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3.1 Public Transportation

3.1 Public Transportation

A. INTRODUCTION

This section describes the characteristics of the existing trans-Hudson public transportation system and summarizes changes in the trans-Hudson public transportation system under the 2030 No Build and 2030 Build Alternatives. Service levels and ridership are presented for the following modes: NJ TRANSIT , , bus, , and PATH.

B. EXISTING CONDITIONS

The / metropolitan region is afforded a variety of public transportation services crossing the into midtown , including NJ TRANSIT commuter rail, Amtrak, NJ TRANSIT and private express bus, ferry and Port Authority Trans-Hudson (PATH), as shown in Table 3.1-1.

TABLE 3.1-1: EXISTING TRANS-HUDSON PUBLIC TRANSPORTATION SERVICES

Public Transportation Mode/Facility Service Description NJ TRANSIT Main/Bergen/Port Jervis Runs from Suffern, NY to Hoboken, NJ. Main Line operates via Paterson, NJ. operates via Fair Lawn, NJ. The two lines meet at Ridgewood, NJ. Service provided seven days per week. NJ TRANSIT runs service under contract with Metropolitan Transportation Authority (MTA) Metro-North Railroad from Port Jervis, NY to Hoboken, NJ. Each line has connections to Penn Station New York (PSNY) available at Frank R. Lautenberg Station. NJ TRANSIT Line Runs between Spring Valley, NY and Hoboken, NJ. NJ TRANSIT serves three MTA Metro-North Railroad stations in NY. Connections to PSNY available at Frank R. Lautenberg Station. NJ TRANSIT Montclair-Boonton Line Runs between Hackettstown, NJ and Hoboken, NJ/Manhattan via Montclair-Boonton Line. Direct service to PSNY from Montclair, Glen Ridge, and Bloomfield, NJ. Riders boarding at Great Notch and points west for travel to PSNY change trains at Montclair State University (MSU) Station, NJ. NJ TRANSIT Morris/Essex/Gladstone Provides service to Hoboken, NJ and PSNY. The (Hackettstown to Hoboken/Manhattan via Morristown) and the (Gladstone to Hoboken/Manhattan) are separate lines. Service provided seven days per week on the Morristown Line from Dover and east, and on the Gladstone Branch. Service west of Dover, NJ operated on weekdays only. Direct service to PSNY provided only from Dover, NJ and east including the Gladstone Branch. Connections to PSNY at Summit, Dover, and Newark Broad Street, NJ for stations with limited or no direct PSNY service.

3.1-1 Access to the Region’s Core FEIS

TABLE 3.1-1: EXISTING TRANS-HUDSON PUBLIC TRANSPORTATION SERVICES (CONTINUED)

Public Transportation Mode/Facility Service Description NJ TRANSIT Operates from High Bridge to Newark Penn Station, NJ weekdays. Service operates weekends only from Raritan to both Newark Penn Station and Hoboken, NJ. Connections to PSNY available at Newark, NJ. NJ TRANSIT Coast Line (NJCL) Operates between Long Branch, NJ and PSNY. Some trains operate between Bay Head and Hoboken, NJ. Service provided seven days per week. Connections to PSNY available at Long Branch and Newark Penn Station for riders south of Long Branch to Bay Head, NJ NJ TRANSIT (NEC) Runs between Trenton, NJ and PSNY. A branch line connects Princeton with Princeton Junction, NJ. Service provided seven days per week.

Amtrak Northeast Corridor Operates daily intercity rail service into PSNY. Operates Express and Regional service as well as from , PA to PSNY and long distance service to the South and Midwest. Amtrak Empire Connection This northern approach to PSNY was placed in service on April 15, 1991, when Amtrak rerouted Albany and Buffalo trains from (GCT) to PSNY. Only Amtrak trains travel the northern approach to and from PSNY, which uses a single- tunnel under the Yard to access the station. Penn Station New York (PSNY) A transportation hub embedded within the street- and underground levels of , spanning West 33rd to West 31st Streets and Seventh to Eighth Avenues in . Built by the Railroad, it is used by a number of passenger rail services, including Amtrak, MTA Rail Road, MTA New York City Transit and NJ TRANSIT. PSNY serves more than 350,000 arriving and departing rail passengers, with over 1,000 train trips on an average day. Exclusive (XBL) Dedicated contra-flow bus lane that operates weekday mornings between 6:15 AM and approximately 10:00 AM, as part of a network of transportation facilities that includes the , the and the Port Authority Bus Terminal in . Local Bus Lane (LBL) Provides expedited access to the Lincoln Tunnel each weekday from local streets in communities near the Lincoln Tunnel in Hudson County. The LBL, unlike the XBL, is a pavement-marked, same- direction bus lane. Port Authority Bus Terminal (PABT) Main gateway for interstate buses into Manhattan, located in midtown Manhattan, one block west of Times Square, between Eighth and Ninth Avenues and West 40th and West 42nd streets. Serves both daily commuter bus routes (majority operated by NJ TRANSIT) and intercity buses, such as Greyhound. Direct underground passageways connect with New York Subway lines A C E N Q R S W 1 2 3 and 7. George Washington Bus Terminal Commuter bus terminal located at the Manhattan end of the George in Washington Heights. The terminal connects with the A train at the 175th Street subway station

3.1-2 3.1: Public Transportation

TABLE 3.1-1: EXISTING TRANS-HUDSON PUBLIC TRANSPORTATION SERVICES (CONTINUED)

Public Transportation Mode/Facility Service Description Port Authority Trans-Hudson (PATH) This transit system has two branches connecting midtown (33rd Street) and with Hoboken, Jersey City and Newark, NJ. PATH’s branch to lower Manhattan was out of service for over two years following the World Trade Center terrorist attacks on September 11, 2001. Currently, PATH operates service between New Jersey and a temporary WTC Terminal. A permanent terminal would be built as part of the redevelopment of the WTC site. Ferry A privately owned company, operating commuter ferry service from west of the Hudson to midtown Manhattan. Scheduled ferry routes operate between Pier 78 at West 38th Street, and six New Jersey ports. Other private ferry operators and ferry services operate to lower Manhattan only. Source: NJ TRANSIT, 2006

PASSENGER RAIL SERVICE Passenger rail service (which includes both commuter and intercity rail) into midtown Manhattan operates on Amtrak’s Northeast Corridor (NEC). The NEC serves midtown Manhattan through the trans-Hudson . Only electric-powered trains are permitted to operate through these tunnels into PSNY. Only four of NJ TRANSIT northern area services—NEC, , Morris & Essex Lines and Montclair-Boonton Line—are equipped to provide direct, one-seat rides into PSNY. The remaining NJ TRANSIT commuter rail lines utilize diesel equipment. Passengers riding diesel-only service must transfer to electric NEC service at Newark Broad Street Station, Newark Penn Station or Frank R. Lautenberg Station.

Current Amtrak and NJ TRANSIT rail service to PSNY, Newark Penn Station and Hoboken is shown in Table 3.1-2. In the AM peak hour (7:30AM – 8:30 AM), three Amtrak trains and 20 NJ TRANSIT trains serve PSNY, for a total of 23 trains per hour (TPH). The NJ TRANSIT rail network is depicted on Figure 3.1-1.

