Summary of October 13-22, 2009 “Green Light for Midtown” Bus Service Assessment

Executive Summary

In response to traffic flow changes and street closings implemented on May 25, 2009 by the Department of Transportation (NYCDOT) in the and Herald Square area, New York City Transit (NYCT) rerouted southbound buses from to 7th Avenue in this area. Buses that operated on Broadway between and were rerouted to operate on 7th Avenue. The southern terminal was relocated from Union Square to 6th Ave/14th St. While northbound bus routings were not affected in the Times Square and Herald Square areas, buses operating on 6th Avenue northbound through Herald Square were favorably affected by the changes in traffic flow around . In order to evaluate impacts, NYCT collected and analyzed data for the following bus routes:

• M5 northbound from 6th Avenue/14th Street to 6th Avenue/34th Street (making limited stops). • M6/M7 northbound from 6th Avenue/14th Street to 6th Avenue/34th Street (making all stops). • M10/ southbound from Broadway/63rd Street to Broadway/ via 7th Avenue. Prior to May 25th, the M10/M104 operated via Broadway between South and 42nd Street. • M20 southbound from Broadway/63rd Street to 7th Avenue/14th Street via 7th Avenue. Prior to May 25th, the M20 operated via Broadway between Central Park South and 42nd Street. • M6 southbound from Central Park South/6th Avenue to 14th Street/Broadway via 7th Avenue/ . Prior to May 25th, the M6 operated via Broadway between 42nd Street and 14th Street. • M7 southbound from Broadway/63rd Street to 6th Avenue/14th Street via 7th Avenue. Prior to May 25th, the M7 operated via Broadway between 42nd Street and 14th Street.

Figure 1 shows the routes as they operated on Broadway prior to May 25th and the revised post-May 25th routings. NYCT conducted this analysis based on three sets of travel time and speed checks on the roughly 3-mile segment of 6th and 7th Avenues to assess travel time and speed impacts, bus ridership, subway turnstile entries and bus to subway transfers.

Data collection locations were selected to correspond with time points on the M6, M7, M10, M20 and M104 bus routes including 63rd Street, 42nd Street and 14th Street. Since there was no field data collection prior to the “Green Light for Midtown implementation, travel time data was analyzed to establish the “before” condition. In order to maintain a direct comparison, data was collected for subsequent checks at the same locations. Unfortunately due to checking cadre constraints, checking locations were essentially limited to a northern check point and a southern check point with the exception of the M20 bus route which has three time points.

The travel time and speed analysis results are summarized in Table 1. This analysis indicates that travel time for northbound buses on 6th Avenue from 14th Street to 34th Street has decreased by 1 to 2 minutes. This travel time improvement is the result of the simpler traffic signal phasing at the 34th Street intersection which reduced the 6th Av/Broadway/34th Street intersection from three traffic signal phases to two. Bus travel speeds have increased by 0.7 mph, remaining improved compared to April 2009.

Southbound buses show minor decreases or increases ranging from 1 to 7 minutes in average travel time throughout the day. These increases were greatest in the midday and afternoon peak, with routes showing smaller increases and even decreases in travel times in the morning. The increased travel time is likely due to longer routings and increased congestion on 7th Avenue, including the effects of the taxi stand on 7 Av at 32nd St and congestion from motorists making the left turn from 7 Avenue to 32nd Street in front of the Penn Station to re-access Broadway south of the closures at Times Square and Herald Square. The M20 south of 42nd Street has shown a decrease in travel time (2.5 minutes) but this is likely linked to the significant decrease in ridership the route has experienced since the reroute. Bus travel speeds have Figure 1 Southbound NYCT Routes Before & After Broadway Closure

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Table 1: October 2009 Average Travel Times and Bus Travel Speeds Summary

Daily Average Travel Time Daily Average Bus Travel Speed Before After Diff 10/09 Before After Diff 10/09 Dir Bus Route/Segment 4/09 10/09 vs. 4/09 4/09 10/09 vs. 4/09 (min) (min) (min) (mph) (mph) (mph) M5 Limited 9.1 8.2 -0.9 6.3 7.0 0.7 North- 6 Av/14 St to 6 Av/34 St bound M6/7 Local 14.0 11.9 -2.1 4.1 4.8 0.7 6 Av/14 St to 6 Av/34 St M10/104 14.6 16.9 2.3 4.7 4.8 0.1 Broadway/63 St to 42 St/Bway M20 15.9 17.1 1.2 4.6 4.8 0.2 Broadway/63 St to Broadway/42 St South- M20 18.8 16.1 -2.5 4.4 5.2 0.8 bound Broadway/42 St to 7 Av/14 St M6 34.4 41.7 7.3 4.5 4.3 -0.2 Central Pk S/6 Av to 14 St/Bway M7 35.41 36.3 0.9 5.1 4.8 -0.3 Broadway/63 St to 6 Av/14 St 1 Prior to May 2009 the M7 operated to 14 St/Union Sq instead of 6 Av/14 St.

