port jervis line service strategy reportweb.mta.info/mta/planning/pjlstudy/pdf/appendix a...appendix...

Port Jervis Line Service Strategy Report

Appendix A: Background

Demographics and Journey-to-

Work Information

January 2018

Appendix A: Background Demographics and Journey-to-Work Information

TABLE OF CONTENTS

1. Introduction ...................................................................................................................................... 1

2. Population ....................................................................................................................................... 2

3. Weekday Trips Between Orange County and Manhattan .............................................................. 5

4. Mode Share of Work Trips ............................................................................................................... 8

5. Manhattan Destinations................................................................................................................. 12

Appendix A1- Tables ......................................................................................................................... 18

TABLES Table 1: Orange County Population by Municipality – ............................................................................................ 19

Table 2: Orange County, 2010 Daily Trips to Manhattan by Municipality and Mode Split ...................................... 20

Table 3: Orange County, 2010 Daily Trips to Manhattan by Municipality by Rail Line Share ................................. 21

Table 4: Monthly Commutation Service Comparison - Rail vs. Bus from Orange County ...................................... 23

Table 5: 2010 Daily Trips, Midtown Manhattan (14th St. to 72nd St.) from Orange County by Mode Split ............ 26

Table 6: 2010 Daily Trips, Lower Manhattan (South of 14th St.) from Orange County by Mode Split ................... 27

FIGURES

Figure 1: Orange County 2010 Population Density ....................................................................................................3

Figure 2: Orange County 2040 Population Density ....................................................................................................4

Figure 3: Orange County 2010 Weekday Trips to Manhattan (All Modes) ................................................................6

Figure 4: Orange County 2040 Weekday Trips to Manhattan (All Modes) ................................................................7

Figure 5: Orange County Distribution of 2010 Weekday Rail Trips to Manhattan by Mode ................................... 10

Figure 6: Orange County Distribution of 2010 Weekday Rail Trips to Manhattan by West of Hudson and Hudson

Lines ........................................................................................................................................................................ 11

Figure 7: Trips from Orange County 2010 Weekday Manhattan Trip Destinations ................................................ 15

Figure 8: Trips from Orange County 2010 Weekday Manhattan Trip Destinations ................................................ 16

Figure 9: Weekday 2010 Trips from Orange County to Manhattan via the Hudson Line and the West of Hudson

Lines ........................................................................................................................................................................ 17

Appendix A: Background Demographics and Journey-to-Work Information Page 1

1. Introduction

This appendix provides background information related to Orange County demographics and work trips to Manhattan.

Existing (2010) Orange County population distribution

Identification of population concentrations

Future (2040) Orange County population distribution

Number of Orange County trips to Manhattan

Projected growth in Orange County trips to Manhattan through 2040

Trip mode share

Rail line choice

Factors influencing transit mode choice (bus vs. rail)

Factors influencing rail line choice (Hudson Line vs. Port Jervis Line)

Identification of clustered trip destinations in Manhattan

Breakout of travel patterns to Lower Manhattan versus Midtown Manhattan (two major job centers) from the major clusters of trip origins in Orange County


2. Population

Orange County was estimated to have a population of 376,000 in 2014. From 2000 to 2010, population and

employment growth in Orange County was the highest in New York State. Though growth in the overall region

has slowed in recent years, the long-term growth rate in Orange County is expected to remain among the highest

in the state.

Although much of the County’s land area remains rural, there are two main areas of population concentration: the

Route 17/PJL Corridor, which includes Warwick, and accounts for 49% of the County’s population, and the

northeast area of Orange County, which accounts for 32% of the County’s population. These two areas have

been high growth areas in recent decades and are projected to continue to be growth areas in the future. Figure 1

illustrates the population density in Orange County and highlights the Route 17/PJL Corridor and the northeast

area of Orange County.

