feasibility and analysis of f express service in brooklyn
TRANSCRIPT
Brooklyn F Express StudyF
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Table of Contents
I. Introduction 6
II. PopulationandRidership 8
RecentTrendsinRidership 12
ProjectedFutureGrowthinCorridor 16
III. HistoryofBrooklynFExpress 18
ComparisonstoOtherExpressCorridors 20
IV. CurrentExpressOption 21
LimitsonTotalFService 26
LimitsonSpanofFExpress 27
V. ExpressRidershipandTravelTimeSavings 27
PotentialShiftfromOtherCorridors 33
LoadingImpacts 33
StationImpacts 35
VI. Recommendations 36
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List of Figures
Figure1–CulverLineTrackConfiguration 7
Figure2–PopulationDensity,FCorridor 9
Figure3–LaborForceas%ofPopulation,FCorridor 10
Figure4–FLineStationWeekdayEntriesandGrowthbySegment,1998-2014 13
Figure5–FLinePeakHourLoadTrend 14
Figure6–ProjectedPopulationGrowth,2015-2035 17
Figure7–HistoryofFTrainServicePatterns 19
Figure8–ProposedFExpressPattern 22
Figure9–CurrentConditionsatBergenStLowerLevel 25
Figure10–AMTravelTimeSavingsbyEntryStation,ChurchAvtoJayStExpress 30
Figure11–PMTravelTimeSavingsbyEntryStation,ChurchAvtoJayStExpress 32
List of Tables
Table1–NorthboundAMPeakHourRidershipProfile 11
Table2–2014AverageFPeakHourPassengerVolumeandPercentofGuidelineCapacity 12
Table3–CulverLineChangeinWeekdayEntriesbyHour,2007-2014 15
Table4–ComparisonofSelectedExpress/LocalCorridors 21
Table5–TestTrainTravelTimes(Minutes) 25
Table6–TravelTimeImpactsBetweenSelectedStationPairs,AMPeak* 28
Table7–ImpactstoRidersbyMagnitudeofTravelTimeImpact,JaySttoChurchAvExpress,AMPeakHour 29
Table8–ImpactstoRidersbyMagnitudeofTravelTimeImpact,JaySttoChurchAvExpress,PMPeakHour 31
Table9–CurrentandProjectedNorthboundDepartingLoadsbyStation,AMPeakHour 34
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Executive SummaryNYCThaspreparedthisstudyofFexpressserviceontheCulverlineinBrooklyn.ThefocusofthestudyistodevelopandanalyzeanexpressFservicethat:1)wouldmeetcurrentridershipdemandconsistentwithNYCTRapidTransitServiceandLoadingGuidelinesand:2)couldreliablyoperategiventheexistingcarfleet,trackcapacity,switchlocationsandstationconstraints.
Proposed Service PlanTheoptionanalyzedindetailforthisreportisatwo-waypeakperiodexpressservicebetweenChurchAvandJaySt-MetroTech,withhalfoftheFtrainsoperatingexpressduringrushhoursandhalfoftheFtrains,alongwiththeGtrains,operatinglocal.Otherconfigurationsarenotfeasibleatthistime,norisitpossibletomeaningfullyaddoverallFservice,makingreductionsinlocalserviceinevitable.
Current Infeasibility of Express between Kings Hwy and Church AvAone-waypeakdirectionexpressservicebetweenKingsHwyandChurchAv,withlocalsgenerallyoriginatingorterminatingatKingsHwyandexpressesoperatingthroughfromortoConeyIsland-StillwellAv,isnotfeasiblegiventhecurrenttrackandswitchlayoutatKingsHwy.ModernizationoftheKingsHighwayinterlockinghasbeenprogrammedinthecurrentcapitalplan,andisplannedtoincludetheadditionalswitchesrequiredtoallowforsmoothoperationofaone-wayexpressserviceonthissegmentuponcompletionafter2019.However,themarginalimpactsofthisexpresssegmentwouldleadtoapproximatelyequalnumbersofpassengerslosingtime(fromlongerwaits)andgainingtime.Moreover,nearlyallofthebenefittingpassengerswouldboardatstationsbetweenStillwellAvandKingsHwy,wheremostpassengersalreadyhavenearbyaccesstoalternativeexpressservicestoManhattan.MostofthepassengersbetweenKingsHwyandChurchAv,whoaremoredependentontheCulverline,wouldonlyhavelocalserviceandthereforelongerwaits.
Constraints on Adding Total F ServiceDuetorollingstockandtrackcapacitylimitations,anyFexpressscenariowillleadtoreductionsinserviceatBrooklynlocalstationsbetweenChurchAvandJaySt-MetroTech,astheexistinglevelofFserviceinBrooklynwouldhavetobesplitbetweentheexpressandlocaloperations.Evenifmoretrainsbecomeavailableandridershipgrewtojustifyasignificantincreaseinservice,currentlimitationsinavailabletrackcapacityalongtherouteoftheFinManhattanandQueenswouldlimitincreasestoonlyoneortwoadditionaltrainsperhour.
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Operational Improvements and ImpactsOperationally,anexpressservicecouldleadtosomeimprovements,assouthboundFexpresstrainswouldnolongerbedelayedbyterminatingGtrainsdischargingatChurchAv,andtoalesserextent,byGtrainsoriginatingatChurchAv.However,anadditionaltrainmergeanddivergebetweenexpressesandlocalswouldbeaddedineachdirection,whichcouldreducethebenefitofsomeoftheseoperationalimprovements.
NotethatmajorservicediversionsontheFlineinBrooklynarescheduledfromSummer2016throughSummer2017inconnectionwithongoingreconstructionworkatnineCulverlinestations.IftheFExpresswereoperatedduringthistimeframe,itwouldbesusceptibletodecreasedreliabilityandfrequencybecausetheconstructionlimitstheabilitytoturntrainsatoptimallocations.Expressservicewouldalsolikelybelimitedtothepeakdirection(northboundinthemorning,andsouthboundintheevening),withsomeexpresstrainsoriginatingorterminatingatChurchAv,thusnegatingmanyofthetimebenefitsforpassengerssouthofChurch.
Travel Time SavingsAnalysisoftraveltimesshowsthatexpressridersduringtheAMpeakhourwouldsaveonaverage3.4minutesduetofasterrunningtimesandlocalriderswouldloseonaverage1.3minutesmainlyduetolongerwaitsforlocaltrains.Themaximumrunningtimesavingswouldbe7.3minutesnorthboundand6.2minutessouthbound,whilethemaximumadditionaltraveltimefromlongerwaitswouldbe5.0minutes.Therewouldbeanettraveltimebenefitof27,000minutes,or1.0minutesperaffectedpassengerduringanaverageweekdayAMpeakhour.However,giventheheavierridershipatlocalstationsbetweenChurchAvandJaySt-MetroTech,moreriderswouldexperiencelongertraveltimes–13,700(or52%ofriders)versus12,900(or48%)whowouldhaveshortertraveltimes.
DuringtheAMshoulderperiodspositiveimpactswouldbeslightlylowerandnegativeimpactswouldbeslightlyhigherbecausetherelativeincreaseinwaittimeswouldbehigher.DuringthePMpeakhournettravelsavingswouldonlybe13,000minutes,or0.7minutesperaffectedpassenger;northboundlocaltimesareslowerrelativetoexpresstimesduetosignalconstraints,asaresultsouthboundtraveltimesavingsarenotasgreatasnorthboundtraveltimesavings.