Except for early complaints regarding the proposed M6 discontinuance and the May to July 2009 M6 bus route via 14th Street, no significant public complaints have been received on the bus service changes associated with this initiative. However, one way to improve travel time and reduce delays would be to relocate the tour bus companies which share the busy southbound 7th Avenue, near side, 41st Street bus stop with NYCT. The tour buses block access to the bus stop, thereby delaying boarding and alighting on the M6, M7, M10, and M20 bus routes and creating a hazardous condition because when the curb lane is blocked, customers are forced to board and alight from the second lane and occasionally buses extend into the 42nd Street intersection waiting to make the stop. Relocating the two tour bus companies one block south, between 41st Street and 40th Street, would eliminate this condition.

Travel Time Impacts

Northbound Bus Travel

Although the routings of northbound buses were not changed, traffic flow changes in the Herald Square area including the simplification of the 34th Street/Broadway/6th Avenue intersection and the resulting increase in the northbound green phase have positively affected the operation of northbound buses on 6th Avenue. This is due to a signal revision from 3-phases to 2-phases due to the closure of Broadway. As Table 2 shows, northbound travel times have decreased in this area on average by 11% to 18%, or 1-2 minutes. The M5 limited, which stops only at 23rd Street in this segment, operated an average of approximately 1 minute faster, with the PM peak period (4 pm-7 pm) showing the greatest improvement (25% or 2 minutes). The M6 and M7 local buses operated an average of approximately 3 minutes faster in this segment, with the greatest improvement (3 minutes or 20%) in the morning and midday period and the smallest improvement in the evening period (1 minute or 9%).

Page 3 of 16 Table 2: Northbound 6th Avenue Average Bus Travel Times by Time Segment

Before 4/09 After 10/09 Difference After - % Change After – Time (min) (min) Before (min) Before 800-1200 8.4 8.6 0.2 2.2% M5 Limited 1200-1600 9.4 8.0 -1.4 -17.5% 6 Av/14 St to 1600-1900 9.6 7.7 -1.9 -24.1% 6 Av/34 St Daily Avg1 9.1 8.2 -0.9 -10.8% 800-1200 13.8 11.5 -2.3 -19.6% M6/7 Local 1200-1600 15.1 12.6 -2.5 -19.4% 6 Av/14 St to 1600-1900 12.6 11.6 -1.0 -8.6% 6 Av/34 St Daily Avg1 14.0 11.9 -2.1 -17.7% 1 Daily average is the average of all trips from 800 to 1900.

Southbound Bus Travel

In the southbound direction, all buses that operated on Broadway were rerouted to operate on 7th Avenue (see Figure 2). This is a 0.2 mile longer routing between and 42nd Street with additional turning movements. Furthermore, an increased number of daily bus trips now operate on 7th Avenue. To evaluate the effects of these changes, southbound buses were surveyed along the 7th Avenue corridor. Results are summarized in Table 3.

Table 3: Southbound 7th Avenue Average Bus Travel Times by Time Segment

Before 4/09 After 10/09 Difference After - % Change After – Time (min) (min) Before (min) Before 800-1200 13.9 15.5 1.6 10.5% M10/104 1200-1600 15.2 18.1 2.9 16.2% Broadway/63 St to 1600-1900 15.1 17.0 1.9 11.4% 42 St/Bway Daily Avg1 14.6 16.9 2.3 13.6% 800-1200 13.9 15.0 1.1 7.5% M20 1200-1600 16.8 18.2 1.5 8.0% Broadway/63 St to 1600-1900 17.0 17.0 0.0 0.0% Broadway/42 St Daily Avg1 15.9 17.1 1.2 7.2% 800-1200 18.3 16.5 -1.8 -10.7% M20 1200-1600 19.9 16.6 -3.3 -20.1% Broadway/42 St to 1600-1900 18.1 15.1 -3.0 -20.0% 7 Av/14 St Daily Avg1 18.8 16.1 -2.7 -16.8% 800-1200 33.7 38.5 4.8 12.5% M6 1200-1600 35.5 43.4 7.9 18.2% Central Park S/6 Av to 1600-1900 32.8 42.9 10.1 23.5% Broadway/14 St Daily Avg1 34.4 41.7 7.3 17.5% 800-1200 34.3 34.2 -0.1 -0.2% M7 1200-1600 36.2 37.2 1.0 2.8% Broadway/63 St to 1600-1900 35.0 37.3 2.3 6.2% 6 Av/14 St Daily Avg1 35.4 36.3 0.9 2.5% 1 Daily average is the average of all trips from 800 to 1900.

