3.3 Roadways 3.3 Roadways A. INTRODUCTION This section describes the operations of the existing trans-Hudson and Manhattan roadway networks and provides the results of an analysis of the conditions under the 2030 No Build and Build Alternatives. Changes in truck, bus, auto, and taxi volumes and levels of service (LOS) for the Build Alternative are presented for these facilities, also taking into account other proposed major developments, particularly on the west side of Manhattan. B. EXISTING CONDITIONS NEW JERSEY Analysis of existing traffic conditions in New Jersey has not been addressed, since the Build Alternative would not cause a significant diversion of local auto trips to commuter rail in the project area. Impacts to traffic beyond the project area are addressed in Sections 4.18 and 5.18, Indirect and Cumulative Effects. HUDSON RIVER Three highway facilities link New Jersey to Manhattan: the Holland Tunnel, the Lincoln Tunnel, and the George Washington Bridge (Figure 3.3-1). These three facilities are owned and operated by PANYNJ. Traffic characteristics of each facility for 2000 and 2005 are summarized in Table 3.3-1, and described below. TABLE 3.3-1: TRAFFIC CHARACTERISTICS AT TRANS-HUDSON CROSSINGS: 2000 AND 2005 Average Weekday Traffic Peak Hour Volume Eastbound Westbound Eastbound AM Westbound PM Crossing 2000 2005 2000 2005 2000 2005 2000 2005 Holland Tunnel 49,500 46,970 51,700 49,990 2,960 3,230 3,200 2,960 Lincoln Tunnel 62,600 61,460 67,200 64,990 5,400 5,170 5,500 4,990 George Washington 153,500 147,860 160,000 156,440 12,130 11,170 12,170 11,460 Bridge TOTAL 265,600 256,290 278,900 271,420 20,490 19,570 20,870 19,410 Source: NYMTC Hub-bound Report for 2000 and PANYNJ, 2005 The three facilities combined carried more than 540,000 vehicles on a typical weekday in 2000 and nearly 530,000 vehicles in 2005. This decline likely reflects reduced commutation as a result of the events of September 11, 2001. Volume routinely exceeds nominal capacity during peak hours at each of the subject crossings, resulting in congestion and delay. As shown in Table 3.3-1, eastbound morning and westbound afternoon peak hour traffic volumes were roughly equal at 20,490 eastbound and 20,870 westbound vehicles in each peak hour. More recent PANYNJ data for October, 2005 indicate a total eastbound peak hour volume of 19,570 vehicles or about five percent less than the 2000 data set. Westbound peak hour volumes were about seven percent less in 2005 compared to 2000 (19,410 vs. 20,870). 3.3-1 e in Legend New York L y e Connecticut To Port Jervis ll Line a Existing Highway V George Washington k ARC Project Area B c Bridge e a M r c g s Existing Hudson River Crossings a e a i n P n Existing NJ TRANSIT Rail Service C New Jersey L i o n u Existing PATH Commuter Service e n New York t y L i n e r North e iv Bergen R n o s d u 95 H B M o Lincoln Manhattan o o n n t Tunnel t o c Frank R. Secaucus n l Penn a L New Jersey i Lautenberg M r i Station orr n - is e Station Union New York & E sse ine City Queens x L Kearny or L ine rrid s o H t C a North River as ck Harrison the ensack River Rail Tunnels Nor Hoboken 1 Hoboken Terminal 9 Jersey City Newark Holland Tunnel New York PATH e Newark in e L n Liberty ey i il ll L International a Brooklyn a r R V o Airport t n id h ta r g ri r Newark i Ra o L C Bay n t e s rg a e e Upper New York Bay Access to the Region’s Core h B t - r n o Final Environmental Impact Statement o s N d u H Figure 3.3-1 0 1 2 4 6 8 Trans-Hudson Crossings Miles To North Jersey Coast Line Source: Transit Link Consultants, 2008 3.3: Roadways About 17,800 (87 percent) of the 20,490 peak-hour vehicles were autos in 2000, while in 2005, autos accounted for 89 percent of eastbound peak hour traffic. Directional equivalency, however, does not occur over the course of a typical day. Instead, westbound average weekday traffic (AWDT) at each crossing exceeded its eastbound counterpart by five percent in 2000 and six percent in 2005. Theoretically, the demand for eastbound and westbound crossings should be the same over the course of a typical weekday. It is likely that the difference between PANYNJ and MTA Bridges and Tunnels toll collection (eastbound at PANYNJ facilities, westbound at the MTA Bridges and Tunnels’ Verrazano Narrows