Feasibility and Analysis of F Express Service in Brooklyn

Feasibility and Analysis of F Express Service in Brooklyn

May 2016

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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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Figure 1 – Culver Line Track Configuration

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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.

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PopulationanddemographicdatafromUSCensus2011ACS5-YearEstimates.

EmploymentdatafromUSCensus2011LongitudinalEmployerHouseholdDynamicsOrigin-DestinationEmploymentStatistics(LODES).

FCorridordefinedascensustractswithin1mileofline.

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Figure 2 – Population Density, F Corridor

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Figure 3 – Labor Force as % of Population, F Corridor

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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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Figure 5 – F Line Peak Hour Load Trend

Source:NYCTobservations

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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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Figure 6 – Projected Population Growth, 2015-2035

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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*

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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

cks

2 tra

cks

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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.

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Documents

Feasibility and Analysis of F Express Service in Brooklyn