TABLE 3.1-2: EXISTING AMTRAK AND NJ TRANSIT PEAK HOUR SERVICE

2006 Existing AM Peak Hour Service (Trains/Hour) to Newark PSNY Station Hoboken TOTAL Amtrak Northeast Corridor 3 3 NJ TRANSIT Northeast Corridor 10 10 North Jersey Coast Line 4 1 5 Gladstone Branch 1 2 3 Dover/Summit 4 3 7 Montclair-Boonton 1 4 5 Raritan Valley 6 6 Pascack Valley 4 4 Main/Bergen 7 7 Port Jervis 3 3 TOTAL 23 6 24 53 Source: NJ TRANSIT, January 2007

3.1-3 Access to the Region’s Core Final Environmental Impact Statement Figure 3.1-1 Existing NJ TRANSIT Rail Network

Source: NJ TRANSIT, 2008 Not to Scale 3.1: Public Transportation

The NEC, which extends from Washington, DC to Boston, is the most-heavily traveled passenger rail corridor in the (“A Recommended Approach to Funding the Estimated Capital Investment Needs of the Northeast Corridor Rail Infrastructure,” BGL Rail Associates prepared for the Amtrak Reform Council, April 2002). Morning operations on the NEC are characterized by the following peak conditions: • AM Peak Hour (7:30 AM to 8:30 AM) is the hour with the highest train frequency and passenger demand for arrivals into New York. Twenty-three eastbound revenue trains (20 NJ TRANSIT and 3 Amtrak) operate into PSNY in the AM Peak Hour. • AM Peak Two Hours (7:00 AM to 9:00 AM) is the highest two-hour train frequency and passenger demand for arrivals into New York. Forty-four eastbound revenue trains (40 NJ TRANSIT and 4 Amtrak) operate into PSNY in the AM Peak Two Hours. Approximately 73 percent of NJ TRANSIT’s current total AM peak period peak ridership is accounted for in that two-hour timeframe. • AM Peak Period (6:00 AM to 10:00 AM) includes the two AM peak hours, plus two one-hour “shoulders,” one before and one after the two AM peak hours. Seventy-five eastbound revenue trains (65 NJ TRANSIT and 10 Amtrak) operate into PSNY in the AM Peak Period. Some passengers travel outside of the peak two hours because the level of service at that time is constrained by available capacity and demand.

The morning commutation period was analyzed because it reflects the relatively compressed starting times of most jobs in midtown Manhattan. It also reflects the time period when the highest aggregate service frequency and volume are operated to accommodate the heaviest demand. Afternoon/evening commutation conditions were not analyzed because the end of the workday is less compressed, and commuters often take advantage of the opportunities to participate in non-work-related activities afforded in Manhattan before travel home.

In the afternoon/evening commutation period, however, congestion is worse in PSNY because commuters collect in passenger concourses prior to train departures, in contrast to the morning period when commuters disembark and pass through the station on their way to their ultimate destination.

Increasing demands on capacity are of particular concern for commuter rail services into Manhattan, where AM peak hour capacity through the two existing trans-Hudson rail tunnels is currently at its limit. NJ TRANSIT operates a total of 20 trains into PSNY during the AM peak hour, while Amtrak operates three trains. Amtrak also operates its Empire Line, serving Albany via a route along the eastern shore of the Hudson River, into PSNY. In fact, one of the three Amtrak AM peak hour trains is an Empire Line train. The Empire Line joins the NEC in Manhattan just west of PSNY, placing additional demands on capacity at PSNY and its approach tracks. To the east, the (LIRR) funnels its 10 branches into PSNY via a single route through , which leads to four tunnels. In its AM peak hour (approximately 7:00 AM to 8:00 AM), approximately 37 LIRR trains operate westbound through these tunnels into PSNY, putting even greater pressure on PSNY capacity.

NJ TRANSIT operates commuter rail service throughout the day and evening hours as well as on weekends.1 The earliest weekday revenue train leaves on the North Jersey Coast Line at 12:24 AM; the last weekday revenue train leaves PSNY for Montclair State University on the Montclair-Boonton Line at 11:55 PM. NJ TRANSIT operates a total of 711 revenue trains per day. On weekends, NJ TRANSIT operates eight of 10 lines serving northern New Jersey. The volume of weekend service is limited by closures of one North River Tunnel track from Friday night to Monday morning by Amtrak for maintenance.

1 Indicated NJ TRANSIT and Amtrak schedules are from 2006.

3.1-5 Access to the Region’s Core FEIS

Amtrak operates high-speed, regional and long-distance rail service throughout the day and evening hours, with the earliest weekday scheduled arrival into PSNY at 12:15 AM and the last weekday departure from PSNY at 10:25 PM. Amtrak also provides a comprehensive weekend schedule based on the market it serves. However, this service is similarly limited by necessary North River Tunnel closures for maintenance.

BUS SERVICE The Lincoln Tunnel, and , and their approaches, are at or near capacity during the AM peak period, the timeframe most critical to commuters. Each day, thousands of buses are slowed or stopped in traffic as they approach and cross one of these three Hudson River vehicle crossings.

Direct bus service to midtown Manhattan is provided only via the Lincoln Tunnel. Most buses approaching the Lincoln Tunnel during the AM peak period operate on the PANYNJ Exclusive Bus Lane (XBL). According to a March 2005 study by PANYNJ, the XBL is by far the busiest and most productive bus lane in the nation, accommodating approximately 1,700 buses and 62,000 commuters daily. The average daily number of buses using the XBL in the early 1970s was around 800; the estimated 1,700 buses that use the XBL today is an increase of 113 percent. Similar to existing trans- Hudson rail tunnels and PSNY, the XBL is close to exceeding its practical capacity limit of about 700 peak hour buses. This amount of bus service causes the XBL to operate at a level of service subject to delays.

Operated in tandem with the XBL is the Local Bus Lane (LBL), which provides expedited access to the Lincoln Tunnel each weekday from local streets in communities near the Lincoln Tunnel in Hudson County. The LBL, unlike the XBL, is a pavement-marked, same-direction bus lane. A 2004 survey conducted by PANYNJ showed the LBL handled over 700 buses between 6 AM–10 AM, 435 full-size buses, 292 mini-buses and 36 passenger vans.

Once buses enter New York City, a majority of them travel a short distance to the Port Authority Bus Terminal (PABT) at Eighth Avenue and West . PABT also has experienced continual growth since it opened in 1950, and by 1966 was operating at full capacity. In that year, PANYNJ estimated that more than 2.5 million buses and nearly 69 million passengers used the facility. In the late 1970s and early 1980s, PABT was expanded by 50 percent, but today is again operating close to full capacity, resulting in extremely overcrowded conditions for passengers and buses in the morning and the evening.

PATH PANYNJ operates a rapid-transit rail system known as PATH. PATH provides daily service between Newark and Hoboken, NJ and lower and midtown Manhattan, with intermediate stops in Jersey City and Harrison, NJ. Daily service between Hoboken and in Jersey City, NJ to midtown Manhattan is also provided, with intermediate stops at other stations in Jersey City, NJ and Greenwich Village, NY (see Figure 3.1-1). According to PANYNJ, PATH operates 24 trains in the busiest AM peak hour between Newark and West 33rd Street Station in Manhattan, with seating capacity of 85 passengers per car.

PATH service between Newark and midtown Manhattan may require multiple transfers depending upon one’s origin, and makes numerous stops, which results in roughly 60 percent longer trips than comparable commuter rail service to PSNY. PATH serves the urban core areas of New Jersey (including Newark, Jersey City and Hoboken), while NJ TRANSIT rail service includes suburban central and northern New Jersey. Connections between PATH and NJ TRANSIT commuter rail service in Hoboken result in longer

3.1-6 3.1: Public Transportation and more circuitous trips to midtown Manhattan, especially for those passengers traveling from Bergen, Orange, Rockland, and other northern New Jersey and New York counties.

FERRY Ferry service is provided as an alternative to auto, bus and commuter rail for travel across the Hudson River to midtown or lower Manhattan. Ferry operators provide daily service from the following locations:

• Port Imperial – West 38th Street • Colgate – WFC • Port Imperial – Pier 11 • Colgate – West 38th Street • Hoboken – World Financial Center (WFC) • Colgate – Pier 11 • Hoboken – Pier 11 • Harborside – WFC • North Hoboken – West 38th Street • Harborside/Newport – West 38th Street • Port Imperial/North Hoboken – WFC • Port Liberte – Pier 11 • Highlands/Atlantic Highlands – Pier 11/ • Belford – Pier 11/WFC East • Liberty Harbor – Pier 11 • South Amboy – Pier 11 • – • West Haverstraw – Ossining Source: NY Waterway, 2008.

NEW YORK CITY TRANSIT (NYCT) SUBWAY SERVICE NYCT operates the (N, Q, R, W), (B, D, F, V), Seventh Avenue (1 and 2/3), and Eighth Avenue (A, C, E) northbound (NB) and southbound (SB) subway lines that serve PSNY. Existing (2006) service levels, capacity, volumes and volume/capacity (V/C) ratios are shown in Table 3.1-3. V/C ratios of less than 1.0 are considered acceptable. All subway lines that serve PSNY operate below capacity.