Bridge) contributed to this imbalance. HOLLAND TUNNEL This tunnel consists of two tubes, each with two traffic lanes. The north tube serves westbound traffic and the south tube serves eastbound traffic. In 2000, the Holland Tunnel accommodated an AWDT of 49,500 vehicles (some 64,000 persons) eastbound and 51,700 vehicles (some 72,900 persons) westbound. AWDT volumes in 2005 were five percent and three percent less than year 2000 in the eastbound and westbound directions, respectively. The eastbound AM peak hour volume in 2005 of 3,230 vehicles was nine percent higher than its 2000 counterpart. In the AM peak travel period (7:00 AM – 10:00 AM) in 2000, 15,553 inbound person trips were completed in 8,400 vehicles (2,950 vehicles in the AM peak hour). In the PM peak period (4:00 PM – 7:00 PM), 14,902 persons were carried westbound in 8,500 vehicles (3,180 vehicles in the PM peak hour). Vehicle occupancy data for 2005 are not yet available. The relationships of hourly volumes at the Holland Tunnel are: • Between 6:00 AM and 8:00 AM, volumes were found to be consistently the same—over 2,900 vehicles per hour (i.e., 1,450 vehicles per hour per lane, the maximum eastbound lane capacity for this tunnel, according to PANYNJ). • The highest volume hour in the eastbound direction is 6:00 AM to 7:00 AM, with 2,960 vehicles in 2000 and 3,230 vehicles in 2005. This increase is likely attributed to the restriction of commercial vehicles in the tunnel instituted post-9/11, which had the effect of increasing vehicle throughput. • Eastbound delay at the Holland Tunnel during the AM peak period in 2004 was observed to range from a maximum of 10 minutes per vehicle during the peak hour to a minimum of three minutes in the hour ending at 7:00 AM. Delay data for 2005 is not yet available. In 2000, volumes were found to decrease marginally from 8:00 AM to 10:00 AM, averaging about 2,750 vehicles per hour, or 1,350 vehicles per hour per lane. Volumes in 2005 also decreased marginally during this period, averaging 2,470 vehicles. • The hourly volume between 10:00 AM and 11:00 AM was 2,650 vehicles in 2000 and 2,430 vehicles in 2005. Some passengers travel during this time, outside of the AM peak, because the level of service in the peak is constrained by available capacity and demand. • Peak spreading is also demonstrated during the five-hour period from 3:00 PM to 8:00 PM, which includes the PM peak period. In 2000, hourly volumes at the tunnel ranged between 2,800 and 3,180 vehicles during the five-hour period which approaches the westbound per lane capacity of the tunnel of 1,600 vehicles per hour per lane. In 2005, PM peak period westbound volumes ranged from 2,710 vehicles per hour to 2,960 vehicles per hour during the five-hour period. These volumes are slightly lower than in 2000. The New York Metropolitan Transportation Council (NYMTC) Hub-bound Report for 2000 provides information about vehicle occupancy for inbound and outbound trips, summarized in Table 3.3-2. Data currently available from 1999 indicates an average daily vehicle occupancy (for autos) of 1.64 persons per vehicle. PANYNJ data from 2004 confirms this value, with an AM peak period occupancy rate of 1.58. 3.3-3 Access to the Region’s Core FEIS TABLE 3.3-2: HOLLAND TUNNEL – VEHICLE OCCUPANCY RATES: EXISTING (2000) Autos-Taxis and Commercial Vehicles Buses Time Period Veh. Pass. Veh. Pass. Pass./Veh. EASTBOUND 24 Hour 49,100 55,180 349 8,747 25.10 AM Peak Period 8,250 9,159 136 6,394 47.01 AM Peak Hour 2,930 3,374 26 369 14.20 WESTBOUND 24 Hour 51,300 66,845 347 6,060 17.46 PM Peak Period 8,400 12,302 92 2,600 28.26 PM Peak Hour 3,150 4,407 25 356 14.24 Source: NYMTC Hub-bound Report for 2000 LINCOLN TUNNEL During morning peak periods on weekdays, this tunnel is operated with four lanes eastbound and two lanes westbound. During the midday period, the tunnel operates with three lanes in each direction. In the afternoon peak period, four lanes are assigned westbound, with two lanes eastbound. During the AM peak period, one of the four eastbound traffic lanes and both westbound lanes accommodate buses from the XBL, as well as other traffic, typically passenger cars, from the toll plaza. Local buses (i.e., those using the Local Bus Lane) share the remaining three lanes with other vehicles.