The corridor is comprised of eight jurisdictions, including the City of Middletown and the towns of Blooming Grove,

Chester, Goshen, Monroe, Wallkill, Warwick, and Woodbury. About one-half of the county’s population resides in

this corridor. The Route 17/PJL Corridor has the largest geographical concentration of population in the County,

with many areas ranging from 500 people per square mile to more than 15,000 people per square mile. Prior to

1983, rail passenger service to Middletown and Port Jervis ran along the Erie-Lackawana Main Line, which

paralleled Route 17. The Erie-Lackawana Main Line had been home to several rail stations in the corridor, with

population clustered around those rail stations. From west to east, these were Middletown Station located within

the City of Middletown, New Hampton, Monroe, Chester, Goshen, and Harriman Station which was located within

the Village of Harriman. In 1983, much of Metro-North’s current day PJL was relocated from the Erie-Lackawana

Main Line to the Erie’s Graham Line, a run through the less concentrated periphery of the corridor. The new PJL

is located as far as nine to 10 miles north of the Erie-Lackawana Main Line alignment and more distant to

Manhattan than the pre-1983 alignment. Today this corridor is served by New York State Route 17, a major

thoroughfare to New York’s southern tier. This heavily populated corridor extends for about 15 miles along New

York State Route 17, a controlled access highway, from Middletown on the west to Harriman on the east.

The northeast area of Orange County is the second largest geographical population cluster in Orange County,

with many areas ranging from 500 people per square mile to more than 15,000 people per square mile. The City

of Newburgh, NY, is the center of this population cluster. Other municipalities with strong population clusters are

the towns of Newburgh, Cornwall, Montgomery, and New Windsor. The crossroads of Interstates 84 and 87 (NYS

Thruway) are located here and support growth in this area, as does the nearby Stewart International Airport. This

area is served by Metro-North’s Hudson Line, which is located on the east side of the Hudson River across the

Newburgh-Beacon Bridge.

The 2040 population projections developed by the New York Metropolitan Transportation Council (NYMTC)

forecast that Orange County’s population will continue to grow.1 The density patterns of 2010 are projected to

continue through 2040, as illustrated in Figure 2. The Route 17/PJL Corridor and the northeast area of Orange

County are projected to continue to be home for approximately 80% of Orange County residents. More details on

the 2010 population and the 2040 forecast are provided in the Appendix in Table 1.

1 2040 NYMTC Socioeconomic and Demographic Forecasts. SED Forecasts adopted Sept. 2011, with revised version adopted Jan. 2013


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3. Weekday Trips Between Orange County and Manhattan

In 2010, 19% of all workers employed outside of the county commuted to Manhattan, the largest of all

out-of-county work trip destinations. This represents an increase of over 21% since 2000.

Nearly 17,000 weekday trips originating in Orange County are destined for Manhattan. As Figure 3

indicates, the PJL/Route 17 Corridor (67%) and the northeast area of the County (20%) account for

the vast majority of these 17,000 weekday trips to Manhattan. This Figure shows the 2010 work trips

to Manhattan by Town and City (more detail is provided in the Appendix in Table 2).


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4. Mode Share of Work Trips

Automobile, rail, and bus are the three predominant modes for journey-to-work travel between

Orange County and Manhattan.

Automobile is generally perceived to provide the convenience of quick door-to-door travel using the

street and highway network. However, increases in roadway congestion, tolls, and parking fees can

diminish the auto experience.

Bus travel provides a one-seat ride from various bus stations in the Route 17/PJL Corridor and the

northeast area of Orange County to Manhattan. Most bus services from Orange County terminate at

the Port Authority Bus Terminal on 42nd Street in Midtown Manhattan, with some buses terminating at

the George Washington Bridge Bus Station in Upper Manhattan, and some buses providing local

stops and serving Lower Manhattan. Increases in roadway congestion can diminish the travel time

advantages that bus provides over rail.

Rail travel to Manhattan is possible from various stations along the PJL, or by the Hudson Line’s

Beacon Station. Although the Beacon Station is located across the Hudson River from Orange

County, it is easily accessible from Newburgh. There is a ferry service from Newburgh to Beacon and

travel by automobile is possible via Interstate 84 over the Newburgh-Beacon Bridge. These travel

options help make the Hudson Line’s Beacon Station an attractive alternative for some Orange

County residents, especially those living in the northeast area of the county. Travel via the Hudson

Line provides a one-seat ride to Midtown Manhattan, which also contributes to its attractiveness.

Travel via the PJL requires a transfer to all Manhattan destinations; either at Secaucus Junction or

Hoboken Terminal.