TABLE 3.1-3: EXISTING AM PEAK HOUR (7:30-8:30 AM) SUBWAY VOLUMES

2006 Line 2006 Trains per Capacity Subway Line Hour (pas/hour) 2006 Volume 2006 V/C NB 8th Avenue Express A 17 23,800 9,351 0.39 NB 8th Avenue Local C 8 9,280 1,373 0.15 NB 8th Avenue Local E 12 17,400 12,918 0.74 NB 7th Avenue 1 2 3 33 36,300 18,129 0.50 NB 6th Avenue B D F V 44 62,100 30,039 0.48 NB Broadway N Q 20 28,000 10,399 0.37 NB Broadway R 10 13,600 2,405 0.18 NB Broadway W 6 8,700 1,980 0.23 SB 8th Avenue Express A 9 12,600 10,229 0.81 SB 8th Avenue Local C E 21 28,710 8,763 0.31 SB 7th Avenue Express 2 3 23 25,300 16,837 0.67 SB 7th Avenue Local 1 19 20,900 9,476 0.45 SB 6th Avenue B D 15 21,300 4,115 0.19 SB 6th Avenue F V 24 33,600 9,860 0.29 SB Broadway N Q R W 34 47,950 13,755 0.29 Source: NYCT, May 2008

3.1-7 Access to the Region’s Core FEIS

C. FUTURE NO BUILD CONDITIONS

As the New Jersey/New York metropolitan region continues to grow, demand for public transportation services into midtown Manhattan would also increase. Chapter 2 describes the No Build transportation projects that will be in place by 2030. The No Build, which includes projects such as the Capacity Enhancement Project, MTA LIRR Access, and MTA NYCT Transit Hub, represent the best means to manage transit services within the project area absent new trans-Hudson capacity. It is important to note that AM peak period operations under the No Build Alternative would be constrained by the limited capacity of the commuter rail system into PSNY and the bus system into PABT.

The Portal Bridge Capacity Enhancement Project will expand track capacity over the by replacing or rehabilitating the existing two-track bridge. NJ TRANSIT, in partnership with Amtrak, issued a NEPA-compliant DEIS on February 18, 2008, with a public hearing held in Jersey City on March 18, 2008. The document describes the review of alternatives and impacts of improving or replacing the bridge. The lead federal agency for this project is the Federal Railroad Administration working in collaboration with the FTA. Portal Bridge is a separate project, but would be necessary for the operation of the Build Alternative service plan, as described in this FEIS. The FTA has stated in a letter to NJ TRANSIT that the improvements to the Portal Bridge are a prerequisite to any investment in the construction of the ARC project. At present, NJ TRANSIT and Amtrak are working together to identify funding for the Portal Bridge project, whose estimated cost is about $1 billion. Construction of the Portal Bridge project will begin in 2011 and will be completed in 2017 in advance of the ARC Build Alternative.

As shown in Table 3.1-4, daily NJ TRANSIT commuter rail trips to and from PSNY under the No Build Alternative would increase from 135,000 to 174,000, a change of nearly 29 percent.

TABLE 3.1-4: DAILY TRANS-HUDSON TRIPS BY FACILITY: NO BUILD ALTERNATIVE – 2030

2005 2030 Facilities Existing No Build Change % Change Existing PSNY (NJ TRANSIT) 135,000 174,003 39,003 28.90% World Financial Center Ferry 11,700 24,831 13,131 112.20% Midtown Ferry Terminal 13,300 33,471 20,171 151.70% Pier 11 Ferry Terminal 13,400 21,463 8,063 60.20% PABT Buses (Lincoln Tunnel) 167,700 201,656 33,956 20.20% George Washington Bridge Bus Terminal 12,600 15,168 2,568 20.40% Holland Tunnel Buses 11,700 10,223 -1,467 -12.50% World Trade Center PATH 104,000 155,096 51,096 49.10% North Tube PATH 80,400 124,460 44,060 54.80% TOTAL 549,800 760,383 210,583 38.30% Source: NJ TRANSIT, June 2007 Note: For comparison purposes, the total change from No-Build does not include Holland Tunnel buses.

As shown in Table 3.1-5, daily boarding riders by line segment under the No Build Alternative would increase overall by 49 percent. The would experience the greatest increase, over 157 percent.

3.1-8 3.1: Public Transportation

TABLE 3.1-5: OUTLYING STATION DAILY BOARDING RIDERS BY LINE SEGMENT: NO BUILD ALTERNATIVE – 2030

2004 Daily 2030 No Build Daily Line Boarding Riders Boarding Riders % Change Main/Bergen 9,600 19,750 105.70% Pascack Valley 3,300 8,500 157.60% Montclair-Boonton 6,000 8,850 47.50% Morristown 19,800 23,550 18.90% Gladstone Branch 3,000 4,150 38.30% North Jersey Coast 14,600 23,250 59.20% Northeast Corridor - 9,000 12,400 37.80% (Rahway-North Elizabeth) Northeast Corridor – 33,600 45,000 33.90% (Trenton–Metropark) Raritan Valley 9,300 14,600 57.00% Port Jervis 1,900 4,050 113.20% SYSTEM TOTAL 110,100 164,100 49.00% Source: NJ TRANSIT ridership data for FY 2004 from Trends & Forecasts, and forecasts from NJTDFM at outlying stations converted to daily boarding riders.

COMMUTER RAIL SERVICE During the AM peak hour, only 23 trains per hour (TPH) (Amtrak and NJ TRANSIT) can operate through the existing tunnels into PSNY. As shown in Table 3.1-6, peak hour trains into PSNY would remain at 23 TPH without the ARC project. During NJ TRANSIT’s busiest two-hour peak (7:00 AM to 9:00 AM), the No Build Alternative would only increase service into New York by one train, from 40 to 41. The No Build Alternative includes new multi-level cars that NJ TRANSIT has begun to place into service, which provide a 20-percent increase in peak passenger capacity (same number of trains but more passengers per train). NJ TRANSIT would attempt to meet the remaining rail passenger demand by increasing NEC/NJCL and Raritan Valley service to Newark Penn Station, and Gladstone and Main/Bergen service to Hoboken. It would also be possible to add single-level cars to existing trains to enhance passenger- carrying capacity in the future. Therefore, the No Build Alternative includes extension of platforms at PSNY to accommodate this additional train consist length and seating capacity. Off-peak service similarly would be added to respond to the growth in demand.

As shown in Table 3.1-7, AM peak hour NJ TRANSIT commuter rail trips into PSNY are expected to increase by 46 percent, due to the use of multi-level cars and longer trains. Trips into Newark Penn Station would increase by over 115 percent, and trips into Hoboken would increase over 35 percent as PSNY reaches capacity and passengers seek less congested travel options. During the peak period (6:00 AM to 10:00 AM), commuter trips into PSNY would similarly increase by over 57 percent. Peak period trips are shown in Table 3.1-8.

As shown in Table 3.1-9, the number of passenger transfers between NJ TRANSIT services to or from PSNY would increase from 16,500 to 32,100, an increase of 95 percent. The average travel time along the Port Jervis and Raritan Valley lines in the No Build would be unchanged. Passengers on these two lines traveling to midtown Manhattan must transfer at Frank R. Lautenberg Station (Secaucus) or Newark, respectively. These two lines were selected as an example of lines that would benefit from one-seat-ride service to midtown Manhattan in the Build Alternative.

3.1-9 Access to the Region’s Core FEIS

TABLE 3.1-6: AMTRAK AND NJ TRANSIT PEAK HOUR (7:30–8:30 AM) SERVICE: NO BUILD ALTERNATIVE - 2030

2005 Existing 2030 No Build AM Peak Hour Service (Trains/Hour) to AM Peak Hour Service (Trains/Hour) to Change % Newark Newark (Trains/Hr) Change Penn Penn from from Line PSNY Station Hoboken TOTAL PSNY Station Hoboken TOTAL Existing Existing Amtrak Northeast Corridor 3 3 3 3 0 0% NJ TRANSIT Northeast Corridor 10 10 10 1 11 1 10% North Jersey Coast Line 4 1 5 4 1 5 0 0% Gladstone Branch 1 2 3 1 2 3 0 0% Dover/Summit 4 3 7 4 3 7 0 0% Montclair-Boonton 1 4 5 1 4 5 0 0% Raritan Valley 6 6 6 6 0 0% Pascack Valley 4 4 4 4 0 0% Main/Bergen 7 7 8 8 1 14% Port Jervis 3 3 3 3 0 0% TOTAL 23 6 24 53 23 7 25 55 2 4% Change from Existing (Trains/Hr) 0 1 1 2 % Change 0% 17% 4% 4% Source: NJ TRANSIT, January 2007.