1AdditionalaveragewaitingtimeforFtrainsatlocalstationswouldbe2.1minutes,butthatwouldbemitigatedforsomeridersbythepresenceoftheGtrain,andinthecaseofridersat15StandFtHamiltonPkwy,thepossibilityoftransferringtoanFexpressat7Av.2IftheexpresswereimplementedpriortoFall2017,nettimesavingswouldbereduced,becausethestationreconstructionprojectwouldrequiresomeexpresstrainstobegintheirnorthboundtripsatChurchAv.
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Crowding ImpactsFexpresstrainswould,onaverage,beslightlymorecrowdedthancurrentFtrains,whiletheFlocalswouldbelesscrowded.BothtrainswouldcontinuetooperatewellwithinNYCTloadingguidelines.However,PMpeakhourexpressservicewouldalsoleadtomuchlargerexitsurgesfromlessfrequentlocalFtrainsattheBergenStandCarrollStstations,leadingtosignificantcongestionatonestreetstairatBergenSt,andmoderatecongestionatonestreetstairatCarrollSt.MitigatingtheseimpactsbywideningthestairsandinstallingtheADA-requiredelevatorswouldcostapproximately$10millionperstation.Thesemitigationsarenotincludedintheproposed2015-2019CapitalProgram.
Recommendation Duetotheoverallnetpassengertraveltimesavingsandpotentialoperationalbenefits,NYCTrecommendsthatanFexpressservicebeimplementedaftertheCulverstationproject,earlyFall2017.Theproposedserviceplanwillresultinanettraveltimebenefitof27,000minutesduringtheweekdayAMpeakhourand13,000minutesduringthePMpeakhour.FexpresstrainswillnotbedelayedbyGtrainoperationsandwillhavefasterruntimes.WhileFridersatlocalstationswouldexperiencelongerwaittimes,thisservicechangewillhelpFridersinSouthBrooklynwiththelongestcommutes.
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I. IntroductionRidersontheCulverlineexperiencesomeofthelongesttripsinthesystemwithoutanexpressorskip-stopoption–thestretchfromNeptuneAvtoBroadway-LafayetteStis43minutes–andrunsthroughneighborhoodsshowinghighgrowthrates.ThefocusofthestudyistodevelopexpressFserviceoptionsthatwouldmeetcurrentridershipdemandconsistentwiththeNYCTRapidTransitServiceandLoadingGuidelinesandcouldfeasiblyoperategivenexistingconstraintsinrollingstock,trackcapacity,switchlocationsandstations,aswellastoanalyzeitspotentialbenefitsanddrawbacks.
TheFtrainoperatesbetweenConeyIslandinBrooklynandJamaica-179StinQueens,viatheCulverlineinBrooklyn,the6thAvenuelocalinManhattanandtheQueensBoulevardexpresstracksinQueens.WhileitcurrentlyrunslocalalongthefulllengthoftheCulverline,therearethreetracksfromKingsHighwaytoChurchAv,andfourtracksfromChurchAvtoJaySt-MetroTech.Thethree-tracksectioncaninprinciplecarryaone-wayexpressservice,whilethefour-tracksectioncancarryatwo-wayexpressservice.TheexpresstracksserveKingsHighway,18Av,ChurchAv,7Av,andJaySt-MetroTech.ExpressserviceoperatedinvariousconfigurationsalongtheCulverlinebeginningin1968,butwassuspendedin1987duetomajorstructuralworkandhasnotbeenrestored.Asexplainedbelow,restorationofexpressserviceoverthethree-tracksectionisnotcurrentlyoperationallyfeasibleduetothetrackandswitchlayoutatKings.Thisreportanalyzesindetailrestorationofatwo-wayexpressserviceoverthefour-tracksection.
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II. Population and Ridership RidershippatternsalongtheCulverlinearelargelytheproductofthelanduseanddemographicprofilesoftheareasitserves.TheareassouthofChurchAvenuedifferinsignificantwaysfromtheareasnorthofChurchAvenue,whichhasimportantimplicationsforthebenefitsanddisadvantagesofanypotentialFexpressservice.
SouthofChurchAv,theFcorridorservestheneighborhoodsofKensington,BoroughPark,OceanParkway,Midwood,Gravesend,andConeyIsland.Theneighborhoodsbetweenthe18AvandNeptuneAvstationsaregenerallycharacterizedbyamixofrowhomes,detachedhouses,andlow-risemulti-familyapartmentbuildings.TheseneighborhoodshavesubstantiallylowerpopulationdensitiesthanotherneighborhoodsnorthofChurchAv,suchasWindsorTerrace,ParkSlope,CarrollGardens,CobbleHillandBoerumHill.(Therearesomenotableexceptions–partsofKensington,BoroughParkandConeyIslanddohavedensitiescomparabletothenorthernneighborhoods).
Similarly,thesouthernCulvercorridorasawholeshowslowerdensitiesthantheareasalongparallelBrooklyncorridorssuchastheBrighton,SeaBeach,andWestEndlines(seeFigure2).
Severalotherdemographicandemploymentfactorsaffectridershippatterns.Thepercentageofresidentswhoaremembersofthelaborforceis44%southofChurchAvand64%tothenorthofChurchAv.ThisistrueevenofthehigherdensityneighborhoodsofKensington,BoroughParkandConeyIsland(seeFigure3).Evenmoredistinctisthelocationofemployment;approximately35%ofworkersatChurchAvandtothesouthworkinManhattanwhileapproximately60%ofworkersnorthofChurchAvworkinManhattan.
3Sources
PopulationanddemographicdatafromUSCensus2011ACS5-YearEstimates.
EmploymentdatafromUSCensus2011LongitudinalEmployerHouseholdDynamicsOrigin-DestinationEmploymentStatistics(LODES).
FCorridordefinedascensustractswithin1mileofline.
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Asaresultofthisdemographicbackground,AMnorthboundridershipontheFbuildsslowlybetweenConeyIslandandDitmasAv,withanaverageofroughly400-500boardingsperstationintheAMpeakhour.RidershipperstationincreasesbeginningatChurchAv,withanaverageofabout1,400boardingsperstationthroughBergenSt.FiveofthesevenCulverlinestationswiththemostFboardingsarelocalstopsnorthofChurchAv.RidersatthesestopswouldnotbenefitfromFexpressserviceinanyscenario,aswillbedetailedinSectionIV,becausetheywillunavoidablyexperiencelongerwaitsinanyfeasiblescenario.
Table1summarizesFridershipintheAMpeakhourforatypicalweekdayin2014.