M10/104: Compared to the “before” conditions, the M10 and M104, which operate together from Broadway/63rd St to 42nd Street, showed an average 14% increase in travel time on this segment; this represents an additional 2 minutes per bus trip over the course of the day. The largest change was midday

Page 4 of 16 Figure 2 M5, M6, M7, M10, M20, M104 Running Time Check Locations

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M20: Compared to the “before” conditions, the M20, which operates from Broadway/63rd St to 14th Street, showed an average 7% increase in travel time in the 63rd Street to 42nd Street segment; this represents an additional 1 minute per bus trip in the over the course of the day. The largest change was midday trips (12 pm-4 pm) increased by 2 minutes or 8%, while afternoon trips (4 am-7 pm) remained constant. South of 42nd Street, the M20 showed an average 17% decrease in travel time in the 42nd Street to 14th Street segment; which represents an decrease of 3 minutes per bus trip in the over the course of the day. The largest change was midday trips (12 pm-4 pm) decreasing by 3 minutes or 20%, while morning trips (8 am-12 pm) decreased by 2 minutes or 11%. It is likely that customers are utilizing the M7 which serves the same stops as the M20 and operates more frequently than the M20 in the 42nd Street to 14th Street segment, yielding greater travel time due to increased boardings and alightings.

M6: Compared to the “before” conditions, the M6, which begins its route at Central Park South/6th Avenue, took an average of 18% (7 minutes) longer to travel south from Central Park South to 14th Street and Broadway (M6 trips were rerouted to operate via 7th Avenue, 23rd Street and Park Avenue South in July 2009 instead of the previous routing primarily via Broadway). Southbound trip lengths were increased by 0.4 miles and the reroute requires three additional turning moments. Travel times on the M6 also varied significantly by time of day, with the largest increase occurring in the evening period (4 pm-7 pm), when bus trips took approximately 10 minutes longer (24%); morning trips (8 am-12 pm) had the smallest increase, taking 5 minutes or 13% longer.

M7: Prior to these changes, the M7 operated from Broadway/63rd St to Union Square primarily via Broadway; now the M7 operates via 7th Avenue to 14th Street with a new southern terminal at 14th Street/6th Avenue. Southbound trip lengths decreased by 0.1 miles and the reroute eliminated three turning movements. M7 travel times from 63rd Street/Broadway to 14th Street on average increased by approximately 1 minute or 3%. Like the M6, however, these impacts varied significantly by time of day. In the evening period (4 pm-7 pm), bus trips took approximately 2 minutes or 6% longer, while midday (12 pm-4 pm) trips were 1 minute or 3% faster. Morning trips (8 am-12 pm) showed a modest decrease of 0.1 minute or 0.2%.

Assessment

The improvements in northbound bus travel times through the Herald Square area can be attributed to the elimination of southbound traffic on Broadway that previously crossed 6th Avenue, which not only allowed for more green signal time for northbound 6th Avenue traffic but also eliminated delay-inducing conflicts between northbound and southbound traffic in this area. Because of the changes to both bus routing and general traffic patterns, analysis of southbound bus travel times is more complex. Although 7th Avenue is a wider street for bus operation than Broadway, the rerouting of all buses and other traffic to 7th Avenue in this corridor appears to have caused congestion, particularly where heavy pedestrian volumes are also present at Times Square and the 34th Street/Penn Station area.

In addition, the modified bus routes are generally longer, making direct comparisons more difficult. The M10/M20/M104 routing is approximately ¼ mile longer, the M6 routing is almost ½ mile longer. The M7 route no longer serves Union Square and the route to its new terminal on 6th Avenue at 14th Street is shorter by 0.1 miles. An analysis of average bus travel speeds shows that, out of the 15 instances observed (excluding daily totals), there were six instances where speed decreased and nine instances where speed improved on the route via 7th Avenue (see Table 4). In the instances where speed decreased, the corresponding travel time increases were greater than the anticipated increases due to a longer travel path, indicating that longer travel times were due to other causes such as traffic congestion on the re-

Page 6 of 16 route. This is further pronounced on the M7, which has a shorter route path but in some cases a longer travel time.