3.1-10 3.1: Public Transportation

TABLE 3.1-7: PEAK HOUR (7:30–8:30 AM) RAIL TRIPS BY LINE AND TERMINAL: NO BUILD ALTERNATIVE – 2030

2005 Existing 2030 No Build Change % Change NJ TRANSIT New Newark New Newark New Newark New Newark Lines York Penn Hoboken York Penn Hoboken York Penn Hoboken York Penn Hoboken NEC and NJC 10,296 4,263 255 14,396 10,115 191 4,100 5,852 -64 39.80% 137.30% -25.10% Morris & Essex 4,896 1,512 5,725 1,992 829 480 16.90% 31.80% Montclair-Boonton 1,188 819 1,607 838 419 19 35.30% 2.30% Raritan Valley 1,320* 1,789 2,051* 2,931 731 1,124 55.40% 62.80% Pascack Valley 220┼ 1,050 897 ┼ 1,574 677 524 307.90% 49.90% Main/Bergen 506┼ 2,310 2,101┼ 3,200 1,595 890 315.20% 38.50% Port Jervis 163┼ 714 412┼ 1,217 249 503 153.00% 70.50% TOTALS 18,589 6,052 6,660 27,191 13,027 9,012 8,602 6,975 2,352 46.30% 115.30% 35.30% Source: NJ TRANSIT, January 2007 * Indicates transfers to NEC and NJCL electric service at Newark Penn Station ┼ Denotes transfers to NEC, NJCL, and Montclair-Boonton Line electric service at Frank R. Lautenberg Station

3.1-11 Access to the Region’s Core FEIS

TABLE 3.1-8: PEAK PERIOD (6:00–10:00 AM) RAIL TRIPS BY LINE AND TERMINAL: NO BUILD ALTERNATIVE – 2030

2005 Existing 2030 No Build Change % Change NJ TRANSIT New Newark New Newark New Newark New Newark Lines York Penn Hoboken York Penn Hoboken York Penn Hoboken York Penn Hoboken NEC and NJCL 23,400 8,700 650 32,718 20,642 455 9,318 11,942 -195 39.80% 137.30% -30.00% Morris & Essex 9,600 3,600 13,012 4,744 3,412 1,144 35.50% 31.80% Montclair-Boonton 1,200 1,950 3,653 1,995 2,453 45 204.50% 2.30% Raritan Valley 3,000* 3,650 4,661* 5,944 1,661 2,294 55.40% 62.90% Pascack Valley 500┼ 2,500 2,040┼ 3,747 1,540 1,247 307.90% 49.90% Main/Bergen 1,150┼ 5,500 4,775┼ 7,618 3,625 2,118 315.20% 38.50% Port Jervis 370┼ 1,700 937┼ 2,899 567 1,199 153.40% 70.50% TOTALS 39,220 12,350 15,900 61,797 26,587 21,457 22,577 14,237 5,557 57.60% 115.30% 35.00% Source: NJ TRANSIT, January 2007 * Indicates transfers to NEC and NJCL electric service at Newark Penn Station ┼ Denotes transfers to NEC, NJCL, and Montclair-Boonton Line electric service at Frank R. Lautenberg Station

TABLE 3.1-9: NJ TRANSIT PASSENGER TRANSFERS AND AVERAGE TRAVEL TIME: NO BUILD ALTERNATIVE – 2030

2005 Existing 2030 No Build Change % Change Passenger transfers between NJ TRANSIT services to get to or from PSNY 16,500 32,100 15,600 95% Average AM peak travel time (minutes) (Suffern to PSNY) 69 69 0 0% Raritan Valley Line (Raritan to PSNY) 82 82 0 0% Source: NJ TRANSIT, 2007

3.1-12 3.1: Public Transportation

BUS SERVICE Daily NJ TRANSIT and private bus trips into midtown Manhattan, as forecast by the NJ TRANSIT ridership model, would increase under the No Build Alternative by 20 percent (Table 3.1-4). Bus service levels would remain the same as existing conditions, however, due to capacity limitations at PABT.

PATH SERVICE As shown in Table 3.1-4, daily trips to midtown Manhattan via PATH would increase nearly 55 percent from 80,400 to 124,460. PATH service would be able to meet this demand through planned signal upgrades, but would not be able to accommodate the additional demand and service requirements of commuter rail, as discussed in Section D. The PATH system extends from Manhattan to Hudson County in New Jersey, just west of the Hudson River. Additional demand from suburban New Jersey, and Orange and Rockland counties in New York, cannot be accommodated due to the “subway-type” nature of the PATH system, its limited reach within New Jersey, and the transfer requirement to access Manhattan.

FERRY SERVICE Ferry service would experience the most dramatic increase in daily trips under the No Build Alternative. Table 3.1-4 indicates that by 2030, daily ferry trips to the Midtown Ferry Terminal would rise from roughly 13,300 (in 2005) to over 33,470, an increase of over 150 percent. Ferry operations under the No Build Alternative are assumed to remain similar to current coverage and frequency, with existing service capacity accommodating this growth. Ferry service would not be able to accommodate the demand and service requirements of commuter rail, as further discussed in Section D.

NYCT SUBWAY SERVICE In the No Build Alternative, none of the subway lines that serve PSNY would be over-capacity, as shown in Table 3.1-10. Except for the southbound A, which would operate at 90 percent of capacity as it passes West 34th Street, each of the lines would be well below capacity with V/C ratios of 0.08 to 0.86.

No Build Alternative ridership for 2030 on each subway line was derived from MTA forecasts. These volumes incorporate the mitigated Build Alternative of the No. and Hudson Yards Rezoning and Development Program.

D. LONG-TERM IMPACTS OF THE BUILD ALTERNATIVE

COMMUTER RAIL SERVICE The Build Alternative rail service plan includes an increase of 25 TPH to 48 TPH (Amtrak and NJ TRANSIT service) into midtown Manhattan (PSNY and NYPSE) during the AM peak hour, as shown in Table 3.1-11. The service plan routes 23 trains into PSNY and 25 trains into NYPSE, as shown in Table 3.1-12. Additionally, the Build Alternative would allow NJ TRANSIT to operate a total of 88 trains (excluding Amtrak service) to New York in the busiest two-hour peak period (7:00 AM to 9:00 AM). NYPSE would not preclude connections and services to east Manhattan transit options or facilities.

3.1-13 Access to the Region’s Core FEIS

TABLE 3.1-10: AM PEAK HOUR (7:30-8:30 AM) SUBWAY LINE-HAUL ANALYSIS: NO BUILD – 2030

2030 2030 2030 Line Capacity No Build 2030 Subway Line Trains per Hour (pas/hour)* Volume** No Build V/C NB 8th Avenue Express A 18 25,200 9,407 0.37 NB 8th Avenue Local C 8 9,280 1,662 0.18 NB 8th Avenue Local E 15 21,750 15,394 0.71 NB 7th Avenue Local 1 15 16,500 11,705 0.71 NB 7th Avenue Express 2 10 11,000 8,312 0.76 NB 7th Avenue Express 3 9 9,900 6,547 0.66 NB 6th Avenue B 10 14,400 7,269 0.50 NB 6th Avenue D 10 14,000 8,892 0.64 NB 6th Avenue F 15 21,000 6,800 0.32 NB 6th Avenue V 9 12,600 4,561 0.36 NB Broadway N 10 14,500 6,726 0.46 NB Broadway Q 10 14,000 5,334 0.38 NB Broadway R 10 14,000 2,204 0.16 NB Broadway W 6 8,400 1,790 0.21 SB 8th Avenue Express A 12 16,800 15,087 0.90 SB 8th Avenue Local C 6 6,960 3,129 0.45 SB 8th Avenue Local E 15 21,750 3,938 0.18 SB 7th Avenue Local 1 21 23,100 15,359 0.66 SB 7th Avenue Express 2 12 13,200 11,400 0.86 SB 7th Avenue Express 3 11 12,100 10,145 0.84 SB 6th Avenue B 7 10,150 3,585 0.35 SB 6th Avenue D 9 12,600 5,275 0.42 SB 6th Avenue F 15 21,000 7,052 0.34 SB 6th Avenue V 10 14,000 3,220 0.23 SB Broadway N 8 11,200 4,170 0.37 SB Broadway Q 14 19,600 10,887 0.56 SB Broadway R 10 14,000 1,067 0.08 SB Broadway W 9 12,600 1,045 0.08 * Source: NYCT, June 2007 ** Source: Output from the 2005 MTA Regional Travel Forecasting Model (RTFM) for the No. 7 Subway Extension – Hudson Yards Rezoning and Development Program FGEIS.