Table 1 – Northbound AM Peak Hour Ridership Profile
ProposedLocalStop
ProposedExpressStop
Station On Off Leave Load Volume % of Guideline
ConeyIsland-StillwellAv 450 - 450 4%W8St-NYAquarium 150 10 590 5%NeptuneAv 250 30 810 7%AvenueX 520 30 1,300 7%AvenueU 400 50 1,650 9%KingsHwy 650 70 2,230 11%AvenueP 550 30 2,750 14%AvenueN 600 60 3,290 17%BayPkwy 210 60 3,440 17%AvenueI 250 70 3,620 18%18Av 500 120 4,000 20%DitmasAv 700 120 4,580 23%ChurchAv 1,400 110 5,870 30%FortHamiltonPkwy 1,200 50 7,020 35%15St-ProspectPark 1,300 80 8,240 41%7Av 1,900 250 9,890 50%4Av 1,400 400 10,890 55%Smith-9Sts 350 90 11,150 56%CarrollSt 1,900 600 12,450 63%BergenSt 1,800 250 14,000 71%JaySt-MetroTech 3,700 4,000 13,700 68%
Traditionally,BergenSthasbeenthepeakloadpointonthenorthboundFduringthemorningrushhour–meaningtheFisatitsmostcrowdedbetweenBergenStandJaySt.4
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NYCTdeterminespeakhourservicelevelsofeachroutebymeasuringdemandatthepeakloadpoints.Ifloadsareaboveloadingguidelines,NYCTwilladdserviceifpossible(insomecasestrackcapacityorotherphysicalconstraintspreventadditionalservice).LoadingontheFbetweenBrooklynandManhattaniscurrentlywellwithinguidelineloadsinboththemorningandeveningpeaks,asshowninTable2.Assuch,increasingthenumberofrushhourtrainstoandfromBrooklynisnotwarrantedbyridershiplevels.
Table 2 –2014 Average F Peak Hour Passenger Volume and Percent of Guideline Capacity
Period Station at Peak Load Point Passenger Volumes Trains per Hour % Guideline
Capacity% Trains over
Guideline
AMPeak BergenSt(northbound) 14,000 13.8 71% 13%
PMPeakJaySt-MetroTech(southbound)
11,300 13.9 56% 11%
Sources:NYCTTrafficChecks,2013and2014
Recent Trends in RidershipRidershipgrowthontheCulverlinehasoutpacedsystemwidegrowthinrecentyears,thoughithasbeencomparabletooverallgrowthinBrooklyn.ThisisinpartduetocontinuedpopulationgrowthinneighborhoodsservedbytheFinnorthernBrooklyn(DUMBO,DowntownBrooklyn,CarrollGardens,GowanusandParkSlope)aswellasChinatownandtheLowerEastSide.Figure4showsCulverlineweekdaystationentries,whichintotalgrewby44%from1998to2014.ThisislowerthanoverallBrooklyngrowth(52%)buthigherthansystemwidegrowth(41%)duringthesameperiod.
However,thatgrowthhasbeenhighestatthelocalstationsbetweenChurchAvandBergenSt(66%).Growthatexpressstops(i.e.,ChurchAvand7Av)was34%-slightlybelowthesystemaverage.Meanwhile,ridershipgrowthatstationssouthofChurchAv,bothexpressandlocalstops,hasbeenconsiderablylower(18%and15%respectively).
4RecentservicechangesanddemographicpatternshavealterednorthboundFridershipdemandsothatBergenStinBrooklynand2AvinManhattanarenowroughlyequalindemand,andeitherlocationmaybethepeakloadpointinanygivenyear.5Thepeak-periodguidelinecapacityisbasedon3squarefeetperstandingpassengerandallseatsoccupied.Notethatthepolicymaximumweekdayheadwayis10minutes(exceptlateeveningsandovernights)evenifridershipdoesnotwarrantmorefrequentservice.
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Figure 4 – F Line Station Weekday Entries and Growth by Segment, 1998-2014
DespitethisgrowthinweekdayentriesalongtheCulverline,observationsofpeakhourloadsontheFinBrooklynhavebeenstableorevendropping,andpeakhourcrowdingremainsbelowNYCT’spassengerloadingguidelines,asshowninFigure5.(NotethatthesepeakloadobservationsdoshowhighervariabilitythanMetroCarddata,astheyarebasedonalimitednumberofsampledates).ThediscrepancybetweenMetroCardgrowthandpeakloadsisduetoridershipgrowthoccurringmainlyoutsideofthetraditionalpeakhour.Table3showsthatfrom2007to2014entriesatnon-transferCulverstationsgrewby9%fortheentireweekdaybutonly3%from8amto9am,andentriesactuallydeclinedfrom7amto8am.Notethatthesetrendsintime-of-dayusagearenotuniquetotheCulverlineandhavebeenexperiencedthroughoutthesystem.
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Table 3 –Change in Weekday Entries by Hour, 2007-2014, F Corridor
Hour 2007 2014 % Change
12a-1a 308 392 27%
1a-2a 137 173 27%
2a-3a 92 113 23%
3a-4a 110 132 20%
4a-5a 360 421 17%
5a-6a 1,400 1,334 -5%
6a-7a 4,132 4,208 2%
7a-8a 11,174 11,102 -1%
8a-9a 14,938 15,407 3%
9a-10a 7,937 8,543 8%
10a-11a 4,065 4,312 6%
11a-12p 3,213 3,508 9%
12p-1p 3,128 3,435 10%
1p-2p 3,180 3,524 11%
2p-3p 3,809 4,295 13%
3p-4p 4,742 5,257 11%
4p-5p 4,665 5,440 17%
5p-6p 4,743 5,659 19%
6p-7p 3,714 4,682 26%
7p-8p 2,681 3,140 17%
8p-9p 1,989 2,281 15%
9p-10p 1,421 1,700 20%
10p-11p 1,170 1,429 22%
11p-12a 797 949 19%
Total 85,914 93,450 9%
6HourlyMetroCarddatabystationisnotavailableforyearspriorto2007.
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Projected Future Growth in CorridorThelatestsub-countylevel2035forecastsavailablefromtheNewYorkMetropolitanTransportationCouncil(NYMTC)andtheNYCDepartmentofCityPlanning,illustratedinFigure6,showthatBrooklyngrowthisexpectedtobeconcentratedinthenorthernportionsoftheborough.However,theCulvercorridorisexpectedtoexperiencegrowthslightlyhigherthanmuchoftherestofSouthBrooklyn,generallyintherangeof3%to7%,withsomehighgrowthpocketsinConeyIsland,GowanusandCarrollGardens.ConeyIslandresidentscouldbenefitmarginallyfromanFexpress(otherexpressservicesareavailableatStillwellAv),whilethehighergrowthsectionsinGowanusandCarrollGardenswouldonlybeservedbylocalstations.Thepopulationgrowthisexpectedtoleadtoincreasesinpeakdemandof9%atBergenStand7%at2Av.
Theseforecastsincorporateknownlarge-scalerealestateprojectsorrezoningsunderdevelopment.However,thecurrentmayoraladministrationisactivelyseekingtopromotehousingdevelopmenttoaccommodateprojectedpopulationincreasesthroughoutthecity,anditispossiblethatsomeneighborhoodsinSouthBrooklyn,includingtheFcorridor,couldbetargetedforadditionalrezoningsorlarge-scaleprojectsnotcurrentlycapturedintheforecasts.
