Subway and Staten Island Railway

Reduce Weekend Train Frequencies to Accommodate Construction Work.

Revise Off-Peak Service Levels – Change Maximum Loading Guideline from No Standees Per Car to 10-18 Standees per Car (from 100% of a Seated Load to 125% of a Seated Load).

Operate Between Court Square and Church Avenue at All Times
Extend to Astoria and Operate Local North of Canal Street to Replace the .

Extend to Replace the Between Broadway-Lafayette Street and Forest Hills-71st
Avenue, Discontinue Between Essex Street and Bay Parkway (Note: route letter
designation changed from 1/27/10 proposal).

Discontinue Staten Island Railway Baseball Special Service

NYC Transit 2010 Service Reduction Proposals
Profile of Elements
Reduce Weekend Train Frequencies to Accommodate Construction Work

Description of Action:
Weekend service is often reduced due to construction work. In some cases, train frequencies are reduced to every 12 minutes. This proposal would adjust scheduled train frequencies to match those typically required by construction work. Train frequencies would decrease from a train every 8 minutes to every 10 minutes on the routes on Saturdays and the routes on Sundays; and service would not be affected on Saturdays due to relatively high ridership on these routes. In addition, train frequencies on the would decrease from a train every 6 minutes to every 8 minutes on Saturdays and Sundays (weekend frequencies were revised on the other numbered lines in 2003).

Neighborhoods Affected:
Systemwide

Customer Impact:
For many weekends, the impacts described below are already occurring due to construction work.

Passenger Loads: Loads on will exceed 10-18 standees per car, depending on car type, at the maximum load point (125% of off-peak loading guidelines) during certain hours on Saturdays. Loads on will exceed 10-18 standees per car during certain hours on Sundays. (For comparison, peak period guidelines allow for 66-105 standees per car depending on car type or 250%-290% of a seated load.)

Longer Waits: 1.6 million passengers Saturdays (average of 1 extra minute, roughly 8 a.m. to 8 p.m.), 1.2 million passengers Sundays (average of 1 extra minute, roughly 10 a.m. to 8 p.m.).

Net Annual Savings:
$5.5 million

NYC Transit 2010 Service Reduction Proposals
Profile of Elements

Revise Off-Peak Service Levels – Change Maximum Loading Guideline from
No Standees to 10-18 Standees per Car

Description of Action:
Currently, off-peak guidelines call for trains to be scheduled so that, on average, there are seats available for all customers (100% seated load). This proposal would revise the guideline to allow 10-18 standees per car, depending on car type (125% seated load), at the maximum load point (for comparison, peak period guidelines allow for 66-105 standees per car depending on car type or 250%-290% of a seated load.) This guideline change would lead to reduced train frequencies as follows:

• middays
• evenings
• Saturdays
• Sundays

On weekends, other routes would have reduced train frequencies to accommodate construction work (as described separately).

Neighborhoods Affected:
Systemwide

Customer Impact:
Longer Waits: 160,000 weekday midday passengers (average of 0.9 extra minutes, 11 a.m.-3 p.m.); 140,000 weekday evening passengers (average of 0.75 extra minutes, 9 p.m.-12 a.m.); 155,000 Saturday passengers (average 0.5 extra minutes); 130,000 Sunday passengers
(average 0.8 extra minutes).

Passenger Loads: On average there will be up to 10-18 standees per car, depending on car type, at the maximum load point (125% of off-peak loading guidelines) during certain off-peak hours.

Net Annual Savings:
$3.1 million

NYC Transit 2010 Service Reduction Proposals
Profile of Elements
Operate between Court Square and Church Avenue At All Times

Description of Action:
The is scheduled to operate to Forest Hills-71st Avenue evenings, nights, and weekends. However, construction work anywhere along the Queens Boulevard corridor requires the to terminate at Court Square (its daytime terminus) many nights and almost all weekends (in 2009 the operated along Queens Boulevard on only three weekends). This service change would have the operate at all times between Court Square and Church Avenue. Three additional evening trips would be added between Court Square and Church Avenue to increase service to levels consistent with guidelines and to provide a more consistent headway. These trips could not be added when the was scheduled to operate on the Queens Boulevard corridor due to limited track capacity.

Neighborhoods/Trips Affected:
Trips between North Brooklyn and Queens Boulevard corridor, trips along the Queens Boulevard corridor.

