Bus Terminal Replacement Project
Page 9C-1
Appendix 9C Transit in New York City
9C.1 INTRODUCTION
The objective of the transit analysis is to determine if the Proposed Project would have the
potential to result in impacts to transit facilities and services (subway and bus) in New York City.
This assessment discusses existing (2019) conditions and future 2032 and 2040 conditions in the
Future without the Proposed Project (No Action Alternative) and the Future with the Proposed
Project. For an assessment of conditions when the temporary terminal is anticipated to be
operational and the Main Terminal is under construction, please refer to Chapter 14,
“Construction.” Accessibility and compliance with the Americans with Disabilities Act (ADA) is
discussed in Chapter 4, “Socioeconomic Conditions.”
The Port Authority of New York & New Jersey (PANYNJ) proposes to replace the existing Port
Authority Bus Terminal (PABT) in Manhattan, New York with a new Main Terminal, Storage and
Staging Facility (‘SSF’), and associated ramp infrastructure (the ‘Replacement Facility’). To
accommodate the new Main Terminal, a portion of West 41st Street would be permanently
closed between Eighth and Ninth Avenues. Two decks over below-grade portions of Dyer
Avenue and the Lincoln Tunnel Expressway would be utilized to facilitate construction-period bus
operations. These “Dyer Deck-Overs” would ultimately be converted to publicly accessible open
space after completion of the Replacement Facility. The Replacement Facility would be
accompanied by private development, located above the Main Terminal, to assist in funding its
construction. The Replacement Facility, conversion of the Dyer Deck-Overs to publicly
accessible open space, and private development are collectively referred to as the Bus
Terminal Replacement Project (the ‘Proposed Project’). The Proposed Project is the Locally
Preferred Alternative and is represented in this analysis as the Future with the Proposed Project.
As part of the Proposed Project, PANYNJ proposes two private development commercial office
towers and new street-facing retail on PANYNJ property. While the Replacement Facility is not
anticipated to increase the number of bus trips on the city street system due to bus operations
utilizing the new ramp network to directly connect from the Lincoln Tunnel to the SSF and Main
Terminal, the planned private development would generate new trips in Midtown Manhattan.
9C.2 METHODOLOGY
Planning and analysis methodologies for the Proposed Project followed New York City’s City
Environmental Quality Review Technical Manual, 2020 Edition (CEQR Technical Manual).
1
1
https://www.nyc.gov/site/oec/environmental-quality-review/2020-technical-manual.page
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-2
The CEQR Technical Manual identifies the procedures for this analysis to identify potential
impacts on traffic, transit, and pedestrians. This process begins with trip generation for the new
development to determine the total number or vehicle, transit, and pedestrian trips that would
be created by the project during the peak hours. These development-generated trips are
added to the forecast growth in trips to the Replacement Facility. The results of this process are
used in a Level 1 screening which then determines if a Level 2 screening is necessary. A Level 2
screening is needed if the Level 1 screening shows that there would be 200 or more additional
peak hour transit trips. To conduct the Level 2 assessment, the trips that were generated are
distributed and assigned to specific subway lines, subway stations, and city bus routes. If this
process shows there are 50 or more additional peak hour riders on any one bus line (in one
direction), 200 or more additional peak hour subway riders at any station, or 200 or more
additional peak hour riders on any subway line, then the project warrants further detailed
analyses. The New York City Department of Transportation (NYC DOT), the Metropolitan
Transportation Authority (MTA) and New York City Transit (NYCT) have reviewed and provided
input on the assumptions and analyses presented below. Based on these analyses, potential
impacts of the Proposed Project were determined based on criteria in the CEQR Technical
Manual and are summarized later in this appendix. In coordination with NYC DOT and in
accordance with the CEQR Technical Manual, the Travel Demand Factors Technical
Memorandum (TDF Memo) was developed. The TDF Memo assesses the forecasted vehicular,
transit, and pedestrian trips that would be generated by the Proposed Project and identifies the
elements of the transportation system that the Proposed Project would potentially effect. See
Chapter 9, “Transportation.” The full TDF Memo can be found in Appendix 9F, “Travel Demand
Factors Technical Memorandum.”
9C.2.1 Transportation Planning Assumptions
Trip Generation rates that were used for the future scenarios were developed using a
combination of the CEQR Technical Manual formulas, U.S. Census data, guidance from NYC
DOT and MTA/NYCT, and other approved Environmental Reviews, such as the Environmental
Impact Statement (EIS) for the Pennsylvania Station Area Civic and Land Use Improvement
Project,
2
as summarized in Table 9C-1.
The weekday daily person-trip rates that were used were based on formulas in the CEQR
Technical Manual. Temporal distributions, in/out splits, and modal splits were taken from the EIS
for the Pennsylvania Station Area Civic and Land Use Improvement Project for the AM, midday,
and PM peak periods, with modifications, as directed by NYC DOT, and removed PATH trips from
the modal split as they were relevant to the Penn Station area but not to the study area for the
Proposed Project.
2
Pennsylvania Station Civic and Land Use Project environmental review, https://esd.ny.gov/penn-station-area-
environmental-review
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-3
Trips to the newly created open space, and existing passive parks were excluded from temporal
distribution, in/out splits, and modal splits because it is assumed that 100% of the trips attracted
to these open spaces would be pedestrian trips generated by local land uses, not by the open
space itself.
Table 9C-1. Travel Demand Assumptions
Sources: NYC CEQR Technical Manual (2020), Pennsylvania Station Civic and Land Use Project FEIS, NYC DOT.
Notes:
“Bus” is defined as local public bus service, provided by the MTA and NYCT.
“Railroad” encompasses “regional” commuters using either regional rail service (NJ Transit, Metro-North or Long Island
Rail Road) or regional “Express Bus” service.
“Walk” includes trips made by bicycle.
The proposed new Main Terminal will have capacity to accommodate increased bus operations
to meet a forecasted increase in passenger demand. The incremental growth in passenger
volumes at the terminal will be associated with increased activity on transit facilities providing
access to and from the terminal. This increased terminal volume was added to trips generated
by the commercial development in the Proposed Project.