Figure 4 graphically portrays the mode share of work trips to Manhattan for the 15 Orange County

Municipalities with the greatest number of trips. Municipalities in the PJL/Route 17 Corridor exhibit a

low rail share. Rail shares increase with proximity to the northeast area of Orange County.

Countywide, 54% of the weekday trips from Orange County to Manhattan are made by automobile.

Rail accounts for 25% and bus accounts for 21% of weekday trips. The Countywide automobile share

is about the same for the two growth areas; however, the bus versus train mode share for transit trips

to Manhattan from these two areas vary greatly.

The Mode Share for trips to Manhattan from the northeast area of the county is 58% Auto,

37% Rail, and 5% Bus. Rail is the dominant transit mode from the northeast area of Orange

County.

The Mode Share for trips to Manhattan from the Route 17/PJL Corridor is 54% Auto, 27%

Bus, and 19% Rail.

Differences in regional histories and the current differences in transportation offerings help explain the

wide disparities in the transit mode choice. Metro-North’s Hudson Line service is attractive to

residents in the northeast area of Orange County travelling to New York City for the reasons noted

above. Hudson Line rail service itself is superior to bus service to New York City from the northeast

area of Orange County in terms of frequency, travel time, and the ability to offer a one-seat ride to

Manhattan. In the Route 17/PJL Corridor, a one-seat ride, more frequent service during the peak and

off-peak periods, and comparatively shorter travel times, make the bus competitive in this corridor.

Finally, use of the Hudson Line and the PJL by residents is exhibited in Figure 5, reflects the ease of

access to those Lines in most cases. The Hudson Line is the dominant rail share in the Northeast

area of Orange County. Conversely, rail travel in the Route 17/PJL Corridor to Manhattan is


predominantly via Metro-North’s Port Jervis Line. Although the Hudson Line provides superior

service, access to it from the municipalities in the Route 17/PJL Corridor requires an “out-of-the way”

journey by automobile to the northeast.


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5. Manhattan Destinations

As previously stated, there are nearly 17,000 trips from Orange County to Manhattan every weekday.

The destinations in Manhattan are unevenly distributed across the borough. The distribution pattern

for these Manhattan destinations can be seen in Figure 6. In order to provide a description of the

17,000 daily trips, Manhattan has been divided into the following three geographic zones:

Upper Manhattan, north of 72nd Street, destination for 23% of trips

Midtown Manhattan, between 14th Street and 72nd Street, destination for 57% of trips

Lower Manhattan, below 14th Street, destination for 20% of trips

The Midtown and Lower Manhattan destination zones are considered as the two Manhattan Central

Business Districts (CBDs).

Rail customers traveling from Orange County to Manhattan most often travel via the Hudson Line or

the PJL.

Orange County residents who opt for the Hudson Line, most often use the Beacon Station and enjoy

a one-seat ride to Grand Central Terminal and east Midtown Manhattan.

Commuters who use the PJL must make a transfer to arrive in Manhattan; either making use of a

second rail service (via a transfer at Secaucus Junction arriving in west Midtown Manhattan at Penn

Station), a ferry service (departing Hoboken Terminal and arriving at several locations on the west

side of Manhattan), or a PATH subway service (departing at Hoboken Terminal and arriving either in

Lower Manhattan at the PATH World Trade Center Station or various station stops between

Christopher Street and 33rd Street, on the PATH 33rd Street Line). The available transfer options for

PJL customers are dependent upon the ultimate Manhattan destination.

Bus Customers traveling from Orange County to Manhattan have a wide array of pickup locations in

Orange County and can travel to either Midtown Manhattan (most often the Port Authority Bus

Terminal in west Midtown Manhattan) or lower Manhattan with a one-seat ride.

Figure 7 exhibits the modal splits for trips between Orange County and the three Manhattan

geographic zones. Figure 8 illustrates the rail line share for each of the Manhattan destination zones.

These are discussed below.

5.1 Trips to Upper Manhattan

As shown in Figure 7, the auto share at 85%, is dominant in Upper Manhattan. The bus share is 11%,

followed by the rail share of 4%.

It is assumed that auto dominance in Upper Manhattan is mostly due to the need to make multiple

transfers to reach this area from Orange County by rail or bus. A closer look at the demographics

could find many journey-to-work trips from Orange County occurring outside the traditional peak

period, making the use of transit from Orange County even more challenging than for trips to Midtown

and Lower Manhattan.

