No 7 Secaucus Extension Final Report - NYCEDC

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No. 7 Secaucus ExtensionFeasibility Analysis Final Report“Network Cumulative Runtimes” shown in Tables 6 and 7 reflect these “network” adjustmentsand reflect expected “practical” running times.For this study, the time it takes for a train to fully unload and load passengers (dwell time) wasassumed to be 45 seconds at Grand Central and Times Square, and 30 seconds at all otherstations. All dwell times are accounted for in the cumulative runtime columns. Times in the“Runtime between Stations” columns do not include dwell time.Table 6:Estimated Travel Time Eastbound from Secaucus and Grand CentralStationTPC RuntimeBetween StationsApproximated“Network” RuntimeTPCBetween Stations Cumulative Runtime(minutes:seconds)Approximated“Network”Cumulative RuntimeSecaucus 0:00 0:0034 th Street 7:21 7:38 7:51 8:0910 th Avenue 1:19 1:22 9:40 10:03Times Square 1:18 1:21 11:43 12:115 th Avenue 1:29 1:32 13:42 14:14Grand Central 1:25 1:28 15:07 15:43Source: Parsons Brinckerhoff, 2011Table 7:Estimated Travel Time Westbound from Grand Central to SecaucusTPC RuntimeBetween StationsApproximated“Network” RuntimeBetween StationsTPCCumulative RuntimeApproximated“Network”Cumulative RuntimeStation(minutes:seconds)Grand Central 0:00 0:005 th Avenue 1:08 1:14 1:38 1:46Times Square 1:29 1:36 3:52 4:1110 th Avenue 1:16 1:22 5:38 6:0634 th Street 1:20 1:27 7:28 8:05Secaucus 7:54 8:33 15:22 16:39Source: Parsons Brinckerhoff, 2011Eastbound running time, assuming approximated network conditions, was 8:09 betweenSecaucus and 34 th Street, and 15:43 from Secaucus to Grand Central. Westbound running timefrom 34 th Street to Secaucus was 8:34, and 16:39 from Grand Central to Secaucus. Combinedeastbound and westbound average running time between Secaucus and 34 th Street was 8:22.The distinctive elevation, curvature, and approach patterns of each individual track account forbi-directional runtime disparity. Combined eastbound and westbound average running timebetween Secaucus and Grand Central was 16:11.42
No. 7 Secaucus ExtensionFeasibility Analysis Final ReportEquipmentNYCT No. 7 Rolling StockExtending the No. 7 from West 34 th Street and 11 th Avenue to FRL Station would require additionalequipment. The current No. 7 operates 11-car consists of “A Division” R-62/R-62A IRT cars, whichare 51 feet 4 inches long and the same dimensions as the R-142/R-142A cars currently in use onthe 2, 4, 5, and 6 Lines. Each R-62/R-62A IRT car has a fully-loaded capacity of 110 passengers,including 43 seats, and total train capacity is 1,210 passengers. Similar to the service assumptionsfor the No. 7 Extension to West 34 th Street and 11 th Avenue, it is assumed the same car type andconsist would operate on the No. 7 Secaucus Extension.A concept-level calculation of the train set requirement can be made by dividing the totaladditional running time and station dwell times of the new section of infrastructure by theheadway, and then including an assumed percentage as a spare equipment ratio. In this case,the additional running time would be 16:43 (8:09 + 8:34) to which 2:00 should be added torepresent the train set’s dwell time in the station. This total of 18:43, divided by an assumed twominute headway, equals 10 additional sets of equipment without spares. Assuming a 25 percentspare ratio, a total of 12 additional sets of equipment would be required.NJ TRANSIT Rail and Bus Feeder ServicesNJ TRANSIT developed a rail and bus feeder service pattern that reflects the marketattractiveness of the existing New Jersey public transit system and the relative desirability ofprospective trans-Hudson travelers to use the proposed new No. 7 Secaucus Extension. Thesefeeder services include a select number of interstate private bus services that were redirected toFRL Station, a group of enhanced local bus services, and enhanced rail service on NJ TRANSIT‘sBergen County, Main and Pascack Valley Lines. Currently, frequent NJ TRANSIT rail servicethrough FRL Station terminates at PSNY or Hoboken Terminal, offering a foundation from which tobegin this planning. Peak-period system constraints limit the extent to which NJ TRANSIT canexpand rail service to carry commuters to and from Secaucus. This makes a robust bus feedernetwork an essential element of the No. 7 Secaucus Extension. NJ TRANSIT developed a feederbus system to the expanded No. 7/Bus Multimodal Facility, with a targeted service pattern thatassures bus service remains available for those travelers wishing to go to the PABT. The expandedNo. 7/Bus Multimodal Facility was designed to serve 250 buses in the peak hour. Of the 250buses, approximately 50 are intra-New Jersey buses and 200 are interstate buses, which werepreviously destined to PABT.43
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