Build service described in section C1.4. Fares for air passengers and commuters were assumed to be the same, and would consist of a single commuter rail based fare that includes the connecting bus service. C1.6 Hybrid Beacon Alternatives (Group 5) As in the case of Alternative 1A the connecting bus service would operate from 4:00 AM to 10:00 PM with the bus service coordinated to serve the commuter rail schedule on the Hudson Line. The service assumes no changes in the CRT segment for this alternative. Fares for air passengers and commuters were assumed to be the same, and would consist of a single commuter rail based fare that includes the connecting bus service. C-8 Alternatives Analysis Phase I Screening Report

11 TRAVEL TIME AND RIDERSHIP DATA C1.7 Travel Time and Ridership Data Table C-4 Travel Time Components* - Airport Market Paterson, NJ *Assumes implementation of ARC project. Alternatives Analysis Phase I Screening Report C-9

12 TRAVEL TIME AND RIDERSHIP DATA Table C-5 Travel Time Components* - Commuter Market Paterson, NJ *Assumes implementation of ARC project. C-10 Alternatives Analysis Phase I Screening Report

13 TRAVEL TIME AND RIDERSHIP DATA Table C-6 Daily Ridership** - Airport Market Paterson, NJ **Assumes implementation of ARC project. Alternatives Analysis Phase I Screening Report C-11

14 TRAVEL TIME AND RIDERSHIP DATA Table C-7 Daily Ridership** - Commuter Market Paterson, NJ **Assumes implementation of ARC project. C-12 Alternatives Analysis Phase I Screening Report