5.2 Trips to Midtown Manhattan (14th Street to 72nd Street)


Of the 10,000 weekday trips from Orange County to Midtown Manhattan, 64% originate in the Route

17/PJL Corridor. The northeast area of Orange County accounts for 19% of trips. Together, these two

growth areas account for about 83% of the trips between Orange County and Midtown Manhattan.

As a whole, the rail and bus share of weekday trips between Orange County and Midtown Manhattan

are about the same, 27% are bus trips and 25% are rail trips. The automobile accounts for a

significantly higher mode share, 47% of weekday trips. Comprising the rail share, 59% of rail

customers traveling to Midtown Manhattan use the PJL or Pascack Valley Line and 41% of rail

customers use the Hudson Line. These shares, however, are not uniform across the county.

Northeast Area of Orange County to Midtown Manhattan Destinations –The mode shares from

the northeast area of Orange County to Midtown Manhattan are 49% Auto, 6% Bus, and 45%

Rail. Rail transit plays a large role in this market. The use of rail from the northeast area of

Orange County at 45% is significantly higher than countywide figure of 25%. Conversely, the 6%

bus use from the northeast area of Orange County is a very small share when compared to the

countywide share of 27%. For more detailed information, refer to Table 5.

Route 17/PJL Corridor to Midtown Manhattan Destinations –The mode shares from the Route

17/PJL Corridor to Midtown Manhattan are 47% Auto, 35% Bus, and 19% Rail. The rail share

19% in this commuter market is significantly less than the bus share 35%.

More detailed weekday trip information for Midtown Manhattan, including a breakout of the nearly

10,000 Weekday Daily Trips by origin municipality and mode in provided in Table 5.

5.3 Trips to Lower Manhattan (Below 14th Street)

Lower Manhattan is the destination for about 3,300 of the weekday trips Orange County residents

make to Manhattan. This represents about 20% of the trips to Manhattan.

Of the total weekday trips to Lower Manhattan from Orange County, 65% originate in the Route

17/PJL Corridor and 24% originate from the northeast area of Orange County. These two growth

areas account for about 89% of the nearly 3,300 trips from Orange County to Lower Manhattan.

The rail share of travel from Orange County to Lower Manhattan destinations is significantly higher

than compared to the rail share of travel from Orange County to Midtown Manhattan destinations.

Only 16% of trips originating in Orange County and traveling to Lower Manhattan arrive by bus,

whereas 27% in the Midtown Manhattan market. Conversely, 46% of the Lower Manhattan market

arrives by rail, significantly higher than 25% rail share to Midtown Manhattan. Of the rail share, 89%

of rail customers are using the PJL or Pascack Valley Line and 11% of the total rail customers use

the Hudson Line.

Northeast Area of Orange County to Lower Manhattan Destinations – The mode share of travel

from the northeast area of Orange County to Lower Manhattan are 49% Auto, 4% Bus, and 46%

Rail. Rail transit plays a large role in this market. Conversely, only 4% of trips are by bus. This

may be attributed to the fact that Metro-North’s Hudson Line provides more frequent service

during the peak and off-peak hours.

Route 17/PJL Corridor to Lower Manhattan Destinations - The mode share from the Route

17/PJL Corridor to Lower Manhattan is 35% Auto, 22% Bus, and 43% Rail. The rail share (43%)

in this commuter market is almost double the bus share (22%). Rail is dominant but to a lesser

degree than in the northeast area of Orange County. The PJL has lower frequencies of service.

Rail is the preferred mode of transit to reach Lower Manhattan from both growth areas. In general, rail

provides a superior service to the bus in travel to Lower Manhattan.


For more detailed information, such as origin municipality and mode of these trips, please refer to

Table 6.


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Appendix A1- Tables

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Table 1: Orange County Population by Municipality – Years 2010 and 2040

The below table provides detailed population information for the years 2010 and 2040, broken out by municipality. The municipality-level data is then aggregated to provide a countywide summary, as well as summaries for the municipalities comprising the Route 17/PJL Corridor (highlighted in light gray) and the northeast area of Orange County (highlighted in dark gray).