3.1-14 3.1: Public Transportation

TABLE 3.1-11: AMTRAK AND NJ TRANSIT PEAK HOUR (7:30–8:30 AM) SERVICE: BUILD ALTERNATIVE – 2030

2006 Existing 2030 No Build 2030 Build AM Peak Hour Service (Trains/Hour) AM Peak Hour Service (Trains/Hour) AM Peak Hour Service (Trains/Hour) % to to to Change Change Newark Newark Newark from No from New Penn New Penn New Penn Build No Line York Station Hoboken TOTAL York Station Hoboken TOTAL York Station Hoboken TOTAL (Trains/Hr) Build Amtrak Northeast 3 3 3 3 4 4 1 33% Corridor NJ TRANSIT Northeast 10 10 10 1 11 13 13 2 18% Corridor North Jersey Coast Line 4 1 5 4 1 5 8 1 9 4 80% Gladstone Branch 1 2 3 1 2 3 2 3 5 2 67% Dover/Summit 4 3 7 4 3 7 5 2 7 0 0% Montclair-Boonton 1 4 5 1 4 5 4 3 7 2 40% Raritan Valley 6 6 6 6 3 4 0 7 1 17% Pascack Valley 4 4 4 4 2 3 5 1 25% Main/Bergen/Sports 7 7 8 8 5 4 9 1 13% Complex Port Jervis 3 3 3 3 2 2 4 1 33% TOTAL 23 6 24 53 23 7 25 55 48 4 18 70 15 27% Change from No Build 25 -3 -7 15 (Trains/Hr) % Change 109% -43% -28% 27% Source: NJ TRANSIT, January 2007.

3.1-15 Access to the Region’s Core FEIS

TABLE 3.1-12: AMTRAK AND NJ TRANSIT PEAK HOUR (7:30–8:30 AM) TERMINAL DISTRIBUTION: BUILD ALTERNATIVE – 2030

2030 Build AM Peak Hour Service (Trains/Hour) to Line PSNY NYPSE Amtrak Northeast Corridor 4 - NJ TRANSIT Northeast Corridor 13 - North Jersey Coast Line 6 2 Gladstone Branch - 2 Dover/Summit - 5 Montclair-Boonton - 4 Raritan Valley - 3 Pascack Valley - 2 Main/Bergen/Meadowlands (proposed) - 5 Port Jervis - 2 TOTAL 23 25 Source: Transit Link Consultants, 2008

The proposed loop track connection in the vicinity of Frank R. Lautenberg Station (Secaucus Connection) is designed to enable trains on the Main/Bergen/Pascack Valley and Port Jervis non-electrified lines, which now terminate in Hoboken, to connect to the NEC for direct service into midtown Manhattan. The Build Alternative service plan is reflective of the NJ TRANSIT-MTA Metro-North Railroad service plan agreement executed in June 2006.

The Build Alternative would include 12 new peak hour one-seat-ride trains to New York, from the following NJ TRANSIT lines, utilizing dual-power rail equipment. These lines do not currently provide direct service to New York. • Main/Bergen Lines – 5 trains per hour • Pascack Valley Line – 2 trains per hour • Port Jervis Line – 2 trains per hour • Raritan Valley Line – 3 trains per hour

The Build Alternative service plan assumes that track capacity over the Hackensack River would be increased with the Portal Bridge Capacity Enhancement Project, which is part of the ARC No Build Alternative, described in Chapter 2. The Portal Bridge Capacity Enhancement project provides sufficient capacity for the planned volume of 39 peak hour New York-bound trains (out of a total of 48 peak hour trains) in the Build Alternative service plan. It provides greater capacity, a higher degree of reliability and faster travel times than exist today. With the exception of Main, Bergen County and Pascack Valley Line services, all New York-bound service will utilize the Portal Bridge tracks. Eastbound trains from several lines must merge today before crossing the river, and the Portal project will provide parallel flows that eliminate merging delays and augment capacity.

The ARC project can deliver the 48 TPH service level to New York without the Portal project, albeit with longer travel times and less reliability. This would be accomplished by routing only Amtrak, NEC, Raritan Valley and North Jersey Coast Line traffic on the existing two-track Portal Bridge. Gladstone, Dover/Summit and Montclair/Boonton service would not use the but would, instead, continue east on the three M&E Line tracks, then use the planned and existing West End Wye tracks, the NJ TRANSIT Main Line and proposed Secaucus Connection loop tracks to access the new tunnels.

3.1-16 3.1: Public Transportation

Four lines that currently provide one-seat-ride service to New York would have an additional 12 peak hour trains: • NEC – 3 additional trains per hour • North Jersey Coast Line – 4 additional trains per hour [2 of these trains originate in Bay Head and utilize dual-power rail equipment] • Montclair-Boonton Line – 3 additional trains per hour [2 of these trains originate in Hackettstown and utilize dual-power rail equipment] • Morris & Essex (Dover/Summit) Lines – 2 additional trains per hour

In addition, Amtrak would operate one additional train in the peak hour. The proposed Build Alternative service plan would increase service along the Port Jervis Line from 3 TPH to Hoboken to 4 TPH, with 2 TPH to New York and 2 TPH to Hoboken. The impacts of splitting this service would be considered as the service plan is revised in the design phases of the ARC project. The actual schedule for Port Jervis and Pascack Valley Lines direct service to PSNY would be developed as part of on-going coordination between NJ TRANSIT and MTA/Metro-North Railroad, and would reflect relevant service agreements between the two railroads.

Ridership forecasts are based upon the results of NJ TRANSIT’s demand forecasting model, the North Jersey Travel Demand Forecasting model, which uses the service plan presented in this FEIS. This service plan was also used to develop operating and maintenance costs, and input to environmental analyses, including noise, vibration, air quality, and parking. This service plan was developed based on the most current information available, concerning items such as population and employment forecasts and land use development. NJ TRANSIT would continue to monitor these assumptions throughout the design and construction of the project, and would decide about the actual distribution of service by line when the project opens.

Frank R. Lautenberg Station would continue to provide beneficial connectivity for suburb-to-suburb and reverse commuting, as well as serving riders who would want to transfer between trains destined to Manhattan or Hoboken. Frank R. Lautenberg Station would also continue to provide Main/Bergen/ Pascack Valley Line riders with access to southbound NEC and NJCL trains that stop at Newark Penn Station, Newark Liberty International Airport Station, and other stations to the south in New Jersey. Table 3.1-13 shows the change in overall ridership by mode across all facilities for auto and transit trips. In the Build Alternative, trans-Hudson automobile trips would decrease by over five percent and total transit trips would increase by just over four percent.

Table 3.1-14 provides a comparison of trans-Hudson ridership by facility between No Build and Build Alternatives.

As shown in Table 3.1-15, daily boarding riders by line segment under the Build Alternative would increase overall by 17 percent. The Montclair-Boonton Line would experience the greatest increase, over 59 percent.

As shown in Table 3.1-16, AM peak hour NJ TRANSIT commuter rail trips into PSNY and NYPSE would increase by 48 percent under the Build Alternative. Trips into Newark Penn Station and Hoboken would decrease. For comparable commuter trips into PSNY, increases of about 48 percent would occur during the peak period (6 AM to 10 AM). Peak period trips are shown in Table 3.1-17. Ridership forecasts for the Build Alternative were developed by NJ TRANSIT, and are contained in the ARC DEIS Ridership Estimation Methodology and Results Report found in Appendix 3.1.