Weekday Trip Generation:
Land Use Office Local Retail
Daily Pers on Trips 18.0 153.75
per 1,000 gsf per 1,000 gsf
Temporal Distribution:
AM (8-9) 12.0% 5.0%
MD (12-1) 11.0% 8.0%
PM (5-6) 11.0% 11.0%
In/Out Splits:
In Ou t In / Out
AM (8-9) 96% 4% 50% / 50%
MD (12-1) 48% 52% 50% / 50%
PM (5-6) 5% 95% 50% / 50%
Modal Splits :
AM/ P M MD ALL
Au t o 4.0% 1.5% 6.0%
Taxi 3.0% 3.0% 1.0%
Bu s 15.3% 6.5% 1.0%
Subway 56.7% 6.0% 1.0%
Railroad 15.0% 0.0% 0.0%
Wa l k 6.0% 83.0% 91.0%
Ot h e r 0.0%
0.0% 0.0%
100.0% 100.0% 100.0%
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-4
Table 9C-2 shows the forecast incremental growth in bus terminal passenger volumes over 2019
passenger volumes, and Table 9C-3 shows the modes of access to the terminal. As shown in
Table 9C-3, the Proposed Project supports growth in subway trips of 1,340 in the AM peak hour
and 1,296 in the PM peak hour in 2032, and 2,677 subway trips in the AM peak hour and 2,575 in
the PM peak hour in 2040. The Project also supports growth in New York City bus trips of 101 in the
AM peak hour and 98 in the PM peak hour in 2032, and 203 subway trips in the AM peak hour
and 195 in the PM peak hour in 2040.
Table 9C-2. Incremental Trips to Bus Terminal
2032
2040
AM
PM
AM
PM
Commuter*
Arrivals
2,759
242
5,668
407
Departures
203
2,466
327
5,107
Total
2,962
2,708
5,995
5,514
Intercity
Arrivals
76
142
122
229
Departures
131
213
212
345
Total
207
355
334
574
Total
Arrivals
2,835
384
5,790
636
Departures
334
2,679
539
5,452
Total
3,169
3,063
6,329
6,088
* Commuter includes Jitney passengers.
Table 9C-3. Incremental Trips to Bus Terminal by Mode of Access
Percent
2032
2040
AM
PM
AM
PM
49.4%
1,565
1,513
3,127
3,007
42.3%
1,340
1,296
2,677
2,575
3.2%
101
98
203
195
1.1%
35
34
70
67
1.0%
32
31
63
61
0.6%
19
18
38
37
0.1%
3
3
6
6
0.5%
16
15
32
30
1.8%
57
55
114
110
100.0%
3,169
3,063
6,329
6,088
* Other PABT Bus represents transfers between buses in the terminal.
9C.2.2 Transit Analysis Methodology
As specified by the CEQR Technical Manual, the first step in preparation for transit analysis is to
determine the specific locations of the transit elements, subway, and bus lines to be studied. The
transit analysis for this project considers stairs, escalators, and fare control arrays (turnstiles, high
exits, and high entrance/exit turnstiles) in subway stations.
The transit analysis also considers effects on transit line-haul capacity on subway and bus routes.
Line-haul capacity is the capacity of a transit line at its peak ridership point. These assessments
are consistent with the methodologies outlined in the CEQR Technical Manual. The CEQR
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-5
Technical Manual recommends a tiered approach in evaluating a project’s effects on transit
ridership.
Future growth in capacity at the Replacement Facility, the private development towers, and
new retail determined the Proposed Project’s transit trip generation. Local transit trips generated
by the commercial development or facilitated by the increased capacity of the bus terminal
were assigned to area transit facilities, including bus stops, subway stations, and elements within
stations based on routing developed in consultation with NYCT. Elements within subway stations
where the total project-generated pedestrian trips equaled or exceeded 200 people per hour
were included in the analysis.
9.2.2.1 Level I Screening
Trip Generation was performed for the private development associated with the Proposed
Project as a part of the Level 1 Screening. The private development would generate 11,574 and
11,607 person trips in the AM and PM peak hours, respectively. This includes 7,792 and 7,165
subway and local bus trips in the AM and PM peak hours, respectively. In addition, the
Replacement Facility would accommodate a forecast growth in ridership of 6,329 and 6,088
person trips in the AM and PM peak hours, respectively, by 2040. Of these, 2,880 are subway and
local bus trips in the AM peak hour and 2,770 are subway and local bus trips in the PM peak
hour. The combined development-generated trips and incremental local bus terminal trips are
subsequently referred to as ‘Project trips.' A summary of the trips that would be generated are
shown in Appendix 9F. These overall volumes generated by the Proposed Project indicate that
Level 2 screening is required for subways and local buses that serve the study area. Both project-
generated and background volumes are much lower on transit services and facilities in the city
during the midday than either the AM or PM peak periods, so analysis of midday conditions is not
required for transit in the city.
9.2.2.2 Level 2 Screening
Project trips were assigned to subway lines, subway stations, and local bus routes in the
surrounding area as part of the Level 2 analysis. The assignment to routes and stations was
guided by a combination of outputs from the PANYNJ’s trans-Hudson travel demand forecast
model
3
and guidance received from NYCT regarding appropriate distribution of volumes to
stations and routes. The Level 2 screening indicated that further analysis is required at two
subway stations serving the area: 42nd Street/Port Authority Bus Terminal (Eighth Avenue) station
and Times Square-42nd Street station. The screening indicated that detailed analyses should be
performed for the 1, 2, 3, 7, A, C, E, N, Q, R, and W subway lines and for the M7, M11, M20, M34,
M34A, M42, and M104 bus routes.
3
See Appendix 9A for more information on the PANYNJ Trans-Hudson Travel Demand Forecast.
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-6
The percentage distribution of bus terminal passengers to subway lines is presented in Table 9C-4
and the percent distribution to NYCT bus routes is presented in Table 9C-5.