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III. History of Brooklyn F ExpressTheFinBrooklynoperatesovertwosegmentsbuiltindifferenteras.SouthofChurchAv,theFoperatesonamostlythree-trackelevatedstructurebuiltprimarilyinthe1910saspartoftheBMTCulverLine.FromChurchAvnorth,theFoperatesonamostly-fourtracklinethatopenedin1933aspartoftheINDsubway.Thetwolineswerecombinedin1954,withBMTtrainsreroutedviaaconnectorbetweentheDitmasAvandChurchAvstationsontotheINDintoManhattan.
TheINDportionoftheCulverlinebetweenJayStandChurchAvwasdesignedinthe1920swiththeconceptthatexpresstrackswouldleadtoManhattanviathe6thAvenueLine,whilelocaltrackswouldserveBrooklyn/QueensdestinationsviatheCrosstownandQueensBoulevardLines.Asoriginallyconceived,theavailabilityofdirectservicetoManhattanandtheCBDwouldhavebeenlimitedtojustthosestationswithexpressplatforms–ChurchAv,7Av,and,originally,BergenSt.However,whentheINDCulverLineopened,directlocalserviceto/fromManhattanwasprovidedfromtheoutset;indeed,noexpressservicewasoperatedformorethan34yearsaftertheINDCulverlinewascompletedin1933,and14yearsaftertheINDandBMTportionsoftheCulverlinewereconnected.Moreover,withtheexceptionofafewmonthsinthe1970s,inpracticeManhattanservicewasalwaysprovidedatlocalstations.
ExpressservicewasfirstintroducedontheCulverlinein1968andraninsomeformuntil1987,asshowninFigure7.Duringthattime,Fexpressserviceoperatedintwodistinctphases.
From 1968 to 1976, rush hour Brooklyn F express service operated as follows:
•Fromapproximately6:30to9:00a.m,FexpresstrainsoperatedinthepeakdirectiontoManhattanbetweenKingsHwyandChurchAvandinbothdirectionsbetweenChurchAvandJaySt.
•Fromapproximately4:00to6:15p.m.FexpresstrainsoperatedinbothdirectionsbetweenJayStreetandChurchAvenueandinthepeakdirectionfromManhattanbetweenChurchAvandKingsHwy.
•DuringthehoursofFexpressoperation,someFtrainsalsomadealllocalstopsinbothdirectionsbetweenKingsHwyandJaySt.
•GtrainsmakingalllocalstopssupplementedFlocaltrainsinbothdirectionsbetweenChurchAvandJayStduringrushhours.
From1976to1987,peak-directionrushhourBrooklynFexpressserviceoperatedbetweenKingsHwyand18Avonly,fromapproximately6:30to9:00a.m.toManhattanandfromapproximately4:00to6:00p.m.fromManhattan.DuringthehoursofFexpressoperation,someFtrainsalsomadealllocalstopsinbothdirectionsbetweenKingsHwyandJaySt.
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AllFtrainsmadealllocalstopsbetween18AvandJaySt.
InthetimetableeffectiveNovember17,1986,peak-directionBrooklynFexpresstrainsoperatedevery9to10minutesduringmorningrushhourandevery9to12minutesduringtheeveningrushhour.WhenFexpressesoperated,peak-directionFlocaltrainsalsoranevery9to10minutesduringmorningrushhourandevery9to12minutesduringtheeveningrushhour.
Figure 7 – History of F Train Service Patterns
In1987,expressservicewassuspendedforstructuralworkontheelevatedportionbetweenKingsHwyand18Av.From1989to1993,variousplanstorestoreexpressservice,includingbetweenChurchAvandJaySt,wereproposedbutwerenotimplemented.ThiswasduetobudgetconstraintsatthetimeandoppositionfromresidentsandelectedofficialsinCarrollGardensbecauseBergenStandCarrollStstationsarelocalstations.
7BergenStwasoriginallyanexpressstation,butisnowalocal-onlystation.Thisisdiscussedingreaterdetaillaterinthisreport.
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York St York St York StJay St-MetroTech Jay St-MetroTech Jay St-MetroTechBergen St G Bergen St G Bergen St GCarroll St G Carroll St G Carroll St GSmith-9 Sts G Smith-9 Sts G Smith-9 Sts G4 Av-9 St G 4 Av-9 St 4 Av-9 St G7 Av G 7 Av 7 Av G15 St-Prospect Park G 15 St-Prospect Park 15 St-Prospect Park GFort Hamilton Parkway G Fort Hamilton Parkway Fort Hamilton Parkway GChurch Av G Church Av Church Av G
Ditmas Av Ditmas Av Ditmas Av18 Av 18 Av 18 AvAv I Av I Av IBay Parkway Bay Parkway Bay ParkwayAv N Av N Av NAv P Av P Av PKings Highway Kings Highway Kings HighwayAv U Av U Av UAv X Av X Av XNeptune Av Neptune Av Neptune AvWest 8 St-NY Aquarium West 8 St-NY Aquarium West 8 St-NY AquariumConey Island Coney Island Coney Island
* G terminated at Smith - 9 Sts from 1987 to 2009, at Chuch Av, from 2009 to Present Express Stop Local Stop
* G terminated at Smith - 9 Sts from 1987 to 2009, at Chuch Av, from 2009 to Present
1969 - 1976 1976 - 1987 1987 - Present*
2 tra
cks
4 tra
cks
3 tra
cks
2 tra
cks
2 tra
cks
4 tra
cks
3 tra
cks
2 tra
cks
2 tra
cks
4 tra
cks
3 tra
cks
2 tra
cks
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In1999,damageresultingfromafireintherelayroomforthetrackswitchesandsignalsneartheBergenStstationprecludedimplementationofexpressservice.AlthoughtemporaryrepairsallowedfullFandGlocalservicetooperate,between1999andthereconstructionofthesignalrelayroominFall2008,theexpresstrackswerenotavailableforservice.In2009,theCulverViaductrehabilitationprojectbeganwhichalsoprecludedexpressservice,astheprojectremovedtwoofthefourtracksontheviaductfromservicecontinuouslyuntil2012.Completionofthatprojectnowmakesalltracks,includingtheexpresstracks,availableforservicebetweenChurchAvandJaySt.
Comparisons to Other Express CorridorsWhiletheBrooklynFcorridorisoneofthelongersubwaycorridorswithoutexpressorskip-stopservice,whencomparedtosimilarcorridorsitisamongtheleastlikelytobenefitfromanexpress.Themostrelevantcomparisonistoothercorridorswhereexpresstrainsmustmergewithlocaltrainsbeforeenteringthecentralbusinessdistrict.Therequirementthatalllocalandexpresstrainsmergeontoasingletrackconstrainstotalcombinedlocalandexpressservicetothecapacityofthesingletrack.Othercorridorswherelocalandexpresstracksdonotmerge–suchasQueensBoulevard(EFMR)ortheManhattanIRTcorridors(123and456)–arenotcomparablebecausethelocaltracksalonecannotaccommodatethenumberoftrainsneededtomeetdemand.
Table4showsrelevantcharacteristicsofcomparablecorridors;thefl6express/localintheBronx,the‡7express/localinQueens,theACexpress/localinBrooklyn,andtheBrightonline(BQexpress/local)whichparallelstheF.(TheBQrepresentaslightlydifferentservicepatternbecausewhiletheBandQsharethesametracksbetweenProspectParkandDeKalbAv,theyservedifferentcorridorsinManhattan).
InallofthesecorridorsitistechnicallyfeasibletorunallscheduledtrainsonthelocaltrackandstillmeetridershipdemandwithintheNYCTRapidTransitLoadingGuidelines,meaningthattherearetrade-offsinrunningexpress/localservicesimilartothetrade-offsinvolvedinFexpressservice.AllofthesecorridorsserveahigherlevelofpassengerdemandthantheFcorridor,andthereforecanjustifymorefrequenttotalservicethantheF.Thisinturnmeansthatprovisionofexpressservicehasasmallerimpactonaveragewaittimesatlocalstations.Moreover,thepopulationpatternsinthosecorridorsaremorecompatiblewithexpressserviceinthattherearegreaterconcentrationsofridersaroundexpressstations.Asaresult,inthesecasesmoreriderssavetimefromtheexpressthanlosetime.
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Table 4 – Comparison of Selected Express/Local Corridors (AM Peak Hour)
fl6 ‡7 AC BQ F
ExpressRiders 70% 50% 73% 56% 48%
Local-OnlyRiders 30% 50% 27% 44% 52%
StopsSkipped 9 10 9 8 6
End-to-EndRunningTimeSavingsofExpressvs.Local
6.5 5.5 5.5 6.5 7
CombinedVolumeatPeakLoadPoint 24,200 30,700 27,000 20,900 14,000
CombinedFrequency(TrainsperHour) 22 27 26 20 14
FrequencyatLocalStations(TrainsperHour)
10 13.5 8 10 7
ExtraAverageWaitatLocalStops(Mins)vs.All-LocalServicePattern
1.63 1.1 2.59 1.5 2.14
IV. Current Express Options
Proposed Express Service PatternThetwo-wayexpresswouldrunalongthefour-tracksectionbetweenChurchAvandJaySt-MetroTechinbothdirectionsduringtheAMandPMpeakperiods.Northbound,theexpresswouldbypassFt.HamiltonParkwayand15St-ProspectParkbeforestoppingat7Av.Itwouldskipfouradditionallocalstops:4Av-9St(missingthetransfertoRservice),Smith-9Sts,CarrollStandBergenSt.ItwouldmergeagainwithFlocalservicebetweenBergenStandJaySt.Thesamepatternwouldholdinthesouthbounddirection.SeeFigure8.
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Figure 8 – Proposed F Express Pattern
Potential “Zone Express” with localF Service Terminating at Church AvAvariantonthisoptioncouldbea“zoneexpress”inwhichlocaltrainswoulduseChurchAvasaterminalandmosttrainstoandfromConeyIslandandKingsHighwaywouldrunexpressnorthofChurchAv.(LocaltrainsgoingfromandtotheFtrainstorageyardneartheAvenueXstationwouldalsooperateinservicesouthofChurchAv.)WhilethisoptionwouldreduceservicesouthofChurchAv,itmayallowforsomeoperationalimprovementsandmarginallyreducefleetrequirements.TheabilityofChurchAvtooperateasaterminalfor7FtrainsinadditiontoallGtrains(currently,9trainsinthepeakhour)wouldneedtobeinvestigated,asarecentsignalandtrackmodernizationprojectchangedthetrackconfigurationofthe“tailtracks”whereGtrains
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York StJay St-MetroTech ACRBergen St GCarroll St GSmith-9 Sts G4 Av-9 St GR7 Av G15 St-Prospect Park GFort Hamilton Parkway GChurch Av G
Ditmas Av18 AvAv IBay ParkwayAv NAv PKings HighwayAv UAv XNeptune AvWest 8 St-NY Aquarium QConey Island DNQ
Local ExpressService Evenly Split between Local and Express*Note, some locals would originate at Av. X, some at Kings Highway
2 tra
cks
4 tra
cks
3 tra
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2 tra
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currentlyterminatesouthofChurchAvandwherelocalFtrainswouldalsoterminate.However,becausethisconfigurationwouldrequireanextratransferforpassengerstravelingbetweenstationssouthofChurchAvandlocalstationsnorthofChurchAvandpossiblyleadtounevenloading,itwasnotstudiedaspartofthisreport.
Potential Kings Highway Express OptionNYCTdidlookatthefeasibilityofanexpressoptionthatincludedaone-wayservicebetweenKingsHwyandJaySt-MetroTech.Themarginalimpactsofthisexpresssegmentwouldleadtoapproximatelyequalnumbersofpassengerslosingtime(fromlongerwaits)andgainingtime.Moreover,nearlyallofthebenefittingpassengerswouldcomefromstationsbetweenStillwellAvandKingsHwy,wherepassengersalreadyhavenearbyaccesstoalternativeexpressservicestoManhattan(i.e,theDNQatStillwellAv,andtheNatAvX,AvUandKingsHwy).MostofthepassengersbetweenKingsHwyandChurchAv,whoaremoredependentontheCulverline,wouldhavelongerwaits.
However,thisoptioniscurrentlyinfeasible,becausetherequiredtrackswitchestosupportthisoperationarenotinplace.Intheearly1990s,theswitchesatKingsHwythathadbeenusedtoroutetrainstotheexpresstrackwereinneedofreplacementbasedonageandcondition.Theywereremovedbecausetheexpenseofreplacementcouldnotbejustifiedastheywerenolongerinuse.TheywouldneedtobereinstalledtoallowexpressservicetooperatewithoutbeingdelayedbylocaltrainsterminatingatKingsHwy.Theinterlocking(trackswitchesandsignals)atKingsHighwayisslatedtobemodernizedaspartofthenextcapitalplan,withcompletionscheduledforsometimeafter2020;themodernizationcouldincludereinstallationofthenecessarytrackswitches.
Becauseofthesecapitalprojects,theKingsHighwayexpressoptionhasbeendroppedfromfurtherconsiderationatthistime.AfuturestudycouldexaminetheadditionalbenefitsoftheKingsHighwaytoChurchAvexpresssegmentasanextensionof,orinlieuof,aJaySttoChurchAvexpress.
8Notethateveniftheseswitcheswereinplacetoday,thisexpressservicecouldnotbeginoperationuntilatleast2018,duetoanongoingmajorstationreconstructionprojectatninestationssouthofChurchAv.ThatprojectwillrequireFservicetorunontheexpresstrackbetween18AvandNeptuneAvforsixmonthsineachdirectionwhilethelocaltracksaretakenoutofservice.Fromsouthtonorth,thestationsincludedinthisprojectareAvX,AvU,KingsHighway,AvP,AvN,BayParkway,AvI,18Av,andDitmasAv.
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Potential of Restoring Bergen St Lower Level ServiceSomeobservershavesuggestedthatNYCTrestorethelowerlevelofBergenSt.whichhadoriginallybeenabi-levelexpressstationbeforeitwasremovedfromserviceinthe1990s.Conceptuallyitwouldbepossibletorestorethelowerlevelandallowexpresstrainstostopthere,thusmostlyeliminatingthenegativeimpactsatoneofthemostheavilyusedlocalstations.