3.1-17 Access to the Region’s Core FEIS

TABLE 3.1-13: DAILY TOTAL AND TRANS-HUDSON TRIPS BY PRIMARY MODE (LINKED TRIPS): BUILD ALTERNATIVE – 2030

2000 Base 2030 No Build 2030 Build Change from No Build % Change from No Build Trans- Trans- Trans- Trans- Trans- Mode All Trips Hudson All Trips Hudson All Trips Hudson All Trips Hudson All Trips Hudson Auto 15,182,152 544,938 19,100,989 622,068 19,065,130 590,476 -35,859 -31,593 -0.20% -5.40% Transit Access Walk-to-Transit 595,602 278,946 840,463 394,491 851,005 402,804 10,543 8,312 1.20% 2.10% Drive-to-Transit 347,048 257,540 469,977 334,976 495,294 358,256 25,317 23,280 5.10% 6.50% Transit Rail and Rail-to-PATH 214,821 169,483 330,265 255,633 385,286 305,757 55,021 50,124 14.30% 16.40% PATH and LRT-to-PATH 190,816 149,726 234,555 176,208 239,622 181,204 5,067 4,996 2.10% -2.80% Bus 438,377 191,340 508,260 219,408 496,471 207,878 -11,789 -11,530 -2.40% -5.50% Ferry and LRT-to-Ferry 80,683 25,936 140,061 78,219 129,810 66,221 -10,251 -11,997 -7.90% -18.10% LRT 17,953 -- 97,300 -- 95,100 -- -2,190 -2.30% TOTAL Transit 942,650 536,485 1,310,440 729,467 1,346,299 761,060 35,859 31,593 2.70% 4.20% TOTAL Person Trips 16,124,802 1,081,423 20,411,429 1,351,536 20,411,429 1,351,536 0 0 0.00% 0.00% Source: NJ TRANSIT, 2007

TABLE 3.1-14: DAILY TRANS-HUDSON TRIPS BY FACILITY: BUILD ALTERNATIVE – 2030

Facilities 2005 Existing 2030 No Build 2030 Build Change % Change from No Build Existing PSNY (NJ TRANSIT) 135,000 174,003 120,607 -53,396 -30.70% NYPSE 0 0 133,585 133,585 Total PSNY (new + existing) 135,000 174,003 254,192 80,189 46.10% World Financial Center 11,700 24,831 18,532 -6,299 -25.4% Midtown Ferry Terminal 13,300 33,471 22,702 -10,769 -32.20% Pier 11 Ferry Terminal 13,400 21,463 18,301 -3,162 -14.70% PABT Buses (Lincoln Tunnel) 167,700 201,656 192,964 -8,692 -4.30% George Washington Bridge Bus Term 12,600 15,168 13,159 -2,009 -13.20% Holland Tunnel Buses 11,700 10,233 10,291 58 -0.60% World Trade Center PATH 104,000 155,096 146,080 -9,016 -5.80% North Tube PATH 80,400 124,460 116,663 -7,797 -6.30% TOTAL 549,800 760,383 792,884 32,501 4.30% Source: NJ TRANSIT, 2007

3.1-18 3.1: Public Transportation

TABLE 3.1-15: OUTLYING STATION DAILY BOARDING RIDERS: BUILD ALTERNATIVE – 2030

2004 Daily Boarding 2030 No Build Daily 2030 Build Daily Change Percent Change Rail Line Riders Boarding Riders Boarding Riders (No Build vs. Build) (No Build vs. Build) Main/Bergen 9,600 19,750 25,500 5,750 29.10%

Pascack Valley 3,300 8,500 10,000 1,500 17.60%

Montclair-Boonton 6,000 8,850 14,100 5,250 59.30%

Morristown 19,800 23,550 28,100 4,550 19.30%

Gladstone Branch 3,000 4,150 4,500 350 8.40%

North Jersey Coast 14,600 23,250 25,100 1,850 8.00% Northeast Corridor – 9,000 12,400 12,100 -300 -2.40% (Rahway-North Elizabeth) Northeast Corridor – 33,600 45,000 48,800 3,800 8.40% (Trenton-Metropark) Raritan Valley 9,300 14,600 19,400 4,800 32.90%

Port Jervis 1,900 4,050 4,500 450 11.10%

SYSTEM TOTAL 110,100 164,100 192,100 28,000 17.10% Source: NJ TRANSIT, 2007

3.1-19 Access to the Region’s Core FEIS

TABLE 3.1-16: PEAK HOUR (7:30–8:30 AM) RAIL TRIPS BY LINE AND TERMINAL: BUILD ALTERNATIVE - 2030

NJ 2005 Existing 2030 No Build 2030 Build Change % Change from No Build TRANSIT New Newark New Newark New Newark New Newark New Newark Lines York Penn Hoboken York Penn Hoboken York Penn Hoboken York Penn Hoboken York Penn Hoboken NEC and 10,296 4,263 255 14,396 10,115 191 16,868 9,411 67 2,472 -704 -124 17.20% -7.00% -64.90% NJCL Morris & 4,896 1,512 5,725 1,992 7,430 1,465 1,705 -527 29.80% -26.50% Essex Montclair– 1,188 819 1,607 838 3,167 600 1,560 -238 97.00% -28.40% Boonton Raritan 1,320* 1,789 2,051* 2,913 3,456 2,780 1,406 -132 68.50% -4.50% Valley Pascack 220┼ 1,050 897┼ 1,574 2,345 838 1,477 -736 161.30% -46.80% Valley Main/Bergen 506┼ 2,310 2,101┼ 3,200 5,624 1,788 3,523 -1,411 167.70% -44.10%

Port Jervis 163┼ 714 412┼ 1,217 1,288 524 876 -693 212.30% -57.00%

TOTALS 18,589 6,052 6,660 27,191 13,027 9,012 40,179 12,191 5,282 12,989 -836 -3,730 47.80% -10.0% -37.2% Source: NJ TRANSIT, 2007 * Indicates transfers to NEC and NJCL electric service at Newark Penn Station ┼ Denotes transfers to NEC, NJCL, Montclair-Boonton Line electric service at Frank R. Lautenberg Station

3.1-20 3.1: Public Transportation

TABLE 3.1-17: PEAK PERIOD (6:00–10:00 AM) RAIL TRIPS BY LINE AND TERMINAL: BUILD ALTERNATIVE – 2030

NJ 2005 Existing 2030 No Build 2030 Build Change % Change from No Build TRANSIT New Newark New Newark New Newark New Newark New Newark Lines York Penn Hoboken York Penn Hoboken York Penn Hoboken York Penn Hoboken York Penn Hoboken NEC and 23,400 8,700 650 32,718 20,642 455 38,337 19,336 160 5,619 -1,646 -295 17.20% -6.30% -64.90% NJCL Morris & 9,600 3,600 13,012 4,744 16,886 3,489 3,874 -1,255 29.80% -26.50% Essex Montclair- 1,200 1,950 3,653 1,995 7,198 1,428 3,545 -567 97.00% -28.40% Boonton Raritan 3,000* 3,650 4,661* 5,944 7,856 5,674 3,195 -733 68.50% -4.50% Valley Pascack 500┼ 2,500 2,040┼ 3,747 5,329 1,994 3,289 -1,753 161.30% -46.80% Valley Main/Bergen 1,150┼ 5,500 4,775┼ 7,618 12,783 4,258 8,007 -3,360 167.70% -44.10%

Port Jervis 370┼ 1,700 937┼ 2,899 2,928 1,247 1,990 -1,651 212.30% -57.00%

TOTALS 39,220 12,350 15,900 61,797 26,587 21,457 91,317 25,010 12,575 29,520 -1,576 -8,882 47.80% -5.90% -41.40% Source: NJ TRANSIT, 2007 * Indicates transfers to NEC and NJCL electric service at Newark Penn Station ┼ Denotes transfers to NEC, NJCL, and Montclair-Boonton Line electric service at Frank R. Lautenberg Station

3.1-21 Access to the Region’s Core FEIS

The ridership forecasts in Table 3.1-16 show increases in AM peak hour New York trips of roughly 168 percent on the Main/Bergen lines and 212 percent on the Port Jervis Line, compared to the No Build Alternative. With the Build Alternative providing a one-seat ride to New York for riders on the Port Jervis, Main/Bergen, Pascack Valley and portions of other lines, future peak hour trips to would decrease about 37 percent. Peak hour New York trips on the Raritan Valley Line would increase roughly 68 percent compared to the No Build Alternative. Riders currently transferring to PSNY service in Newark would be afforded a one-seat ride. As a result, a 10 percent decrease in peak hour trips terminating at Newark Penn Station would occur. Peak hour trips on the Montclair-Boonton Line also show a nearly 100 percent increase from the No Build as a result of increased service frequencies east of Montclair State University and new direct service west of Great Notch in New Jersey.