Customer Impact:
For those evenings, late nights and infrequent weekends when the does operate to Forest Hills, the ridership impacts of shortening service would be:

Extra Walking Transfers: 1,000 passengers weekday evenings and late nights, 10,500 passengers Saturdays, and 8,500 passengers Sundays will need to make an extra transfer to the (approximately 2.5 minutes on moving walkway) or the . For local stops, weekend passengers would make an additional transfer to the at Queens Plaza or Roosevelt Avenue. Total additional waiting time would be approximately 0.5 to 4.5 minutes, depending on the time of day/day of week.

Longer Waits: Queens Boulevard local passengers (11,000 weekday evenings and late nights, 105,000 Saturday, 85,000 Sunday) will have to wait an average of 2 to 5 extra minutes.

Shorter Waits: 6,500 evening Brooklyn riders will wait an average of 1.5 fewer minutes.

Passenger Loads: Queens Boulevard local trains will have more riders per train weekday evenings and late nights, Saturdays, and Sundays (loads will be within guidelines).

Net Annual Savings:
$1.5 million

NYC Transit 2010 Service Reduction Proposals
Profile of Elements
Operate between Court Square and Church Avenue At All Times

NYC Transit 2010 Service Reduction Proposals
Profile of Elements

Description of Action:
The currently operates weekdays only between Astoria and Whitehall Street, supplementing service in Queens and service in Manhattan. This proposal would extend the from its current terminal at 57th Street/7th Avenue to Astoria on weekdays, replacing service. The would replace the in Manhattan north of Canal Street by operating local at all times, and the would serve 49th Street station. South of Canal Street, the would continue to serve current stations.

Neighborhoods/Trips Affected:
Astoria to Lower Manhattan trips, Broadway line trips

Customer Impact: Extra Transfers:
5,600 weekday passengers traveling between Astoria and Lower Manhattan will have to transfer.

Longer Waits:
56,000 weekday passengers will experience longer waits, primarily in Lower Manhattan (average of 1.1 extra minutes in peak hour, 2.5 minutes middays).

Longer Travel Time Due to Extra Stops:
77,000 weekday passengers will have longer trips by 1-2 minutes between Brooklyn and Midtown.

Passenger Loads:
Passengers traveling on the in Manhattan will experience more riders per train, but the loads will be within existing peak-hour loading guidelines and proposed off-peak loading guidelines.

Fewer Transfers:
3,000 weekday passengers traveling between Brooklyn and Midtown local stations will no longer have to transfer.

Net Annual Savings:
$3.4 million

NYC Transit 2010 Service Reduction Proposals
Profile of Elements

Proposal Modified March 19, 2010

Neighborhoods/Trips Affected:
Myrtle Corridor to Lower Manhattan, West End and 4th Av Corridor to Lower Manhattan, Queens Blvd.

Customer Impact:
South Brooklyn: 10,000 weekday riders from South Brooklyn to Lower Manhattan stations would require an extra transfer to the serving nearby stations and/or a longer walk. 16,000 weekday riders traveling between the West End line and 4th Av local stations/ Downtown Brooklyn stations would have an extra transfer. 22,000 weekday riders would wait longer for local trips along the West End/4th Av line (1.1 extra minutes).

North Brooklyn: 17,000 weekday riders from the Myrtle corridor (including Hewes St, Lorimer St, and Flushing Av stations) to Lower Manhattan would require a crossplatform transfer. 22,000 weekday riders are projected to take the new , benefiting from direct service to Midtown.

Manhattan: 19,000 northbound riders at 2nd Av station would wait an average of 0.75 additional minutes. 17,000 riders between Essex St and Broad St would wait an average of 0.6 additional minutes.

Queens: Queens Blvd and 6th Av riders would experience more riders per car due to shorter trains than with the current (though within existing and proposed loading guidelines).

Initial Net Annual Savings:
$4.0 million (No Change in Savings)

NYC Transit 2010 Service Reduction Proposals
Profile of Elements

Description of Action:
Discontinue Staten Island Railway (SIR) Baseball Special service to the Stadium station and close the station. This service operates on game days only with one round trip between Tottenville and Stadium as well as shuttle trains between Stadium and St. George.

Neighborhoods Affected:
None.

Customer Impact:
Approximately 70 customers per game would be required to walk less than ⅓ mile from St. George station to the stadium or take the S40 or S44 bus; a typical customer’s trip would increase by two minutes.

Net Annual Savings:
$30,000