Table 9C-4. PABT Distribution to Subway Lines
Line
Direction
AM Peak Period
PM Peak Period
On
Off
On
Off
A
Northbound
12.1%
24.5%
24.5%
12.1%
C
Northbound
4.5%
5.5%
5.5%
4.5%
E
Northbound
19.4%
10.0%
10.0%
19.4%
A
Southbound
15.1%
10.1%
10.1%
15.1%
C
Southbound
8.5%
5.5%
5.5%
8.5%
E
Southbound
14.3%
21.3%
21.3%
14.3%
N
Northbound
0.7%
0.7%
0.7%
0.7%
Q
Northbound
1.9%
0.8%
0.8%
1.9%
R
Northbound
0.8%
0.3%
0.3%
0.8%
W
Northbound
0.6%
0.2%
0.2%
0.6%
N
Southbound
0.7%
0.3%
0.3%
0.7%
Q
Southbound
1.0%
1.1%
1.1%
1.0%
R
Southbound
0.8%
0.3%
0.3%
0.8%
W
Southbound
0.5%
0.3%
0.3%
0.5%
S
Eastbound
1.0%
1.0%
S
Westbound
1.0%
1.0%
1
Northbound
0.6%
0.5%
0.5%
0.6%
2
Northbound
1.0%
0.3%
0.3%
1.0%
3
Northbound
0.4%
0.2%
0.2%
0.4%
1
Southbound
3.6%
0.6%
0.6%
3.6%
2
Southbound
0.0%
2.1%
2.1%
0.0%
3
Southbound
0.4%
0.3%
0.3%
0.4%
7 TS
Eastbound
12.0%
12.0%
7 TS
Westbound
14.0%
14.0%
Total
100.0%
100.0%
100.0%
100.0%
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-7
Table 9C-5. PABT Distribution to Bus Routes (AM Peak Period)
Route Location Direction
AM Peak Period
PM Peak Period
On
Off
On
Off
M7
Sixth Avenue
Northbound
M7
Seventh Avenue
Southbound
M11
Tenth Avenue
Northbound
6%
6%
6%
6%
M11
Ninth Avenue
Southbound
20%
20%
20%
20%
M12
Twelfth Avenue
Northbound
M12
Eleventh Avenue
Southbound
M20
Eighth Avenue
Northbound
20%
20%
20%
20%
M20
Seventh Avenue
Southbound
6%
6%
6%
6%
M34
West 34 Street
Eastbound
M34
West 34 Street
Westbound
M34A
Ninth Avenue
Eastbound (SB)
15%
15%
M34A
Eighth Avenue
Westbound (NB)
15%
15%
M42
West 42 Street
Eastbound
25%
2%
2%
25%
M42
West 42 Street
Westbound
2%
25%
25%
2%
M104
West 42 Street
SB-WB-NB
6%
6%
6%
6%
Total
100%
100%
100%
100%
9.2.2.3 Peak Hour Determination
The peak hours for travel generated by the Proposed Project are expected to coincide with the
peak hours on nearby transit facilities. The weekday morning peak hour is from 8 to 9 a.m. and
the weekday evening peak hour is from 5 to 6 a.m. While the evening peak hour for passengers
entering the bus terminal is from 5:00 to 6:00 p.m., the peak hour for buses departing the terminal
is 5:30 to 6:30 p.m., so the forecast 5:30 to 6:30 p.m. passenger volume is used for the analysis.
9.2.2.4 Collection of Baseline Passenger Volumes Within Stations
Passenger volumes on individual station elements were collected from counts conducted in
2018 and passenger volumes provided by NYCT for the MTA’s Central Business District Tolling
Project (CBDTP).
9.2.2.5 Analysis of Stairs, Escalators, and Fare Arrays
The methodology for assessing station elements compares the user volume on the circulation
elements (stairs, escalators, and fare control elements) with the element’s design capacity,
resulting in a volume/capacity (v/c) ratio for each element. Elevators are not considered in the
analysis because they carry a very small part of the rider volume; the volume is assigned to the
stairs and escalators elements.
For stairs, the design capacity considers the effective width of a
tread, which accounts for railings or other obstructions, the friction or counter-flow between
upward and downward pedestrians and surging of entering and exiting pedestrians. For
escalators and turnstiles, capacities are measured by the number and width of an element and
the NYCT optimum capacity per element, and account for the potential for surging of entering
and exiting pedestrians. In the analysis for each of these elements, volumes and capacities are
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-8
presented in 15-minute intervals. The estimated v/c ratio is compared with NYCT criteria to
determine a Level of Service (LOS) for the operation of an element, LOS standards for stairs,
escalators, fare arrays, and passageways as a function of volume divided by capacity are
shown in Table 9C-6.
Table 9C-6. Stairs and Passageway LOS Standards
v/c ratio
Stairs LOS
Description
0.00 to 0.45
LOS A
Free flow
0.45 to 0.70
LOS B
Fluid flow
0.70 to 1.00
LOS C
Fluid, somewhat restricted
1.00 to 1.33
LOS D
Crowded, walking speed restricted
1.33 to 1.67
LOS E
Congested, some shuffling and queuing
Above 1.67
LOS F
Severely congested, queued
9.2.2.6 Methodology: Future without the Proposed Project
For subway and bus transit analysis purposes, NYCT was consulted for projections to represent
growth in ridership at the stations and on subway and bus lines. Increased volumes of transit
ridership associated with the proposed CBDTP are included.
9.2.2.7 Methodology: Future with the Proposed Project
Analysis of the Future with the Proposed Project began with trip generation, modal split, and trip
assignment. Project-generated trips were added to the future baseline volumes to determine
volumes of the Future with the Proposed Project. Volume/capacity and LOS analyses were
conducted and compared with CEQR criteria to determine potential impacts.
9C.3 AFFECTED ENVIRONMENT
9C.3.1 Existing Conditions
The Project Area is served by the NYCT 42nd Street/PABT station served by the A, C, and E
subway lines, and the Times Square/42nd Street station served by the 1, 2, 3, 7, N, Q, R, and S
subway lines). Subway services at these stations connect to all other subway lines.