M10/104: Compared to the “before” conditions, the M10 and M104 showed an average 3% decrease in travel speed in the 63rd Street to 42nd Street segment; this represents a 0.2 mph decrease over the course of the day. The largest change was midday trips (12 pm-4 pm) which decreased by 0.3 mph or 6%, while the smallest change was evening trips (4 pm-7 pm) which remained constant.

M20: Compared to the “before” conditions, the M20 showed an average 5% increase in travel speed in the 63rd Street to 42nd Street segment; this represents an additional 0.2 mph over the course of the day. The largest change was afternoon trips (4 pm-7 pm) increased by 0.6 mph or 12%, while the remainder of the trips increased by 0.2 mph. Compared to the “before” conditions, the M20 showed an average 14% increase in travel speed in the 42nd Street to 14th Street segment; this represents an additional 0.7 mph over the course of the day. The largest change was afternoon trips (4 pm-7 pm) increased by 0.9 mph or 17%, while the smallest change was morning trips (8 am-12 pm) which increased by 0.5 mph.

M6: Compared to the “before” conditions, the M6 showed an average 6% decrease in travel speed in the Central Park South to 14th Street segment; this represents a 0.2 mph decrease over the course of the day. The largest change was evening trips (4 pm-7 pm) which decreased by 0.6 mph or 14%, while the smallest change was morning trips (8 am-12 pm) which remained constant.

M7: Compared to the “before” conditions the M7 showed an average 7% decrease in travel speed in the 63rd Street to 14th Street segment; this represents a 0.3 mph decrease over the course of the day. The largest change was evening trips (4 pm-7 pm) which decreased by 0.5 mph or 11%, while the smallest change was morning trips (8 am-12 pm) which decreased by 0.2 mph or 3%.

Table 4: Southbound 7th Avenue Average Bus Travel Speeds by Time Segment

Before 4/09 After 10/09 Difference After - % Change After – Time (mph) (mph) Before (mph) Before M10/104 800-1200 5.3 5.4 0.1 1.1% Broadway/63 St to 1200-1600 4.9 4.6 -0.3 -5.6% 42 St/Bway 1600-1900 4.9 4.9 0.0 0.2% Before Mileage: 1.23 Daily Avg1 5.1 4.9 -0.2 -3.1% After Mileage: 1.39 M20 800-1200 5.3 5.6 0.2 4.7% Broadway/63 St to 1200-1600 4.4 4.6 0.2 3.9% Broadway/42 St 1600-1900 4.3 4.9 0.6 11.5% Before Mileage: 1.23 Daily Avg1 4.6 4.9 0.2 4.7% After Mileage: 1.39 M20 800-1200 4.6 5.1 0.5 9.7% Broadway/42 St to 1200-1600 4.2 5.0 0.8 16.7% 7 Av/14 St 1600-1900 4.6 5.5 0.9 16.7% Before Mileage: 1.39 Daily Avg1 4.4 5.2 0.7 14.4% After Mileage: 1.39 M6 800-1200 4.6 4.6 0.0 0.4% Central Park S/6 Av to 1200-1600 4.4 4.1 -0.3 -6.6% Broadway/14 St 1600-1900 4.7 4.1 -0.6 -13.9% Before Mileage: 2.58 Daily Avg1 4.5 4.3 -0.2 -5.6% After Mileage: 2.96 M7 800-1200 5.3 5.1 -0.2 -3.9% Broadway/63 St to 1200-1600 5.0 4.7 -0.3 -7.1% 6 Av/14 St 1600-1900 5.2 4.7 -0.5 -10.9% Before Mileage: 3.03 Daily Avg1 5.1 4.8 -0.3 -6.8% After Mileage: 2.91 1 Daily average is the average of all trips from 800 to 1900.

Page 7 of 16 Road Operations Comments

Road Operations reports that, since the implementation of the “Green Light for Midtown” initiative, there are two issues that negatively impact NYCT bus operations:

First, eastbound M42 buses encounter delays at 42nd Street/7th Avenue, with many vehicles trying to make the right turn onto 7th Avenue because since the “Green Light for Midtown” initiative started the next right turn is at Lexington Avenue, five blocks east. This causes traffic to back up and delays the eastbound M42. Delays are worse on the weekend due to crowds of tourists in the crosswalk which impede the turning vehicles.