Municipalities highlighted in Light Gray comprise Route 17/PJL Corridor

Municipalities highlighted in Dark Gray comprise Northeast Orange County Area

ORANGE COUNTY POPULATION

Number % of All County

Orange County Municipality 2010 2040* 2010 2040*

Blooming Grove 17,969 21,776 5% 4%

Chester 11,881 16,992 3% 3%

Cornwall 12,658 16,181 3% 3%

Crawford 9,313 12,441 2% 2%

Deerpark 7,901 13,784 2% 3%

Goshen 13,691 22,266 4% 4%

Greenville 4,616 6,387 1% 1%

Hamptonburgh 5,508 8,168 1% 2%

Highlands 12,495 15,624 3% 3%

Middletown 22,004 27,494 6% 5%

Minisink 4,490 6,213 1% 1%

Monroe 40,624 59,764 11% 12%

Montgomery 22,638 29,872 6% 6%

Mount Hope 7,017 9,147 2% 2%

Newburgh 29,732 38,793 8% 8%

Newburgh City 28,935 34,433 8% 7%

New Windsor 25,263 33,972 7% 7%

Port Jervis 8,828 10,261 2% 2%

Tuxedo 3,624 7,803 1% 2%

Wallkill 33,510 48,119 9% 10%

Wawayanda 7,266 9,554 2% 2%

Woodbury 10,686 16,473 3% 3%

Warwick 32,162 39,779 9% 8%

Area Number % of All County

Route 17/PJL Corridor 182,528

252,664 49% 50%

Northeast OC 119,226

153,252 32% 30%

Rt 17/PJL Corridor + NE Orange County 301,754

405,916 81% 80%

Total 372,812

505,298 100% 100%

Source: NYMTC Socioeconomic and Demographic Forecasts April 2013


Table 2: Orange County, 2010 Daily Trips to Manhattan by Municipality and Mode Split

The below table provides more detailed mode share information for the year 2010, broken out by municipality. The municipality-level data is then aggregated to provide a countywide summary, as well as summaries for the municipalities comprising the Route 17/PJL Corridor (highlighted in light gray) and the northeast area of Orange County (highlighted in dark gray).

Municipalities highlighted in Light Gray comprise Route 17/PJL Corridor Municipalities highlighted in Dark Gray comprise Northeast Orange County Area

Mode Split

By Trips By Percent

Auto Bus Rail Total Auto Bus Rail Total

Blooming Grove 627 234 310 1,171 54% 20% 26% 100%

Chester 943 454 277 1,674 56% 27% 17% 100%

Cornwall 126 6 143 275 46% 2% 52% 100%

Crawford 251 0 143 394 64% 0% 36% 100%

Deerpark 96 0 38 134 72% 0% 28% 100%

Goshen 330 174 60 564 59% 31% 11% 100%

Greenville 32 0 17 49 65% 0% 35% 100%

Hampton burgh 81 23 163 267 30% 9% 61% 100%

Highlands 205 13 18 236 87% 6% 8% 100%

Middletown 191 169 41 401 48% 42% 10% 100%

Minisink 0 0 0 0 0% 0% 0% 0%

Monroe 814 715 349 1,878 43% 38% 19% 100%

Montgomery 475 36 241 752 63% 5% 32% 100%

Mount Hope 28 4 44 76 37% 5% 58% 100%

Newburgh 341 21 274 636 54% 3% 43% 100%

Newburgh City 228 40 157 425 54% 9% 37% 100%

New Windsor 810 63 464 1,337 61% 5% 35% 100%

Port Jervis 62 7 158 227 27% 3% 70% 100%

Tuxedo 173 389 100 662 26% 59% 15% 100%

Wallkill 1,159 246 401 1,806 64% 14% 22% 100%

Wawayanda 122 27 47 196 62% 14% 24% 100%

Woodbury 724 163 360 1,247 58% 13% 29% 100%

Warwick 1,330 827 362 2,519 53% 33% 14% 100%

Orange County Origin Auto Bus Rail Total Auto Bus Rail Total

Route 17/PJL Corridor 6,118 2,982 2,160 11,260 54% 26% 19% 100%

(67% of Trip Origins to Manhattan)