9.3.1.1 Transit Operations
The PABT is directly served by the A, C, and E subway lines at the 42nd Street/PABT subway
station. This subway station is also connected to the Times Square/42nd Street subway station,
which services the 1, 2, 3, 7, N, Q, R, W trains, and the ‘S’ Shuttle to Grand Central Station.
There are several MTA bus lines that stop near the PABT. The M42 operates along 42nd Street
across Midtown from the United Nations to the Hudson River. The M104 and M20 operate
northbound along Eighth Avenue in the PABT area, the M104 operates from West Harlem to
Times Square, and the M20 operates southbound on Seventh Avenue from Lincoln Center to
South Ferry in Lower Manhattan. The M11 runs southbound along Ninth Avenue in the PABT area
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-9
and runs from Riverbank Park in Upper Manhattan to the West Village. The 34A Select Bus Service
also runs in a loop around the PABT on Eighth and Ninth Avenues, then to and from the East River
via 34th Street.
9.3.1.2 Study Area & Elements
The analysis includes line-haul analyses for subways and bus routes plus analysis of elements in
the subway stations that serve the Project Area.
The following are additional assumptions that have been made in analyzing the effects of the
Proposed Project on subway facilities and operations. Passengers connecting between the
Replacement Facility and the subway stations would use the north and south connections to the
subway mezzanine at the N062, N063, and N063A fare control areas (see below for locations of
specific fare control areas). Subway trips from the new Main Terminal would use the North
Connection and South Connection to the N062, N063, and N063A fare arrays. Subway trips to
and from Tower 1 would use the PABT North Connection to the Eighth Avenue subway
mezzanine. Subway trips from Tower 2 would use the PABT South Connection and the street stair
on the northwest corner of 40th Street and Eighth Avenue to reach the Eighth Avenue subway
mezzanine. Fare arrays were not analyzed at the Times / 42nd Street station since the trips from
the Proposed Project would use the North and South Connections to access the station.
In consultation with NYCT and consideration of the trip assignment results, the station elements
listed below have been identified for analysis.
Eighth Avenue - 42nd St / PABT Station (A/C/E lines)
N62A Control Area at the southeast corner of Eighth Avenue and West 42nd Street
N62 Control Area at the northwest corner of Eighth Avenue and West 41st Street
N62B Control Area at the northwest corner of Eighth Avenue and West 42nd Street
N63 and N63A Control Areas at Eighth Avenue and West 40th Street
Street stair at northwest corner of Eighth Avenue and 42nd Street (S8/M9)
Street stair at southeast corner of Eighth Avenue and 42nd Street (O5/O6/O7/O8)
Street stair at northeast corner of Eighth Avenue and 42nd Street (O9/O10/O11)
Street stair at southeast corner of Eighth Avenue and 40th Street (S2/M2)
Street stair at southwest corner of Eighth Avenue and 40th Street (S1/M1)
Street stair at northwest corner of Eighth Avenue and 40th Street (S3/M3)
Street stair at northeast corner of Eighth Avenue and 40th Street (O1/O2/O3)
Stairs between N63 paid zone and downtown A/C/E platform (IND P1, IND P2)
Stairs between N63A paid zone and downtown A/C/E platform (IND P3, IND P4)
Stairs between N62 paid zone and downtown A/C/E platform (IND P5, IND P6)
Stairs between N62B paid zone and downtown A/C/E platform (IND P7, IND P14)
Stairs between N62A paid zone and uptown A/C/E platform (IND P8, IND P9, IND P15)
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-10
Stairs between N61 paid zone and uptown A/C/E platform (IND P10, IND P11)
Stairs between N60 paid zone and uptown A/C/E platform (IND P12, IND P13, IND P16)
Corridor between Eighth Avenue / 42nd Street station and Time Square / 42nd Street station
Times Square - 42nd Street Station (1/2/3/7/N/Q/R/W/S lines)
A21 Control Area near Broadway and West 40th Street (Eight Two-Way turnstiles, one high exit
only turnstile)
R143 Control Area near 7th Avenue and West 40th Street (Eight Two-Way turnstiles)
R147 Control Area at southeast corner of 7th Avenue and West 42nd Street (Eight Two-Way
turnstiles)
R148 Control Area at southeast corner of Broadway and West 42nd Street (Seven Two-Way
turnstiles)
Street stair at southeast corner of Seventh Avenue and 42nd Street (M7/S14)
Street stair at southeast corner of Broadway and 42nd Street (M10/S11)
Street stair at northwest corner of Seventh Avenue and 42nd Street (O3/O4, M11)
Street stair at southwest corner of Seventh Avenue and 42nd Street (O5/O6)
Street stair at northwest corner of Seventh Avenue and 41st Street (M14/S13)
Street stair at southwest corner of Seventh Avenue and 40th Street (O1/O2)
Street stair at southeast corner of Seventh Avenue and 40th Street (M1/S2)
Street stair at southwest corner of Broadway and 40th Street (M2/S2)
Street stair at northwest corner of Broadway and 40th Street (M4/S4)
Street stair at southeast corner of Broadway and 40th Street (M1/S1)
Street stair at northeast corner of Broadway and 40th Street (M3/S3)
Stairs between lower mezzanine and No. 7 platform (PL1/PL2, PL3, PL5, PL7, PL8)
Stair between R143 paid zone and uptown 1/2/3 platform (IRT P1)
Stair between R143 paid zone and downtown 1/2/3 platform (IRT P2)
Stairs between R145 paid zone and downtown 1/2/3 platform (IRT P3/P5, IRT P7/P9)
Stairs between R145 paid zone and uptown 1/2/3 platform (IRT P4/P6, IRT P8/P10)
Stairs between lower mezzanine and downtown 1/2/3 platform (IRT ML5, IRT ML9)
Stairs between lower mezzanine and uptown 1/2/3 platform (IRT ML6, IRT ML10)
Stair between R151 paid zone and downtown 1/2/3 platform (IRT P11)
Stair between R145 paid zone and uptown 1/2/3 platform (IRT P12)
Stair between R151 paid zone and uptown 1/2/3 platform (IRT P16)
Stairs between lower and upper mezzanine (ML13/ML14/ML15/ML16)
Stairs between lower and upper mezzanine (ML20/ML21/ML22/ML23)
Stairs between A21 mezzanine and downtown N/Q/R/W platform (BMT P1, BMT P3)
Stairs between A21 mezzanine and uptown N/Q/R/W platform (BMT P2, BMT P4)
Stairs between BMT mezzanine and downtown N/Q/R/W platform (BMT P5/P7, BMT P9)
Stairs between BMT mezzanine and uptown N/Q/R/W platform (BMT P6/P8, BMT P10)
Stairs between upper mezzanine and downtown N/Q/R/W platform (BMT P11, BMT P13, BMT
P15/17)
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-11
Escalators between upper mezzanine and No. 7 platform (E216, E217, E218
Street escalators at southwest corner of Seventh Avenue and 42nd Street (E261, E262)
Street escalators at southeast corner of Seventh Avenue and 42nd Street (E267, E268)
9.3.1.3 Counts
Volumes for most vertical circulation
4
elements in the two subway stations were obtained from
NYCT in conjunction with the proposed CBDTP to be consistent with the analysis for that project.