However,restoringthelowerlevelforusewouldrequiresignificantandcostlyreconstruction,includingthefollowing:
•Accessibilityupgrades(elevators,boardingareas,andplatformedges)pertheAmericanswithDisabilitiesAct(ADA),
•Reconstructionofplatformstairs,
•Waterproofingandconcreterepairs,
•Lighting/communications,and
•Across-the-boardreplacementofarchitecturalfinishes(floors,wall,ceilings,paint,etc.).
•Relocationofsignalcablechasestoprovideadequateheadroomonthelowerlevelplatforms.
•Restorationoftwostaircasesbetweentheupperandlowerlevelsthathadbeenremovedafterthelowerlevelplatformsweredecommissioned.
•PotentialmodificationstotheexpresstracksignalstoaccommodateastationstopthatmaynothavebeenincludedinthemodernizedsignalsysteminstalledaftertheBergenStreetFire.
Acomprehensiveengineeringreviewmayfindadditionalelementsinneedofrepair.Thisworkisestimatedtocostinexcessof$75million.
9Localplatformswereontheupperlevelwithexpressplatformsonthelowerlevel.Thisbi-leveldesignledtoawkwardcustomerservice,becausenorthboundcustomerswouldoftenwaitinstairwellsbetweenlevelsinordertoseewherethenextManhattan-boundtrainwouldarrive.
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Figure 9 – Current Conditions at Bergen St Lower Level
Express Run Times InDecember,2014,NYCTconductedanumberoftesttrainrunsontheexpresstrackstoestimatepotentialrun-timesavingsversuscurrentlocalservice.Thetestsdeterminedthatexpresstrainscouldsaveover7minutesnorthboundandover6minutessouthboundcomparedtolocalservice,asshowninTable5.Thedifferentruntimesavingsareduemainlytovaryingsignalconstraintsbydirection.
Table 5 – Test Train Travel Times (Minutes)
Segment Current Express Difference
Northbound
ChurchAv-7Av 6.3 3.7 2.6
7Av-JaySt 9.7 5.0 4.7
TOTAL 16.0 8.7 7.3
Southbound
JaySt-7Av 9.5 5.4 4.1
7Av-ChurchAv 6.8 4.7 2.1
TOTAL 16.3 10.1 6.2
Inpractice,theseruntimeswouldbesubjecttooperationaldelays,astheexpressandlocalserviceswouldstillneedtomergenorthofBergenStinthenorthbounddirectionandsouthofChurchAvinthesouthbounddirection.Ontheotherhand,runninghalfofallFtrainsontheexpresstrackwouldreduceconflictswiththeGtrain,whichareparticularlyproblematicatChurchAvwhereterminatingGtrainscandelayfollowingsouthboundFtrainswhilepassengersaredischarged,andoriginatingGtrainsconflictwithfollowingnorthboundFtrains.Also,northboundFexpresstrainswouldavoidrestrictivesignalsonthelocaltrackenteringBergenStupperlevel,whicharenecessaryforsafetrainoperationsbutcandelayserviceonthelocaltrack.
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NotethatmajorservicediversionsontheFlineinBrooklynarescheduledfromSummer2016throughSummer2017inconnectionwiththeCulverstationsreconstructionproject.IftheFExpresswereoperatedduringthistimeframe,itwouldbesusceptibletodecreasedreliabilityandfrequencybecausetheconstructionlimitstheabilityduetoturntrainsatoptimallocations.Duringthisproject,theexpresstrackbetweenNeptuneAvand18Avwillbeusedtobypassstations.AsaresultKingsHighwaycannotbeusedtoturntrains.Duetolimitsoncarequipmentavailability,thismeansthatsomeFtrainswillneedtobeturnedatChurchAv,whichwouldcauseconflictswithuseoftheexpresstracknorthofChurchAv.Duetothosesameconstraintsexpressservicewouldalsolikelybelimitedtothepeakdirection(northboundinthemorning,andsouthboundintheevening),withsomeexpresstrainsoriginatingorterminatingatChurchAv,thusnegatingmanyofthetimebenefitsforpassengerssouthofChurchAv.
Proposed Frequencies and Limits on Total F ServiceForthepurposeofthisreport,itisassumedFservicewouldbesplitevenlybetweenlocalandexpressroutestomakethemergebetweenthoseservicesassmoothaspossible.Thisisthepracticeonmost,butnotall,comparablesegmentsofthesubwaysystemwherelocalandexpressservicesmustmerge.Intheoryanunevenratiomightslightlyreducethewaittimeimpactsatlocalstations,butthemergewouldbemuchmorelikelytoleadtodelaysandunevenservicealongthesharedsegmentnorthofBergenSt,negatingsomeofthewait-timebenefitsatlocalstations.
Withthatservicedesign,therewouldbe7expresstrainsand7localtrainsduringtheAMpeakhour,evenlysplittingthecurrent14trainsperhour.DuringshoulderperiodsandthePMpeakperiodstherewouldbe6expresstrainsperhourand6localtrainsperhour(theminimumpolicyfrequency),evenlysplittingthecurrent12localFtrainsperhour.
TheFexpressserviceplanandservicefrequenciesthatcouldbeprovidedinanypracticaloptionareconstrainedbyanumberoffactors.Thismeansthatinallscenarios,expressFservicewouldleadtoreductionsinserviceatlocalstationsandlongerwaittimes.
Intheimmediatefuture,NYCTdoesnothaveenoughrollingstocktoaddanyFserviceintheAMpeakperiod.Thenextfleetofcars,theR-179orderwillbedeliveredinthecomingyears.AtthattimeitmaybepossibletoexpandFservicebyoneadditionaltraininthepeakhourto15trainsperhourifwarrantedbyridershipandcompetingsystemdemands.
However,evenwithanunlimitedfleet,practicaltrackcapacitywouldconstraintotalFservicetothesame15trainsperhourfortheforeseeablefuture.TheQueensBoulevardexpresstrackswheretheFandtheEoperateislimitedto30trainsperhour(or15tphoneachline)ineachdirection.ItwouldbephysicallypossibletorunanadditionaltwoFtrainsperhouralongthe
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6thAvenuelocaltrackandthentheQueensBoulevardlocaltrack.However,bothofthosetracksaresharedwiththeMservicefromBrooklyn,whichiscurrentlyat90%ofNYCT’sloadingguidelinesduringtheAMpeak(comparedto71%ontheF).InrecentyearsMridershiphasbeengrowingveryrapidly,anditisexpectedthatthistrendwillcontinue.Tomeetthatdemand,NYCTexpectsitwillbenecessarytoincreasepeakMservicefrom8tphto10tph.(NotethatMservicewillincreaseto9tphinJune2016).ThiswouldprecludeaddingmorethanonenorthboundFtrain,evenafterfutureexpansionsofthecarfleet.
Limits on Span of F ExpressNYCTRapidTransitServiceandLoadingGuidelinesrequireamaximumof10-minuteheadways,onaverage,oneachserviceduringweekdays.ThislimitsthepotentialspanofBrooklynexpressservicetotimeswhentheFiscurrentlyscheduledforamaximumof5-minuteheadwaysoraminimumof12trainsperhour.Currentlythosetimesareroughly7:15amto9:00amand5:00pmto8:00pmatChurchAv.DuringmostofthemiddayperiodtheFisscheduledat8trainsperhour.Ridershipdemanddoesnotjustifyincreasingoff-peakservicebeyondthatlevelatthistimeorinthenearfuture.