Second, difficulties occur at the 41st Street/7th Avenue stop, which is shared by NYCT and two tour bus companies. This bus stop which, prior to the implementation of the Broadway Boulevard project was used by two bus routes (M10 and M20), now must accommodate four NYCT bus routes (M6, M7, M10, M20) and two tour bus companies. Bus operator reliefs also occur there on two of those lines. NYCT proposes that the tour buses relocate from the near side 41st Street stop to one block south. To date, NYCDOT has asked to defer changing these stop locations until the six-month trial period is completed (January 2010). Moving forward with these stop changes will reduce southbound bus delays and decrease travel times on 7th Avenue.

Bus Ridership Impacts

Ridership on the routes affected by the “Green Light for Midtown” initiative was analyzed both at the route and corridor level, and was compared to the ridership changes on all other local routes. As shown in Table 5A, there were significant declines in overall Manhattan bus ridership during the same time as the reroutes, due to the weak economy, reduced tourism, and the June 2009 fare increase. In Tables 5A through 5G please note the “Performance Differential” column which compares the individual route ridership to the ridership on the Manhattan local routes not affected by the “Green Light for Midtown” changes. For example, the M6 performance differential is -6.2% for the time period from January 2008 to January 2009, which is the difference between the M6 ridership change from January 2008 to January 2009 of -8.4% and the Manhattan local bus network excluding the “Green Light for Midtown” area ridership change from January 2008 to January 2009 of -2.2%.

ƒ As shown on Tables 5B and 5E, the most significant post-implementation ridership losses occurred on the M6 and M20 routes. Both routes had passenger loading guideline-based service reductions in April 2009, which caused ridership to decline in advance of the Broadway reroutes (for current Broadway bus route frequencies, see Table 6). Post-implementation, both routes now share southbound stops with the more frequent M7, M10, and M104 routes, which likely attracted some former M6 and M20 customers who can board whichever route arrives first at their stop. Another factor is that the slow overall speed of the M6 with its new crosstown route via 23rd Street makes other alternatives including the subway or 5th Avenue buses more attractive.

ƒ NYCDOT has declined to permit the M6 and M7 routes to pick up and discharge passengers at the stop at 7th Avenue and creating a bus stop gap from to 42nd Street. This has negatively affected M6 ridership. There was previously an M6/M7 bus stop at 7th Avenue and 47th Street before May 25, 2009.

ƒ As shown in Table 5C, the M7 has performed significantly better than all other Manhattan local routes. The M7 is now a primary service along 7th Avenue and has likely attracted some riders who formerly rode the M6, M10, and M20.

Page 8 of 16 ƒ As shown in Tables 5D and 5F, the M10 and M104 had only small ridership changes, due to the relatively minor reroutes of these very long and busy routes.

ƒ As shown in Table 5G, the M5 has performed better than all other Manhattan local routes since the implementation of the “Green Light for Midtown” initiative. This may be due in part to the simplified northbound operation on 6th Avenue, but may also be due to factors unrelated to the “Green Light for Midtown” changes.

Page 9 of 16 Table 5: Weekday Bus Ridership Tables by Route for "Green Light for Midtown" Project Area

A. Manhattan Local Excluding "Broadway" Routes Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 385,209 377,015 -2.2% n/a Feb 392,313 398,426 1.5% n/a Mar 402,820 400,723 -0.5% n/a Apr 404,294 394,214 -2.6% n/a May 411,932 400,258 -2.9% n/a Jun 404,163 383,485 -5.4% n/a Jul 387,556 357,107 -8.5% n/a Aug 359,489 348,052 -3.3% n/a Sep 409,836 378,961 -8.1% n/a Oct 405,991 394,314 -3.0% n/a

B. M6 7th Avenue Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 4,341 4,004 -8.4% -6.2% Feb 4,375 4,450 1.7% 0.2% Mar 4,983 4,708 -5.8% -5.3% Apr 5,365 4,971 -7.9% -5.4% May 5,272 4,689 -12.4% -9.5% Jun 5,567 4,414 -26.1% -20.7% Jul 5,831 4,609 -26.5% -18.0% Aug 5,863 4,889 -19.9% -16.6% Sep 5,481 4,644 -18.0% -9.9% Oct 5,433 4,450 -22.1% -19.1%

C. M7 7th Avenue Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 16,035 16,049 0.1% 2.3% Feb 16,147 17,166 5.9% 4.4% Mar 17,253 17,321 0.4% 0.9% Apr 17,637 17,948 1.7% 4.3% May 17,764 18,275 2.8% 5.7% Jun 17,838 17,932 0.5% 5.9% Jul 17,387 17,076 -1.8% 6.7% Aug 16,243 17,038 4.7% 8.0% Sep 16,903 17,819 5.1% 13.3% Oct 17,222 18,160 5.2% 8.1%