NYCT compiled baseline volumes from 2019 at the various station elements to establish the 2019
baseline. Fare array volumes were also developed in consultation with NYCT. Counts were
conducted at the corridor connecting the Eighth Avenue station to Times Square station for the
project.
9.3.1.4 Line-Haul Subway Analysis
Existing ridership on subway lines serving the study area were analyzed, and the results are
shown in Table 9C-7. For each of the relevant subway lines, the subway station where the
maximum load point occurs is identified for the peak morning and evening hours (as described
above in Section 9.2.2.3) on weekdays, and the ratio of volume over design capacity (v/c) is
listed. NYCT strives to operate subway lines at a v/c ratio of 1.0 or less. A v/c ratio below 1.0
indicates that the line has space available for additional passengers. A line with a v/c ratio
above 1.0 indicates that the line is operating over design capacity (i.e., is overcrowded).
Table 9C-7. Existing Conditions Subway Line Haul Analysis Results
Peak Hour
Line
Direction
Maximum Load Point
V/C Ratio
Weekday AM
1
SB
103 St
0.80
2
SB
72 St
1.05
3
SB
72 St
0.94
7 local
SB
40 St
0.87
7 express
SB
Woodside - 61 St
0.86
A
NB
Nostrand Av
0.86
A
SB
125 St
0.85
C
NB
Hoyt - Schermerhorn
1.17
C
SB
72 St*
0.86
E
SB
Court Sq
1.01
Weekday PM
1
NB
59 St - Columbus Circle
1.02
2
NB
14 St
1.08
3
NB
14 St
0.95
7
NB
Queensboro Plaza
1.03
A
NB
14 St
0.83
A
SB
Fulton St
0.90
C
NB
59 St - Columbus Circle*
0.58
C
SB
Jay St - MetroTech*
0.90
E
NB
Lexington Av - 53 St
0.79
4
Vertical Circulation elements include stairs, escalators, and elevators; the CEQR TM only evaluates LOS for stairs and
escalators.
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-12
9.3.1.5 Line-Haul Bus Analysis
Existing ridership and v/c ratios of bus routes serving the study area were analyzed, and the
results are shown in Table 9C-8. For each of the relevant bus lines, the bus stop or route segment
where the maximum load point occurs is identified for the peak morning and evening hours (as
described above in Section 9.2.2.3) on weekdays, and the ratio of volume over capacity is
listed.
Table 9C-8. Existing Conditions Bus Line Haul Analysis Results
Peak Hour
Line
Direction
Maximum Load Point
V/C Ratio
Weekday AM
M11
NB
AMSTERDAM AV-W 86 ST
0.65
M20
NB
HARRISON ST-HUDSON ST
0.36
M34A
EB
E 34 ST-5 AV
0.51
M42
EB
W 42 ST-8 AV
0.57
M104
SB
BROADWAY-W 79 ST
0.34
Weekday PM
M11
NB
AMSTERDAM AV-W 83 ST
0.74
M20
NB
8 AV-W 34 ST
0.34
M34A
WB
W 34 ST-5 AV
0.54
M42
WB
W 42 ST-5 AV
0.63
M104
NB
BROADWAY-W 86 ST
0.59
9.3.1.6 Levels of Service for Subway Station Elements
The study involved the collection of information about pedestrian counts and pedestrian LOSs
for three types of circulation elements (stairs, escalators, fare control areas) at the subway
stations in the study area.
For the purposes of the EIS, summary data shows the number (quantity) of each type of
pedestrian circulation element that operate at each LOS (A, B, C, D, E, F). For the baseline year
of 2019, the quantity of pedestrian circulation elements in the study area that operate at each
pedestrian LOS are summarized in Table 9C-9. For example, the entry in the top left corner of the
table is the number of stairs in the two study area stations that operate at LOS A, B, or C in the
year 2019 in the AM peak hour.
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-13
Table 9C-9. Subway Station Elements by Existing LOS: 2019 Baseline
Element
Level of
Service
Weekday AM Peak Hour
Weekday PM Peak Hour
42nd Street
(Eighth Ave.)
Station
Times Square -
42nd Street
Station
42nd Street
(Eighth Ave.)
Station
Times Square -
42nd Street
Station
Stairways
LOS A/B/C
13
8
11
7
LOS D
1
2
2
2
LOS E
0
5
0
7
LOS F
0
3
0
2
Total
14
18
13
18
Escalators
LOS A/B/C
-
3
--
3
LOS D
-
0
--
0
LOS E
-
0
--
0
LOS F
-
0
--
0
Total
0
3
--
3
Control Areas
LOS A/B/C
7
--
7
--
LOS D
0
--
0
--
LOS E
0
--
0
--
LOS F
0
--
0
--
Total
7
--
7
--
9C.3.2 Future Conditions within the Study Area
There are no proposed changes to the subway lines, service, or stations in the area of the
Proposed Project within the analysis period to 2040.