Insum,theseconstraintslimittheextentofFexpressservicetopeakhours,betweenChurchAvandJaySt,withnoincreaseinservicetomitigatelossofserviceatlocalstationsatpresent,andatmostanincreaseofonetrainperhouronpeakhourFserviceupondeliveryoftheR-179order.
V. Express Ridership and Travel Time Savings Table6illustratestraveltimesavingsforselectedpairsoforiginanddestinationstations,includingwaittimes.Timesfromexpressstopsgenerallydecreasebyover5minutes,butnotethatonaveragepassengersatexpressstationswillwaitlongerfortheirexpresstrain,somewhatreducingthein-vehicletimesavingsofover6minutes.Someridersboardingatexpressstationswouldbenegativelyaffected,becausetheyhavelocaldestinations.TripsbeginningorendingatlocalstationsbetweenChurchAvandJaySt-MetroTechwouldbeservedbyonly7trains
10Capacityonthe6thAvenuelocaltracksis25trainsperhour–14Ftrainsand8MtrainsarecurrentlyscheduledinthenorthbounddirectionintheAMpeakhour.CapacityontheQueensBoulevardlocaltracksiseffectively20trainsperhour,10Rtrainsand8Mtrainsarecurrentlyscheduledinthenorthbounddirection.11SignalandtractionpowerinvestmentsontheQueensBlvdand6Avlinesmayallowforaslightincreaseincapacityontheselines,butnotuntilthe2020s.12Therearelimitedexceptionstotheguidelinemaximumheadway,forbranchingservicesattheouterextremitiesofthesubwaysystem.ThesewouldnotapplytotheFtrain.
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perhourcomparedtothecurrent14trainsperhour.Thistranslatestoanaveragewaitof4.3minutesinsteadof2.1minutes.Forcertaindestinations,suchasW4St,theadditionalwaittimeismarginallyreducedatlocalstationsbecausesomecustomersmaychoosetoboardaGtrainifitarrivesfirstandridetoHoyt-SchermherhornStswheretheycantransfertoanAorCtrain.
Table 6 – Travel Time Impacts Between Selected Station Pairs, AM Peak*
From To
BaseScenario
ChurchExpressScenarioTime
SavingsF Via
FExpressVia
FLocal
KingsHwy BergenSt 27.5 - 29.7 -2.1
KingsHwy 34St-HeraldSq 46.3 40.9 5.4
BayPkwy 7Av 15.1 14.8 0.3
FortHamiltonPkwy 34St-HeraldSq 33.1 - 35.3 -2.1
7Av 34St-HeraldSq 28.7 25.7 3
CarrollSt W4St 18 - 19.8 -1.8
BergenSt 34St-HeraldSq 20.9 - 23 -2.1
2Av(Manhattan) BergenSt 12.9 - 14.9 -2
2Av(Manhattan) 7Av 20.3 18.9 1.4
*IncludesWaitTime
Table7showstheaggregateimpactstoallaffectedriders,brokendownbythemagnitudeoftheirchangeintraveltime.BecausethelocalstationsbetweenChurchAvandJayStaccommodatemoreridersthanotherstationsalongtheFinBrooklyn,thenumberofnegativelyaffectedridersoutnumberspositivelyaffectedriders–13,700vs.12,900onanaverageweekdayAMpeakhour(or52%vs.48%).Mostridersatexpressstations(i.e,7Av,andstationsfromChurchAvsouth)wouldbenefit.Onaverage,benefittingriderssave3.4minutes,whiletheinconveniencedridersloseonaverage1.3minutes.Becauseexpressridersgenerallysavemoretimethanlocalriderslose,thetotalimpacttoallaffectedpassengerscombinedwouldbeanettraveltimereduction,withanetaveragesavingsof1.0minutesperaffectedpassenger.
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Table 7 – Impacts to Riders by Magnitude of Travel Time Impact, Jay St to Church Av Express, AM Peak Hour
Figure10illustratestheaggregatetraveltimeimpactbyoriginstation(wherepassengersenterthesystem).Thisshowsthateventhoughtheaverageimpactatlocalstationswouldbelowerthantheaveragesavingsatexpressstations,becausethosearemuchbusierstations,thetypicallocalstationshowsatotallossoftimecomparabletothetotalsavedtimeatexpressstations.Nevertheless,becausemostpassengersfromChurchAvsouthwouldbenefit,thetotaloverallimpactwouldbeanetsavingsof26,600passenger-minutesinthepeakhour.
Table 7Minutes Saved Riders Share Total Mins Avg Mins Table 7
Over 5 1,400 5% (8,100) (5.8) 4-5 4,600 17% (22,300) (4.8) 3-4 900 3% (3,300) (3.6) 2-3 2,700 10% (6,800) (2.5) 1-2 1,600 6% (2,800) (1.7) 0-1 1,700 6% (980) (0.6)
TOTAL 12,900 48% (44,280) (3.4) Minutes Lost Riders Share Total Mins Avg Mins
0-1 6,500 24% 3,200 0.5 1-2 3,200 12% 3,800 1.2 2-3 3,960 15% 10,100 2.6 3-4 40 0% 130 3.3 4-5 - 0% - -
Over 5 - 0% - - TOTAL 13,700 52% 17,230 1.3
NET TOTAL 26,600 100% (27,050) (1.0)
Table 8
Ben
efitt
ing
Rid
ers
Inco
nven
ienc
ed R
ider
s
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Figure 10 – AM Travel Time Savings by Entry Station, Church Av to Jay St Express
Intheevening,thepositiveimpactswillbelower,mainlybecausetheexpresssavingsislowerinthesouthbounddirection,asshownpreviouslyinTable5,duetosignalconstraints.Theratioof
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benefittingpassengerstoinconveniencedpassengersis49%to51%.Benefittingpassengersgainonaverage2.8minutes,whileinconveniencedpassengerslose1.3minutes,foranetimpactof0.7minutesofsavingsperaffectedrider.Table8showstheshareofridersbythemagnitudeoftheirchangeintraveltimefortheAMpeakhour.Figure11showstheaggregateimpactsbydestinationstation;showingthatthetotallossatBergenStandCarrollStstationsisgreaterthanthetotalsavingsatanysingleexpressstation.
Table 8 – Impacts to Riders by Magnitude of Travel Time Impact, Jay St to Church Av Express, PM Peak Hour
Minutes Saved Riders Share Total Mins Avg MinsOver 5 900 4% (5,200) (5.6)
4-5 1,300 6% (5,900) (4.7) 3-4 1,000 5% (3,200) (3.2) 2-3 3,000 15% (8,400) (2.8) 1-2 2,500 12% (4,500) (1.8) 0-1 1,500 7% (1,300) (0.9)
TOTAL 10,200 49% (28,500) (2.8) Minutes Lost Riders Share Total Mins Avg Mins
0-1 4,700 23% 1,600 0.3 1-2 1,900 9% 2,500 1.3 2-3 3,900 19% 9,100 2.4 3-4 0% 100 3.2 4-5 0% -
Over 5 0% - TOTAL 10,500 52% 13,300 1.3
NET TOTAL 20,700 100% (15,200) (0.7)
Ben
efitt
ing
Rid
ers
Inco
nven
ienc
ed R
ider
s
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Figure 11 – PM Travel Time Savings by Entry Station, Church Av to Jay St Express
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Potential Shift from Other CorridorsOneplausibleexplanationforlowridershiponthesouthernportionoftheCulverlineisthatitmaybeadirectresultofitsrelativelyslowlocalservice.RiderslivingclosetotheCulverlinemayprefertheparallelSeaBeach(N),WestEnd(D)orBrighton(BQ)lines,evenifthethoselinesarefartherawayfromtheirhomes,becauseexpressserviceisavailable.IfthatisthecasethenanewCulverexpresswoulddivertsomeridersfromtheparallelcorridorstotheCulverline.However,thedemographicprofileillustratedearlierinSectionIIislikelythemaindriveroflowerridershipontheCulverlineversusparallellines.