Table 3.1-18 and Table 3.1-19 provide a summary of peak period and peak hour trips by NJ TRANSIT rail facility. AM peak hour and peak period NJ TRANSIT trips to existing PSNY would decrease by 37 percent compared to the No Build Alternative.

TABLE 3.1-18: PEAK PERIOD (6:00–10:00 AM) RAIL TRIPS BY NJ TRANSIT RAIL FACILITY: BUILD ALTERNATIVE – 2030

2005 2030 2030 Change from % Change from NJ TRANSIT Rail Terminal Existing No Build Build No Build No Build Existing PSNY (NJ TRANSIT) 39,220 62,229 38,994 -23,235 -37.30% NYPSE ------53,466 53,466 --- Total PSNY (new + existing) 39,220 62,229 91,317 29,088 46.70% Hoboken 15,900 21,513 12,575 -8,938 -41.50% Newark Penn Station 12,350 26,587 25,010 -1,577 -5.90% TOTAL 67,470 110,329 128,902 18,573 16.80% Source: NJ TRANSIT, 2007

TABLE 3.1-19: PEAK HOUR (7:30–8:30 AM) RAIL TRIPS BY NJ TRANSIT RAIL FACILITY: BUILD ALTERNATIVE – 2030

2005 2030 2030 Change from % Change from NJ TRANSIT Rail Terminal Existing No Build Build No Build No Build Existing PSNY (NJ TRANSIT) 18,589 27,831 17,157 -10,223 -37.30% NYPSE ------23,525 23,525 --- Total PSNY (new + existing) 18,589 27,831 40,682 13,301 48.60% Hoboken 6,660 9,035 5,282 -3,754 -41.50% Newark Penn Station 6,052 13,028 12,255 -773 -5.90% TOTAL 31,300 49,444 58,219 8,775 17.70% Source: NJ TRANSIT, 2007

As shown in Table 3.1-20, the number of passenger transfers between NJ TRANSIT services to or from New York would decrease by 97 percent as a result of new one-seat-ride service under the Build Alternative. The average travel time along lines with new one-seat-ride service would decrease. For example, Port Jervis Line service from Suffern, New York would decrease by five minutes and Raritan Valley Line service from Raritan, New Jersey would decrease by seven minutes.

3.1-22 3.1: Public Transportation

TABLE 3.1-20: NJ TRANSIT PASSENGER TRANSFERS AND AVERAGE AM PEAK TRAVEL TIME: BUILD ALTERNATIVE – 2030

% Change 2005 2030 2030 from Existing No Build Build Change No Build Passenger transfers between NJ TRANSIT 16,500 32,100 1,000 -31,100 -97% services to get to or from PSNY Average AM Peak Travel Time (minutes) Port Jervis Line (Suffern to PSNY) 69 69 64 -5 -7% Raritan Valley Line (Raritan to PSNY) 82 82 75 -7 -9% Source: NJ TRANSIT, 2007

Table 3.1-21 shows the number of NJ TRANSIT passengers transferring to each mode in New York in the AM peak hour. Over 9,900 additional NJ TRANSIT passengers would transfer to subway as compared to the No Build. Only 200 additional passengers would transfer to bus. Analysis of taxi trips can be found in Section 3.3.

TABLE 3.1-21: PEAK HOUR (7:30–8:30 AM) NJ TRANSIT PASSENGER TRANSFER MODE IN NEW YORK: BUILD ALTERNATIVE – 2030 Change from % Change from Transfer to 2005 Existing 2030 No Build 2030 Build No Build No Build Subway 8,997 10,875 20,855 9,980 91.80% Bus 279 410 610 200 48.80% Taxi 428 685 1,017 332 48.50% Walk 8,755 15,246 17,955 2,710 17.80% Other 130 164 244 80 48.80% TOTAL 18,589 27,380 40,682 13,302 48.60% Source: NJ TRANSIT, 2007

WEEKEND NJ TRANSIT AND AMTRAK RAIL SERVICE Amtrak, which is responsible for maintenance of the NEC infrastructure, conducts routine rehabilitation/construction on the North River Tunnels on weekends by closing one track from Friday night to Monday morning. This closure effectively limits the amount of weekend service that Amtrak and NJ TRANSIT can provide. Existing weekend service for both Amtrak and NJ TRANSIT is described in Section B, Existing Conditions. Once the Build Alternative tunnels would be operational, this constraint would be relaxed, giving NJ TRANSIT the option to provide more weekend service frequency and wider geographical coverage into Manhattan.

OTHER NJ TRANSIT RAIL INITIATIVES As shown on Figure 3.1-2, other proposed NJ TRANSIT service expansion projects within New Jersey would benefit from the Build Alternative. These new service proposals include the introduction of dual- power multiple-unit passenger service on the between Tenafly, New Jersey and the Hudson-Bergen Light Rail System in North Bergen, New Jersey, where passengers can access the LRT to reach ferry and PATH services to New York City. Current studies of the Northern Branch do not allow for a direct connection to New York City. However, infrastructure (wye caverns) could be constructed within the proposed Build Alternative tunnels to not preclude a future connection to either the Northern Branch or the NYS&W tracks, which are parallel in the vicinity of the Build Alternative tunnels.

3.1-23 To Port Jervis (Orange County) New York Rockland Pennsylvania Main Pascack New Jersey Line Valley 3 5 3 Line Sussex

1 Passaic Bergen Montclair-Boonton Line County Line 7 8 Warren Morris Morristown Frank R. n a Line t Morris & Lautenberg t Essex Newark a Station h Essex Lines n Penn a Station M

Penn Station Gladstone Hoboken Terminal Raritan Valley Union Line New York 2 Hunterdon

Somerset Northeast 6 Corridor Line Middlesex North Jersey Coast Line Princeton 4c Pennsylvania Branch 4a

Mercer 4b Legend Existing NJ TRANSIT Commuter Rail Lines Monmouth 9 NJ TRANSIT Rail Initiative 1 Lackawanna Cutoff 2 Raritan Valley Direct Service (part of ARC) 4 3 Main/Bergen/Pascack Valley Direct Service (part of ARC) Ocean 4 Monmouth-Ocean-Middlesex Line 4a Monmouth Junction to Lakehurst 4b Red Bank to Lakehurst 4c Matawan to Lakehurst Access to the Region’s Core 5 West Shore Line Final Environmental Impact Statement 6 West 7 NYS&W/Bergen-Passaic Rail Line Figure 3.1-2 8 Northern Branch Line NJ TRANSIT Rail Initiatives 9 North Jersey Coast Line Direct Service (part of ARC)

Source: NJ TRANSIT, 2008 Not to Scale 3.1: Public Transportation

Other rail projects under study include the Monmouth-Ocean-Middlesex Rail Line, West Trenton Line, West Shore Rail Line, the Lackawanna Cutoff, and Passaic–Bergen Diesel Multiple-Unit Service. Similar to ARC, these projects are being designed to accommodate anticipated future rail ridership and service demand, and the planning for each takes into consideration the current rail capacity limitations between Frank R. Lautenberg Station and midtown Manhattan. As currently proposed, these services would need to terminate in Newark or Hoboken, with passengers having to transfer to reach PSNY. With ARC in place, opportunities for one-seat-ride service into Manhattan would be created. In 2030, without the Build Alternative, 32,000 daily trips would have to transfer between NJ TRANSIT services to travel to or from PSNY.

TRANS-HUDSON BUS SERVICE The implementation of the Build Alternative would decrease the number of bus trips by four percent compared with the No Build Alternative. As shown in Table 3.1-14, future No Build daily one-way linked bus trips to midtown Manhattan would decrease from 201,650 to 192,960.