9C.4 FUTURE WITHOUT THE PROPOSED PROJECT
2032 and 2040 transit conditions Without the Proposed Project were analyzed by increasing
existing transit ridership levels by the expected growth in overall travel through and within the
study area. As per CEQR Technical Manual guidelines, the CEQR background growth rates of
0.25% from 2020 to 2024 and 0.125% from 2025 to 2040 were applied to the existing volumes. In
addition, volumes generated by specific projects were added where appropriate.
9C.4.1 2032 Conditions Without the Proposed Project
Bus and subway line-haul analysis were not conducted for 2032 because in that year the
Proposed Project does not include any commercial development to generate trips and the
incremental growth in trips served by the new Main Terminal is less than the 2040 volume, which
results in an impact to only one bus line and no subway lines, so line-haul impacts are unlikely in
2032.
For the year 2032, the number of station circulation elements that operate at LOS A-C, D, E, or F
are summarized in Table 9C-10.
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-14
Table 9C-10. Subway Station Elements by Future LOS: 2032 Without the Proposed Project
Element
Level of
Service
Weekday AM Peak Hour
No Action
No Action
42nd Street
(Eighth Ave.) Station
Times Square - 42nd Street
Stairways
LOS A/B/C
13
7
LOS D
1
2
LOS E
0
5
LOS F
0
4
Escalators
LOS A/B/C
--
3
LOS D
--
0
LOS E
--
0
LOS F
--
0
Control Areas
LOS A/B/C
7
0
LOS D
0
0
LOS E
0
0
LOS F
0
0
Element
Level of
Service
Weekday PM Peak Hour
No Action
No Action
42nd Street
(Eighth Ave.) Station
Times Square - 42nd Street
Stairways
LOS A/B/C
13
7
LOS D
2
2
LOS E
0
6
LOS F
0
3
Escalators
LOS A/B/C
--
3
LOS D
--
0
LOS E
--
0
LOS F
--
0
Control Areas
LOS A/B/C
7
0
LOS D
0
0
LOS E
0
0
LOS F
0
0
Notes: LOS = Level of Service; LOS A/B/C correspond with 0.00 to 1.00 v/c (volume-to-capacity) ratio; LOS D
corresponds with 1.00 to 1.33 v/c ratio; LOS E corresponds with 1.33 to 1.67 v/c ratio; LOS F corresponds with
above 1.67 v/c ratio; control area elements correspond with designated sets of turnstiles, high entry/exit
turnstiles (HEET), and high exit turnstiles (HXT).
9C.4.2 2040 Conditions Without the Proposed Project
Ridership on subway lines serving the study area were analyzed for the year 2040, and the results
are shown in Table 9C-11. For each of the relevant subway lines, the subway station where the
maximum load point occurs is identified for the peak morning and afternoon hours on
weekdays, and the ratio of volume over capacity is listed.
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-15
Table 9C-11. Subway Line Haul Analysis: 2040 Without the Proposed Project
Peak Hour
Line
Direction
Maximum Load Point
2040 No Action V/C Ratio
Weekday AM
1
SB
103 St
0.85
2
SB
72 St
1.10
3
SB
72 St
0.98
7
SB
40 St
0.85
7
SB
Woodside - 61 St
0.85
A
NB
Nostrand Av
0.85
A
SB
125 St
0.87
C
NB
Hoyt - Schermerhorn Sts*
1.17
C
SB
72 St*
0.79
E
SB
Court Sq
1.01
Weekday PM
1
NB
59 St - Columbus Circle
1.01
2
NB
14 St
1.08
3
NB
14 St
0.95
7
NB
Queensboro Plaza
1.01
A
NB
14 St
0.75
A
SB
Fulton St
0.90
C
NB
59 St - Columbus Circle*
0.57
C
SB
Jay St - MetroTech*
0.89
E
NB
Lexington Av - 53 St
0.78
Year 2040 ridership and volume/capacity (v/c) ratios of bus routes serving the study area were
analyzed, and the results are shown in Table 9C-12. For each of the relevant bus lines, the bus
stop or route segment where the maximum load point occurs is identified for the peak morning
and afternoon hours on weekdays, and the ratio of volume over capacity is listed.
Table 9C-12. Bus Line Haul Analysis: 2040 Without the Proposed Project
Peak Hour Line Direction Maximum Load Point
2040 No Action V/C
Ratio
Weekday AM
M11
NB
Amsterdam Ave-W 86 St
0.68
M20
NB
Harrison St-Hudson St
0.38
M34A
EB
E 34 St.-5 Ave.
0.54
M42
EB
W 42 St.-8 Ave.
0.60
M104
SB
Broadway-W 79 St.
0.36
Weekday PM
M11
NB
Amsterdam Ave-W 83 St.
0.78
M20
NB
8 Ave.-W 34 St.
0.35
M34A
WB
W 34 St.-5 Ave.
0.56
M42
WB
W 42 St.-5 Ave.
0.66
M104
NB
Broadway-W 86 St.
0.62
The Future without the Proposed Project (2040) transit volumes for subway station elements were
developed following a similar methodology as described above. The CEQR background growth
rates of 0.25% from 2020 to 2024 and 0.125% from 2025 to 2040 were applied to the existing
volumes.
For the year 2040, the quantity of pedestrian circulation elements in the study area that operate
at each pedestrian LOS are summarized in Table 9C-13. In the AM peak hour, one stair at each
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-16
station declines from LOS A-C to a lower LOS and the number of stairs operating at LOS F at
Times Square Station remains unchanged at 4. During the PM peak hour, one stair at each
station also declines from LOS A-C to a lower LOS and the number of stairs operating at LOS F at
Times Square Station would increase from three to four.