D. M10 7th Avenue Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 10,578 9,895 -6.9% -4.7% Feb 10,259 10,617 3.4% 1.8% Mar 11,053 11,031 -0.2% 0.3% Apr 11,588 11,368 -1.9% 0.6% May 11,539 11,856 2.7% 5.6% Jun 11,715 11,083 -5.7% -0.3% Jul 11,561 10,815 -6.9% 1.6% Aug 10,477 10,773 2.7% 6.0% Sep 11,480 11,341 -1.2% 6.9% Oct 11,528 11,443 -0.7% 2.2% Table 5: Weekday Bus Ridership Tables by Route for "Green Light for Midtown" Project Area

E. M20 7th Avenue Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 4,214 3,854 -9.3% -7.2% Feb 4,328 4,304 -0.6% -2.1% Mar 4,694 4,494 -4.5% -3.9% Apr 4,990 4,615 -8.1% -5.6% May 4,991 4,418 -13.0% -10.1% Jun 5,183 3,880 -33.6% -28.2% Jul 5,260 3,764 -39.7% -31.2% Aug 5,010 3,886 -28.9% -25.6% Sep 5,216 4,067 -28.3% -20.1% Oct 5,028 4,056 -24.0% -21.0%

F. M104 Broadway Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 22,779 20,923 -8.9% -6.7% Feb 22,439 22,567 0.6% -1.0% Mar 23,273 22,887 -1.7% -1.2% Apr 23,707 22,824 -3.9% -1.3% May 24,094 22,536 -6.9% -4.0% Jun 24,111 21,828 -10.5% -5.1% Jul 20,914 18,999 -10.1% -1.6% Aug 18,624 18,011 -3.4% -0.1% Sep 22,089 20,643 -7.0% 1.1% Oct 22,793 22,213 -2.6% 0.3%

G. M5 5th and 6th Avenues Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 11,002 10,462 -5.2% -3.0% Feb 10,959 11,505 4.7% 3.2% Mar 11,964 11,843 -1.0% -0.5% Apr 12,728 12,083 -5.3% -2.8% May 12,873 12,624 -2.0% 0.9% Jun 12,856 12,008 -7.1% -1.7% Jul 12,667 12,247 -3.4% 5.1% Aug 11,460 12,364 7.3% 10.6% Sep 12,154 12,703 4.3% 12.5% Oct 12,158 12,610 3.6% 6.5%

Note Performance Differential compares individual route ridership to the Manhattan local bus network excluding "Green Light for Midtown" routes. Table 6: Weekday Broadway Bus Route Frequencies (in minutes) as of July 2009

Bus Route AM Noon PM Evening Night M6 13 15 13 20 - M7 9 9 8 10 60 M10 9 9 10 10 20 M20 15 15 15 20 - M104 5 6 6 8 45 Source: July 2009 Manhattan Bus Map

In addition to the shifting of riders among the 7th Avenue corridor routes (M6, M7, M10, M20, M104), it appears that some riders may have shifted to the parallel 5th Avenue corridor (M1, M2, M3, M4, M5). Table 7B shows that the 7th Avenue corridor routes as a group had a ridership decrease that was slightly larger than other Manhattan local routes in June and July, with better performance beginning in August. The better performance of the 5th Avenue corridor shown in Table 6A offset the losses along 7th Avenue in June and July, resulting in a net change (shown in Table 7C) very similar to the rest of Manhattan. Since August, the ridership change on the each of the 5th and 7th Avenue corridors is slightly positive, although it is not clear whether this is due to “Green Light for Midtown” or other factors.

Page 12 of 16 Table 7: Weekday Bus Ridership Tables by Corridor for "Green Light for Midtown" Project Area

A. M1, M2, M3, M4, M5 5th Avenue Corridor D. Manhattan Local Excluding 5th & 7th Avenue Corridors Post Implementation: Jun to Oct 2009 Post Implementation: Jun to Oct 2009 % Change Performance % Change Performance Month 2008 2009 2009 vs. 2008 Differential Month 2008 2009 2009 vs. 2008 Differential Jan 79,509 75,769 -4.9% -2.8% Jan 385,209 377,015 -2.2% n/a Feb 79,982 82,643 3.2% 1.7% Feb 392,313 398,426 1.5% n/a Mar 83,676 83,504 -0.2% 0.3% Mar 402,820 400,723 -0.5% n/a Apr 87,464 85,526 -2.3% 0.3% Apr 404,294 394,214 -2.6% n/a May 87,872 88,845 1.1% 4.0% May 411,932 400,258 -2.9% n/a Jun 86,962 85,142 -2.1% 3.3% Jun 404,163 383,485 -5.4% n/a Jul 85,521 79,943 -7.0% 1.5% Jul 387,556 357,107 -8.5% n/a Aug 78,873 78,441 -0.6% 2.7% Aug 359,489 348,052 -3.3% n/a Sep 86,989 83,019 -4.8% 3.4% Sep 409,836 378,961 -8.1% n/a Oct 85,955 84,107 -2.2% 0.8% Oct 405,991 394,314 -3.0% n/a