Northeast Orange County 1,980 166 1,279 3,425 58% 5% 37% 100%


Rt 17/PJL Corridor + NE Orange County 8,098 3,148 3,439 14,685 55% 21% 23% 100%


All Towns/Cities (Countywide) 9,148 3,611 4,167 16,926 54% 21% 25% 100%

(100% of Trip Origins)



Table 3: Orange County, 2010 Daily Trips to Manhattan by Municipality by Rail Line Share

This table provides detailed information on the year 2010 rail ridership split between the Hudson Line and the West of Hudson Lines (the Pascack Valley Line and the Port Jervis Line), broken out by municipality. The municipality-level data is then aggregated to provide the countywide, the Route 17/PJL Corridor (highlighted in light gray), and the northeast area of Orange County (highlighted in dark gray) summaries.

Municipalities highlighted in Light Gray comprise Route 17/PJL Corridor Municipalities highlighted in Dark Gray comprise Northeast Orange County Area

Rail Line Split Trips Percent

Rail (WoH) Rail (HL) Total Rail (WoH) Rail (HL) Total

Blooming Grove 295 15 310 95% 5% 100%

Chester 277 0 277 100% 0% 100%

Cornwall 59 84 143 41% 59% 100%

Crawford 76 67 143 53% 47% 100%

Deerpark 38 0 38 100% 0% 100%

Goshen 55 5 60 92% 8% 100%

Greenville 9 8 17 53% 47% 100%

Hampton burgh 147 16 163 90% 10% 100%

Highlands 0 18 18 0% 100% 100%

Middletown 38 3 41 93% 7% 100%

Minisink 0 0 0 0% 0% 100%

Monroe 340 9 349 97% 3% 100%

Montgomery 48 192 240 20% 80% 100%

Mount Hope 44 0 44 100% 0% 100%

Newburgh 10 264 274 3% 97% 100%

Newburgh City 5 152 157 3% 97% 100%

New Windsor 149 315 464 32% 68% 100%

Port Jervis 158 0 158 100% 0% 100%

Tuxedo 100 0 100 100% 0% 100%

Wallkill 344 57 401 86% 14% 100%

Wawayanda 40 7 47 85% 15% 100%

Woodbury 347 14 361 96% 4% 100%

Warwick 353 10 363 97% 3% 100%

Orange County Origin WoH HL Total WoH HL Total

Route 17/PJL Corridor (67% of Trip Origins to Manhattan) 2,049 113 2,162 95% 5% 100%


Northeast Orange County (20% of Trip Origins to Manhattan) 271 1,007 1,278 21% 79% 100%

Rt. 17/PJL Corridor + NE Orange County (87% of Trip Origins to Manhattan) 2,320 1,120 3,440 67% 33% 100%

All Municipalities (100% of Trip Origins) 2,932 1,236 4,168 70% 30% 100%



Table 4: Monthly Commutation Service Comparison - Rail vs. Bus from Orange County

Travel Time and Frequency - PJL Trains vs Coach USA Buses (Harriman to/from Midtown Manhattan)

Number of Trips Peak Travel Times (in Minutes) Headways during Peak (in Minutes)

Inbound AM Peak PM Peak Off-Peak Total Mean Mean

Train from Harriman to NY Penn (via transfer at Secaucus Jct.) 8 X 5 13 80 31

Bus from Harriman (Central Valley) to PABT* 27 X 5 32 66 10

Outbound AM Peak PM Peak Off-Peak Total Mean Mean

Train from NY Penn (via transfer at Secaucus Jct.) to Harriman X 7 7 14 75 31

Bus from PABT to Harriman (Central Valley) X 15 13 28 63 18

*In eight instances, a second or third inbound bus is scheduled for both a simultaneous departure from Harriman (Central Valley) and simultaneous arrival at PABT. It is assumed that these buses are scheduled to accommodate a high rider volume. These second and third buses with simultaneous departure/arrival times are not included in the trip numbers because they do not provide additional travel options.

MNR defines an AM Peak train as any train arriving at its terminus prior to 10 AM; in this case, the terminus for PJL trains is Hoboken Terminal. For the purpose of travel time calculations, train arrivals at Penn Station were considered an appropriate comparison to bus arrival at PABT. This results in one less train (7), then is used in the peak calculations (8).