Table 9C-13. Station Elements by LOS: 2040 Without the Proposed Project
Element
Level of
Service
Weekday AM Peak Hour
No Action
42nd Street
(Eighth Ave.) Station
Stairways
LOS A/B/C
13
LOS D
1
LOS E
0
LOS F
0
Escalators
LOS A/B/C
-
LOS D
-
LOS E
-
LOS F
-
Control Areas
LOS A/B/C
7
LOS D
0
LOS E
0
LOS F
0
Element
Level of
Service
Weekday PM Peak Hour
No Action
42nd Street
(Eighth Ave.) Station
Stairways
LOS A/B/C
12
LOS D
2
LOS E
0
LOS F
0
Escalators
LOS A/B/C
-
LOS D
-
LOS E
-
LOS F
-
Control Areas
LOS A/B/C
7
LOS D
0
LOS E
0
LOS F
0
Notes: LOS = Level of Service; LOS A/B/C correspond with 0.00 to 1.00 v/c (volume-to-capacity) ratio; LOS D
corresponds with 1.00 to 1.33 v/c ratio; LOS E corresponds with 1.33 to 1.67 v/c ratio; LOS F corresponds with
above 1.67 v/c ratio; control area elements correspond with designated sets of turnstiles, high entry/exit
turnstiles (HEET), and high exit turnstiles (HXT).
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-17
9C.5 FUTURE WITH THE PROPOSED PROJECT
The analysis of the transit system was conducted for 2032 (when the Replacement Facility is
anticipated to be completely operational) and 2040 (when the private development is
anticipated to be fully built and occupied). For an assessment of conditions during when the
temporary terminal is anticipated to be operational, and the new Main Terminal is under
construction please refer to Chapter 14.
The 2032 Future With the Proposed Project was developed by increasing existing transit ridership
levels by the expected growth in overall travel through and within the Study Area. As per CEQR
Technical Manual guidelines, the CEQR background growth rates of 0.25% from 2020 to 2024
and 0.125% from 2025 to 2032 were applied to the existing volumes.
5
9C.5.1 2032 New York City Transit Conditions With the Proposed Project
Bus and subway line-haul analysis were not conducted for 2032 because in that year the
Proposed Project does not include any commercial development to generate trips and the
incremental growth in trips served by the new Main Terminal is less than the 2040 volume, which
results in an impact to only one bus line and no subway lines, so line-haul impacts are unlikely in
2032.
For the year 2032, the quantity of pedestrian circulation elements in the study area that operate
at each pedestrian LOS are summarized in Table 9C-14. In 2032, the number of elements that
operate at each LOS remains the same with the Proposed Project as with the No Action
Alternative.
5
Background growth is applied generally, and is in addition to any specific development projects anticipated to
occur by the Analysis year regardless of the Proposed Project.
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-18
Table 9C-14. Subway Station Elements by LOS: 2032 With the Proposed Project
Element
Level of
Service
42nd Street
(Eighth Ave.) Station
Times Square Station
Weekday AM Peak Hour
Stairways
LOS A/B/C
13
7
LOS D
1
2
LOS E
0
5
LOS F
0
4
Escalators
LOS A/B/C
--
3
LOS D
--
0
LOS E
--
0
LOS F
--
0
Control Areas
LOS A/B/C
7
0
LOS D
0
0
LOS E
0
0
LOS F
0
0
Weekday PM Peak Hour
Stairways
LOS A/B/C
12
7
LOS D
2
2
LOS E
0
6
LOS F
0
3
Escalators
LOS A/B/C
--
3
LOS D
--
0
LOS E
--
0
LOS F
--
0
Control Areas
LOS A/B/C
7
0
LOS D
0
0
LOS E
0
0
LOS F
0
0
Notes: LOS = Level of Service; LOS A/B/C correspond with 0.00 to 1.00 v/c (volume-to-capacity) ratio; LOS D
corresponds with 1.00 to 1.33 v/c ratio; LOS E corresponds with 1.33 to 1.67 v/c ratio; LOS F corresponds with
above 1.67 v/c ratio; control area elements correspond with designated sets of turnstiles, high entry/exit
turnstiles (HEET), and high exit turnstiles (HXT).
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-19
9C.5.2 2040 Transit Conditions With the Proposed Project
Ridership on subway lines serving the study area were analyzed for the year 2040, and the results
are shown in Table 9C-15. For each of the relevant subway lines, the subway station where the
maximum load point occurs is identified for the peak morning and afternoon hours on
weekdays, and the ratio of volume over capacity is listed.
Table 9C-15. Subway Line Haul Analysis: 2040 With the Proposed Project
Peak Hour Line Direction Maximum Load Point
2040 Proposed Project V/C
Ratio
Impacts
Weekday
AM
1
SB
103 St
0.85
No
2
SB
72 St
1.12
No
3
SB
72 St
1.00
No
7
SB
40 St
0.87
No
7
SB
Woodside - 61 St
0.86
No
A
NB
Nostrand Av
0.86
No
A
SB
125 St
0.87
No
C
NB
Hoyt St.- Schermerhorn St.
1.17
No
C
SB
72 St*
0.86
No
E
SB
Court Sq
1.01
No
Weekday PM
1
NB
59 St - Columbus Circle
1.02
No
2
NB
14 St
1.08
No
3
NB
14 St
0.95
No
7
NB
Queensboro Plaza
1.03
No
A
NB
14 St
0.83
No
A
SB
Fulton St
0.90
No
C
NB
59 St - Columbus Circle*
0.58
No
C
SB
Jay St - MetroTech*
0.90
No
E
NB
Lexington Av - 53 St
0.79
No
While the Proposed Project would add riders to each of the subway lines serving the Study Area,
those passengers would be distributed across the many trains serving the Study Area and across
multiple cars on each train. The added passengers do not cause significant impacts to any of
the subway lines in the AM or PM peaks.
Year 2040 ridership and volume/capacity (v/c) ratios of bus routes serving the study area were
analyzed, and the results are shown in Table 9C-16. For each of the relevant bus lines, the bus
stop or route segment where the maximum load point occurs is identified for the peak morning
and afternoon hours on weekdays, and the ratio of volume over capacity is listed.
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-20
Table 9C-16. Bus Line Haul Analysis: 2040 With the Proposed Project
Peak Hour Line Direction Maximum Load Point
2040 Proposed
Project v/c Ratio
Impact
Weekday
AM
M11
NB
Amsterdam Ave-W 86 St
0.72
No
M20
NB
Harrison St-Hudson St
1.91
Yes
M34A
EB
E 34 St.-5 Ave.