B. M6, M7, M10, M20, M104 7th Avenue Corridor Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 57,947 54,725 -5.9% -3.7% Feb 57,548 59,104 2.6% 1.1% Mar 61,256 60,441 -1.3% -0.8% Apr 63,287 61,726 -2.5% 0.0% May 63,660 61,774 -3.1% -0.1% Jun 64,414 59,137 -8.9% -3.5% Jul 60,953 55,264 -10.3% -1.8% Aug 56,217 54,598 -3.0% 0.3% Sep 62,004 58,514 -6.0% 2.2% Oct 61,169 60,322 -1.4% 1.6%

C. M1-5, M6, M7, M10, M20, M104 Combined 5th & 7th Avenue Corridors Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 137,456 130,494 -5.3% -3.2% Feb 137,530 141,747 3.0% 1.4% Mar 144,932 143,945 -0.7% -0.2% Apr 150,751 147,252 -2.4% 0.2% May 151,532 150,619 -0.6% 2.3% Jun 151,376 144,279 -4.9% 0.5% Jul 146,474 135,208 -8.3% 0.2% Aug 135,090 133,038 -1.5% 1.7% Sep 148,158 141,533 -4.7% 3.5% Oct 147,959 144,428 -2.4% 0.5%

Note Performance Differential compares corridor ridership to the Manhattan local bus network excluding "Green Light for Midtown" routes. Customer Surveys

Market research conducted “before and after” surveys of the Broadway bus routes in April, May and October 2009. The results indicate that M6/M7 customers prefer the new 7th Avenue routing to the Broadway route by a margin of 5:2 (46% vs. 18%). M10/M20/M104 customers, only slightly prefer the former Broadway route to the reroute via 7th Avenue between Central Park South and 42nd Street (28% vs. 21%). Customers also remain satisfied or very satisfied of the services after the routing changes (97% before vs. 99% after). Data show that most trips are work-based so it is likely that the revised route paths bring M6/M7 customers closer to their points of interest while M10/M20/M104 customers are further away from their points of interest.

Subway Turnstile Entries

Subway turnstile entries at four subway stations near the “Green Light for Midtown” corridor (50th Street 1, 49th Street NRW, the Times Square Complex 1237ACENQRSW, and the Herald Square Complex BDFNQRVW) were examined (see Table 8). In Tables 8A through 8E please note the “Performance Differential” column in each table which compares the subway turnstile registrations to the turnstile registrations of the Midtown stations excluding key “Green Light for Midtown” stations. Results indicate that turnstile registrations at the stations except 50th Street 1 decreased less than the average for the rest of Midtown, which was 7.4%.

Page 14 of 16 Table 8: Weekday Subway Turnstile Entries in "Green Light for Midtown" Project Area

A. Midtown (33 St to 60 St) Stations Excluding Times Sq-42 St, 34 St-Herald Sq, 49 St, 50 St Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 773,879 735,724 -5.2% n/a Feb 801,322 762,241 -5.1% n/a Mar 810,661 759,013 -6.8% n/a Apr 805,056 755,386 -6.6% n/a May 818,775 757,719 -8.1% n/a Jun 817,467 764,567 -6.9% n/a Jul 806,929 742,895 -8.6% n/a Aug 766,170 707,770 -8.3% n/a Sep 812,182 749,965 -8.3% n/a Oct 802,415 765,461 -4.8% n/a

B. Times Sq-42 St 1237ACENQRSW Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 178,696 172,847 -3.4% 1.8% Feb 183,631 178,880 -2.7% 2.5% Mar 189,917 179,781 -5.6% 1.2% Apr 187,240 181,588 -3.1% 3.5% May 192,045 180,059 -6.7% 1.4% Jun 196,882 186,802 -5.4% 1.5% Jul 199,776 186,301 -7.2% 1.4% Aug 194,652 181,081 -7.5% 0.8% Sep 190,360 179,411 -6.1% 2.2% Oct 189,783 183,404 -3.5% 1.3%