Tofurtherexaminethispotentialshift,NYCTconductedananalysisallocatingCulver,Brighton,SeaBeachandWestEndlinestationentriestosurroundingblocksbasedonpopulationdata.Aridershipdemandmodelwasthenruntoestimatepotentialcorridorshifts.Theresultsshowthataccountingforsuchpotentialshiftscouldattractabout900additionalridersontonorthboundCulverserviceintheAMpeakhour.Thisrepresentsabout13%ofloadsleavingChurchAv.However,themarginalincreaseexplainedbycorridorshiftswouldonlybeabout5%bythepeakloadpointatBergenSt.
Loading ImpactsGivencurrentridershippatterns,loadsontheFexpresswouldbehigherthanontheFlocal.Atthepeakloadpointoftheexpress(leaving7Av)crowdingisestimatedtobeabout80%oftheguidelineloadduringtheAMpeakhour,whilethelocalFwouldonlybeat58%oftheguidelineload(seeTable10).ThesecomparetothecurrentaverageFloadingof71%.
14Thebenefitsaccruedbythesepassengerhavebeenincludedintheabovetimebenefitsanalysis.
15Despitethecorridorshiftsdiscussedabove,thetotalvolumeofFriderswouldonlyincreasebyabout100ridersperhouratBergenSt,becausesomeridersatlocalstationswouldboardGtrainsifaGarrivesbeforeanFlocal.Asnotedabove,includingtheG,thetotalnumberofnorthboundridersdepartingBergenStincreases5%.
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Table 9 – Current and Projected Northbound Departing Loads by Station, AM Peak Hour
ProposedLocalStop
ProposedExpressStop
STATION CurrentF WithFExpress
Load %ofGuideline FLocal %ofGuideline FExpress %of
Guideline
ConeyIsland-StillwellAv
450 4% 20 1% 900 9%
W8St-NYAquarium 590 5% 30 2% 1,100 11%
NeptuneAv 810 7% 30 2% 1,300 13%
AvenueX 1,300 7% 80 2% 1,900 19%
AvenueU 1,650 9% 110 3% 2,200 22%
KingsHwy 2,230 11% 210 2% 3,000 30%
AvenueP 2,750 14% 770 8% 2,900 29%
AvenueN 3,290 17% 990 10% 3,700 36%
BayPkwy 3,440 17% 980 10% 3,700 36%
AvenueI 3,620 18% 1,050 10% 3,900 38%
18Av 4,000 20% 1,170 12% 4,400 43%
DitmasAv 4,580 23% 1,270 13% 4,900 48%
ChurchAv 5,870 30% 1,600 16% 5,900 58%
FortHamiltonPkwy 7,020 35% 2,100 21% 5,900 58%
15St-ProspectPark 8,240 41% 2,600 26% 5,900 58%
7Av 9,890 50% 3,100 31% 8,100 80%
4Av 10,890 55% 3,600 35% 8,100 80%
Smith-9Sts 11,150 56% 3,800 37% 8,100 80%
CarrollSt 12,450 63% 4,900 48% 8,100 80%
BergenSt 14,000 71% 5,900 58% 8,100 80%
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Station ImpactsTheproposedCulverExpresswillexacerbatecirculationcongestionatonestaireachatboththeBergenStandCarrollStstationsduringthePMpeakhour.
Bergen St StationThesouthboundplatformattheBergenStstationhascontrolareasatBergenStreetandatWarrenStreet.ThenorthboundplatformalsohasseparatecontrolareasatBergenandWarrenStreets.Basedonmorningentriesonthenorthboundplatform,WarrenStreetismoreheavilyusedthanBergenStreet,yettheoutboundfarecontrolareahasonlyonestreetstairversustwostairsatBergenStreet.TheexpressFoptionwouldreducelocalserviceby50%,nearlydoublingthenumberofpassengerexitingpertrainatlocalstations.Currently,aqueueformsatthebottomoftheWarrenStreetstairwhenatraindischarges.NYCTevaluatesqueuesbasedonthe80thpercentilesurge.Theaveragepassengerinthatsurgemustwaitonlineabout9seconds.IfFexpressservicewereimplementedtheaveragepassengerwouldbeforcedtowait42secondstoreachthestair.Thisdoesnotaccountforthemodestamountofcounter-flowthatcurrentlyexists,whichwouldfurtherdelayexitingriders.OperationofFexpresswouldexacerbatequeuingandincreaseriders’exitingtime.Thecostofmitigatingthisimpactwouldbeapproximately$10million,whichwouldcoverthecostofwideningthestairandinstallinganADA-requiredelevatorbetweenthestreetandthesouthboundplatform.
Carroll St StationAsimilarbutlessseveresituationexistsattheCarrollStstation.Basedonmorningentryvolumes,thePresidentSt.farecontrolareasarebusierthanthe2ndPlacecontrolarea,yettheoutboundcontrolareaatPresidentSt.hasasingletwolanestreetstair.AtthePresidentSt.stair,theaveragewaitininthe80thpercentilesurgewouldincreasefrom5secondsto15secondswiththeFexpressoperation.Thecostofmitigatingthisimpactwouldalsobeapproximately$10million,whichwouldcoverthecostofwideningthestairandinstallinganADA-requiredelevatorbetweenthestreetandthesouthboundplatform.NotethatthemitigationprojectsatbothstationsarenotincludedintheproposedMTA2015-2019CapitalProgram.
NootherstationimpactsareforeseenresultingfromaCulverexpress.Smith-9Sts,4Av-9St,15St-ProspectParkandFtHamiltonPkwystationsallhavelowerridershipaswellasmorecapacity.
16ThisextraqueueingtimeforsouthboundridersinthePMpeakhourhasnotbeenfactoredintothetraveltimeanalysispresentedabove.
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VI. Recommendations Duetotheoverallnetpassengertraveltimesavingsandpotentialoperationalbenefits,NYCTrecommendsthatanFexpressservicebeimplementedaftertheCulverstationsproject,earlyFall2017.Implementingthisservicewillresultinanettraveltimebenefitof27,000minutesduringtheweekdayAMpeakhourand13,000minutesduringthePMpeakhour.FexpresstrainswillnotbedelayedbyFtrainoperationsandwillhavefasterruntimes.WhileFridersatlocalstationswouldexperiencelongerwaittimes,thisservicechangewillhelpthoseridersalongtheFtraininSouthBrooklynwiththelongestcommutes.
283_16