0.57
No
M42
EB
W 42 St.-8 Ave.
0.64
No
M104
SB
Broadway-W 79 St.
0.36
No
Weekday
PM
M11
NB
Amsterdam Ave.-W 83 St
0.92
No
M20
NB
8 Ave.-W 34 St.
0.57
No
M34A
WB
W 34 St.-5 Ave.
0.61
No
M42
WB
W 42 St.-5 Ave.
0.78
No
M104
NB
Broadway-W 86 St.
0.62
No
The v/c ratios for each of the bus routes serving the area increase marginally. Only the M20 route
which operates on Seventh and Eighth Avenues would exceed capacity as a result of the
Proposed Project and result in a significant impact.
The Future with the Proposed Project (2040) transit volumes for subway station elements were
developed following a similar methodology as described above. The CEQR background growth
rates of 0.25% from 2020 to 2024 and 0.125% from 2025 to 2040 were applied to the existing
volumes.
For the year 2040, the quantity of pedestrian circulation elements in the study area that operate
at each pedestrian LOS are summarized in Table 9C-17. In the AM peak hour, one stair at each
station declines from LOS A-C to a lower LOS and the number of stairs operating at LOS F at
Times Square Station increases from 4 to 5. During the PM peak hour one stair at each station
also declines from LOS A-C to a lower LOS and the number of stairs operating at LOS F at Times
Square Station would increase from four to six.
ADA elevator access to the 42nd Street-Eighth Avenue subway station is currently provided both
through the PABT and at 44th Street. The proposed new Main Terminal will provide a
comparable route to the subway mezzanine via elevators in the terminal. Further discussion of
ADA access is provided in Chapter 4.
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-21
Table 9C-17. Subway Station Elements by LOS: 2040 With the Proposed Project
Element
Level of
Service
42nd Street
(Eighth Ave.) Station
Times Square Station
Weekday AM Peak Hour
Stairways
LOS A/B/C
12
6
LOS D
1
3
LOS E
1
4
LOS F
0
5
Escalators
LOS A/B/C
-
3
LOS D
-
0
LOS E
-
0
LOS F
-
0
Control Areas
LOS A/B/C
6
0
LOS D
1
0
LOS E
0
0
LOS F
0
0
Weekday PM Peak Hour
Stairways
LOS A/B/C
11
5
LOS D
1
3
LOS E
2
4
LOS F
0
6
Escalators
LOS A/B/C
-
3
LOS D
-
0
LOS E
-
0
LOS F
-
0
Control Areas
LOS A/B/C
6
0
LOS D
1
0
LOS E
0
0
LOS F
0
0
Notes: LOS = Level of Service; LOS A/B/C correspond with 0.00 to 1.00 v/c (volume-to-capacity) ratio; LOS D
corresponds with 1.00 to 1.33 v/c ratio; LOS E corresponds with 1.33 to 1.67 v/c ratio; LOS F corresponds with
above 1.67 v/c ratio; control area elements correspond with designated sets of turnstiles, high entry/exit
turnstiles (HEET), and high exit turnstiles (HXT).
9C.6 CONCLUSIONS
Analysis has determined that the Proposed Project would result in an impact to one bus line (the
M20 northbound) as shown in Table 9C-18, but would not impact any subway lines.
Table 9C-18. Summary of Significant Adverse Bus Line-Haul Impacts
Bus Route
Direction of
Travel
Impacted Bus Routes
Impacted Bus Routes
2040
2040
AM
PM
AM
PM
M20
NB
1.91
0.57
Impact
No Impact
Analysis determined that the Proposed Project would result in impacts to 12 subway stairwells,
one fare array, and no escalators, as shown in Table 9C-19 and Table 9C-20.
Bus Terminal Replacement Project
Appendix 9C. Transit in New York City
Page 9C-22
Table 9C-19. 2040 Subway Stair Impacts – Proposed Project
Station/Stair
Location
2032
2040
Eighth Avenue - 42nd Street - PABT Station (A/C/E)
AM
PM
AM
PM
IND P8
Stair between N62A paid zone and uptown
A/C/E platform
-- -- -- Impact
IND P9
Stair between N62A paid zone and uptown
A/C/E platform
-- -- Impact Impact
Times Square-42nd Street Station (1/2/3/7/N/Q/R/W/S)
FLU PL1/PL2
Stair between lower mezzanine and No. 7
platform
-- -- Impact Impact
FLU PL5
Stair between lower mezzanine and No. 7
platform
-- -- Impact --
IRT ML5
Stair between lower mezzanine and
downtown 1/2/3 platform
-- -- Impact Impact
IRT ML6
Stair between lower mezzanine and uptown
1/2/3 platform
-- -- Impact Impact
IRT ML9
Stair between lower mezzanine and
downtown 1/2/3 platform
-- -- Impact --
ML13/ML14/
ML15/ML16
Stair between lower and upper mezzanine
-- -- Impact Impact
BMT P10
Stair between BMT mezzanine and uptown
N/Q/R/W platform
-- -- Impact Impact
BMT P11
Stair between upper mezzanine and
downtown N/Q/R/W platform
-- -- Impact Impact
BMT P13
Stair between upper mezzanine and
downtown N/Q/R/W platform
-- -- Impact --
BMT P15/P17
Stair between upper mezzanine and
downtown N/Q/R/W platform
-- -- Impact Impact
Table 9C-20. Subway Fare Array Impacts
Station/Fare Array
Location
2032
2040
Eighth Avenue - 42nd Street - PABT Station (A/C/E)
AM
PM
AM
PM
N62B – HEET
Northwest
Corner
-- -- Impact Impact
9C.7 POTENTIAL MITIGATION
Subway stair impacts may be addressed by adding additional stairs, widening existing stairs, or
changes to station configuration to redistribute volumes where feasible. Impacts to subway fare
arrays may be addressed by adding additional fare gates, replacing lower capacity elements
such as High Entrance Exit Turnstiles with higher capacity fare gates, or other reconfigurations of
access and fare control where possible.