PATH SERVICE As indicated in Table 3.1-14, projected daily one-way linked trips on PATH service to midtown Manhattan (2030) with the Build Alternative would decrease from 124,460 to 116,660, six percent less than the No Build Alternative. Notwithstanding this reduction in trips, the new ARC tunnels would relieve some demand, and allow capacity for expected future ridership growth on PATH beyond 2030.

Although additional capacity remains on the PATH system, most trips on PATH to midtown Manhattan require transfers and are time-consuming. NJ TRANSIT and PANYNJ are working together to understand the future capacity of the PATH WTC service; however, the addition of more PATH trips in peak hours, while feasible, would not address either the volume of travel or travel time issues in a manner comparable to the Build Alternative.

NYCT SUBWAY SERVICE The increase in commuter rail passengers into existing PSNY and NYPSE would impact NYCT subway services by increasing ridership demand for several of the north-south NYCT subway lines that serve PSNY. NYPSE platforms would extend as far east as Sixth Avenue, providing new passenger access to the Broadway (N, Q, R, W) and Sixth Avenue (B, D, F, V) lines. In addition, the new station would provide access to the existing 34th Street subway station, which is served by the Eighth Avenue (A, C, E) and Seventh Avenue (1 and 2/3) lines.

A subway line-haul analysis was conducted to determine the extent that future 2030 ARC passengers transferring to NYCT subway lines in the vicinity of PSNY would affect subway operations. Analysis of the AM peak hour (7:30 AM to 8:30 AM) is standard practice for determining impacts on line-haul capacity as the peak hour represents a more congested condition than the average over the peak period. This approach is accepted by NYCT, which provided the peak hour ridership and service data used in this analysis. ARC 2030 Build Alternative subway transfer volumes were derived from the NJ TRANSIT forecasting model. This data was combined to calculate Build Alternative peak hour ridership V/C ratios, which are listed in Table 3.1-22.

3.1-25 Access to the Region’s Core FEIS

TABLE 3.1-22: AM PEAK HOUR (7:30–8:30 AM) SUBWAY LINE-HAUL ANALYSIS: BUILD – 2030 2030 Line 2030 Trains per Capacity 2030 No Build 2030 No Build 2030 Build 2030 Build Subway Line Hour (pas/hour)* Volume** V/C Volume*** V/C NB 8th Avenue Express A 18 25,200 9,407 0.37 9,906 0.39 NB 8th Avenue Local C 8 9,280 1,662 0.18 1,467 0.16 NB 8th Avenue Local E 15 21,750 15,394 0.71 12,012 0.55 NB 7th Avenue Local 1 15 16,500 11,705 0.71 7,783 0.47 NB 7th Avenue Express 2 10 11,000 8,312 0.76 8,943 0.81 NB 7th Avenue Express 3 9 9,900 6,547 0.66 7,074 0.71 NB 6th Avenue B 10 14,400 7,269 0.50 10,228 0.71 NB 6th Avenue D 10 14,000 8,892 0.64 11,405 0.81 NB 6th Avenue F 15 21,000 6,800 0.32 7,041 0.34 NB 6th Avenue V 9 12,600 4,561 0.36 6,308 0.50 NB Broadway N 10 14,500 6,726 0.46 9,022 0.62 NB Broadway Q 10 14,000 5,334 0.38 9,008 0.64 NB Broadway R 10 14,000 2,204 0.16 3,765 0.27 NB Broadway W 6 8,400 1,790 0.21 1,637 0.19 SB 8th Avenue Express A 12 16,800 15,087 0.90 10,905 0.65 SB 8th Avenue Local C 6 6,960 3,129 0.45 3,131 0.45 SB 8th Avenue Local E 15 21,750 3,938 0.18 4,255 0.20 SB 7th Avenue Local 1 21 23,100 15,359 0.66 15,641 0.68 SB 7th Avenue Express 2 12 13,200 11,400 0.86 13,880 1.05 SB 7th Avenue Express 3 11 12,100 10,145 0.84 10,624 0.88 SB 6th Avenue B 7 10,150 3,585 0.35 3,059 0.30 SB 6th Avenue D 9 12,600 5,275 0.42 4,002 0.32 SB 6th Avenue F 15 21,000 7,052 0.34 7,291 0.35 SB 6th Avenue V 10 14,000 3,220 0.23 3,260 0.23 SB Broadway N 8 11,200 4,170 0.37 4,258 0.38 SB Broadway Q 14 19,600 10,887 0.56 10,141 0.52 SB Broadway R 10 14,000 1,067 0.08 1,999 0.14 SB Broadway W 9 12,600 1,045 0.08 1,069 0.08 * Source: NYCT, June 2007 ** Source: Output from the 2005 MTA Regional Travel Forecasting Model (RTFM) for the No. 7 Subway Extension – Hudson Yards Rezoning and Development Program FGEIS. *** Source: NJ TRANSIT, 2007

3.1-26 3.1: Public Transportation

As shown in Table 3.1-22, all but one subway line analyzed would remain below capacity in the AM peak hour with the Build Alternative. The southbound 2 would operate above capacity in the AM peak hour, at a V/C ratio of 1.05 upon reaching its peak load point south of the station. Contrasting this condition is the southbound 3, which would operate at a V/C of 0.88. When aggregating the southbound 2 and the southbound 3, the V/C for the entire express line would operate at a V/C ratio of 0.97. The implication is Build Alternative riders could choose either service to complete their trip, and consequently fill up the Seventh Avenue Express lines almost to capacity.

The largest increase in passengers is forecasted to occur on the northbound V. This increase would occur largely because of the improved proximity of NYPSE to the subway station. This increase in passenger volume of roughly 45 percent for this part of the line, compared to the No-Build Alternative, would still result in an acceptable V/C ratio of just 0.50.

As passengers forecast to use the southbound 2 subway line could also use the southbound 3 subway line which runs on the same tracks, none of the subway lines would exceed capacity in the segments where passengers to and from NYPSE would concentrate. Therefore, the Build Alternative would not result in any adverse impacts to subway line-haul conditions. Details of the subway line-haul analysis are included in Appendix 3.1.

NYCT BUS SERVICE The increase in commuter rail passengers into existing PSNY and NYPSE with the Build Alternative would produce additional transfers to NYCT bus services in the vicinity of PSNY, including the M4, M10/M20, M16/M34 and Q32 lines. A bus load analysis was conducted for the AM peak hour in the peak direction for each line to determine whether additional NJ TRANSIT passengers transferring to these bus lines would require mitigation. Details of the bus capacity analysis are included in Appendix 3.1. Bus ridership data (2003–2006) provided by NYCT was analyzed to determine the number of NJ TRANSIT bus transfers. The No. 7 Subway Extension – Hudson Yards Rezoning and Development Program Final Generic EIS mitigated Build condition was assumed to be the 2030 No Build condition for this analysis. The analysis showed that each bus line would remain below capacity in the AM peak hour with the No Build Alternative. With the Build Alternative, the M16/M34 line in the eastbound direction would require an additional three peak hour buses to be provided by MTA to accommodate approximately 140 NJ TRANSIT passengers. The New York City Department of Transportation (NYCDOT) and NYCT have proposed the implementation of a new Bus (BRT) service, called , along 34th Street in late 2008. The installation of BRT lanes and associated operational improvements should expedite bus service along 34th Street in the future. As of August 1, 2008, 34th Street has been resurfaced with updated pavement markings to delineate the modified travel lane configuration. NYCDOT is in the process of painting the bus lanes to enhance their visibility. New bus stop shelters, proof-of-payment vending machines, and traffic signal priority systems will be installed after the lanes are painted.

FERRY SERVICE As shown in Table 3.1-14, future daily one-way linked ferry trips to midtown Manhattan with the Build Alternative would decrease from 33,470 to 22,700, 32 percent less than the No Build. As with the No Build, ferry operations would remain similar to current coverage and frequency.

3.1-27 Access to the Region’s Core FEIS

E. MITIGATION

• NJ TRANSIT will work with MTA NYCT to develop a strategy to provide the additional buses required on the M16/M34 line as a result of the Build Alternative.

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