C. 34 St-Herald Sq BDFNQRVW Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 119,858 113,204 -5.9% -0.7% Feb 122,294 116,397 -5.1% 0.1% Mar 127,208 116,634 -9.1% -2.3% Apr 127,155 119,488 -6.4% 0.2% May 129,459 118,406 -9.3% -1.3% Jun 130,915 119,423 -9.6% -2.7% Jul 128,757 117,875 -9.2% -0.6% Aug 124,712 116,952 -6.6% 1.6% Sep 123,851 117,836 -5.1% 3.2% Oct 123,861 121,226 -2.2% 2.7%

D. 49 St NRW Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 24,390 23,053 -5.8% 11.0% Feb 25,112 23,682 -6.0% 11.2% Mar 26,080 24,017 -8.6% 15.4% Apr 25,618 24,565 -4.3% 10.9% May 26,167 24,624 -6.3% 14.3% Jun 26,917 25,204 -6.8% 13.7% Jul 26,983 24,839 -8.6% 17.3% Aug 25,777 24,013 -7.3% 15.6% Sep 26,005 24,368 -6.7% 15.0% Oct 26,142 25,127 -4.0% 8.9%

E. 50 St 1 Post Implementation: Jun to Oct 2009 % Change Performance Month 2008 2009 2009 vs. 2008 Differential Jan 25,557 22,991 -11.2% -6.0% Feb 26,285 24,036 -9.4% -4.2% Mar 26,881 24,667 -9.0% -2.2% Apr 25,931 24,736 -4.8% 1.7% May 26,712 25,101 -6.4% 1.6% Jun 26,946 25,009 -7.7% -0.8% Jul 26,459 24,494 -8.0% 0.6% Aug 24,847 22,644 -9.7% -1.5% Sep 26,418 23,987 -10.1% -1.8% Oct 26,585 25,101 -5.9% -1.1%

Note Performance Differential compares subway turnstile registrations to the Midtown area turnstile registrations excluding key "Green Light for Midtown" stations. Bus to Subway Transfers

Weekday bus to subway transfers were compiled for the bus routes affected by the Broadway changes (see Table 9). The most recent results from October 2009 indicate that although the year-to-year percent change ranged from 1 to 12% the numerical change was less than 15 customers a day at each station, which is a small percentage of the total daily station turnstile entries for each station in the “Green Light for Midtown” area. If the “Green Light for Midtown” measures were successful one could expect an increase in passenger transfers from local buses to the subway and a general increase in the number of customers utilizing the study area stations. This would be compared to the ridership in the “Green Light for Midtown” area which is experiencing a slight decrease. However, generally, the transfers from bus to subway are not expected to be significant as the bus routes travel in the same direction at the subway therefore customers generally board a mode and remain on that mode throughout their trip.

Table 9: Average Weekday Bus to Subway Transfers in “Green Light for Midtown” Study Area

Bus October 2008 October 2009 % Change Subway Station Route Total Total 2009 vs. 2008 34 St./6 Ave. M10 19 18 -5.6% M104 13 11 -18.2% M20 27 21 -28.6% M6 83 67 -23.9% M7 90 100 10.0% 34 St./6 Ave. Total 231 (0.18%) 218 (0.18%) -6.0% 34 St-Herald Sq BDFNQRVW Average 123,861 121,226 -2.2% Weekday Turnstile Entries 49 St./7 Ave. M10 7 8 12.5% M104 19 21 9.5% M20 5 5 0.0% M6 6 5 -20.0% M7 13 13 0.0% 49 St./7 Ave. Total 50 (0.19%) 51 (0.20%) 2.0% 49 St NRW Average Weekday Turnstile Entries 26,142 25,127 -4.0% 50 St./Broadway M10 9 7 -28.6% M104 24 20 -20.0% M20 6 5 -20.0% M6 5 5 0.0% M7 11 13 15.4% 50 St./Broadway Total 56 (0.21%) 50 (0.20%) -12.0% 50 St 1 Average Weekday Turnstile Entries 26,585 25,101 -5.9% Times Square/42 St./8 Ave. M10 63 57 -10.5% M104 533 544 2.0% M20 73 52 -40.4% M6 37 30 -23.3% M7 55 72 23.6% Times Square/42 St./8 Ave. Total 761 (0.40%) 754 (0.41%) -0.9% Times Sq-42 St NQRSW1237/42 St ACE 189,783 183,404 -3.5% Average Weekday Turnstile Entries Number in parentheses indicates percentage of total weekday subway turnstile entries due to transfers from buses.

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