Travel Time and Frequency - PJL Trains vs Coach USA Buses - Middletown to/from Midtown Manhattan



Train from Middletown/Town of Wallkill to NY Penn (via transfer at Secaucus Jct.) 8 X 5 13 115 33

Bus from Middletown (14 Railroad Ave.) to PABT* 12 X 14 26 103 21


Train from NY Penn (via transfer at Secaucus Jct.) to Middletown/Town of Wallkill X 7 7 14 107 31

Bus from PABT to Middletown (14 Railroad Ave.) X 10 15 25 100 24

*In three instances, a second or third inbound bus is scheduled for both a simultaneous departure from Middletown (14 Railroad Ave.) and simultaneous arrival at PABT. It is assumed that these buses are scheduled to accommodate a high rider volume. These simultaneous departures/arrivals are not included in the trip numbers because they do not provide more travel options.

MNR defines an AM Peak train as a train which arrives at its terminus prior to 10 AM; in this case the terminus for PJL trains is Hoboken Terminal. For the purpose of travel time calculations, train arrival at Penn Station was considered an appropriate comparison to bus arrival at PABT. This results in one less train (7), then is used in the peak calculations (8).


Travel Time and Frequency - PJL Trains vs Coach USA Buses (Harriman to/from Downtown Manhattan)



Train from Harriman to PATH WTC (via transfer at HOB) 8 X 5 13 90 31

Bus from Harriman (Central Valley) to Broadway & Wall St. 5 X 0 5 89 35


Train from PATH WTC (via transfer at HOB) to Harriman X 7 8 15 86 31

Bus from Trinity St. & Exchange St. to Harriman (Central Valley)* X 3 0 3 97 28*

MNR defines an AM Peak train as any train arriving at its terminus prior to 10 AM; in this case, the terminus for PJL trains is Hoboken Terminal. For the purpose of travel time calculations, train arrivals/departures at PATH WTC Station were considered an appropriate comparison to bus arrival at arrivals at Broadway & Wall St and bus departures at Trinity & Exchange St.

* Major Caveat- last bus leaves at 5:10, so there is very limited flexibility. Three buses leave between 4:15-5:10.

Travel Time and Frequency - PJL Trains vs Coach USA Buses - Middletown to/from Downtown Manhattan



Train from Middletown/Town of Wallkill to PATH WTC (via transfer at HOB) 8 X 5 13 123 31

Bus from Middletown (14 Railroad Ave.) to Broadway & Wall St.* 1 X 0 1 118 0


Train from PATH WTC (via transfer at HOB) to Middletown/Town of Wallkill X 7 8 15 118 31

Bus from Trinity St. & Exchange St. to Middletown (14 Railroad Ave.)* X 2 0 2 139 55

MNR defines an AM Peak train as a train which arrives at its terminus prior to 10 AM; in this case the terminus for PJL trains is Hoboken Terminal. For the purpose of travel time calculations, train arrival at Penn Station was considered an appropriate comparison to bus arrival at PABT. This results in one less train (7), then is used in the peak calculations (8).

* Major Caveat- Only one bus inbound at departing Middletown at 5:30 AM, only two buses outbound at 4:15 and 5:10, so there is very limited flexibility.


Travel Time and Frequency - PJL Trains vs Coach USA Buses - Newburgh to/from Midtown Manhattan


Inbound- Newburgh to Beacon AM Peak PM Peak Off-Peak Total Mean Mean

Train Trip from Beacon to Grand Central Terminal (including travel time from Newburgh to Beacon) 13 X 18 31 99 19

Bus from Newburgh to PABT or 40th Street and 8th Avenue * 12 X 10 22 90 18


Train Trip from Grand Central Terminal to Beacon (including travel time from Beacon to Newburgh) X 12 19 31 96 20

Bus from PABT to Newburgh X 9 13 22 94 23

*In 3 instances, a second inbound bus is scheduled for both a simultaneous departure from Newburgh (Shortline Terminal) and simultaneous arrival at PABT. It is assumed that these buses are scheduled to accommodate a high rider volume. These second bus with simultaneous departure/arrival times are not included in the trip numbers because they do not provide additional travel options.

Source: MTA Metro-North Port Jervis Line Schedule Timetable Effective: May 7, 2017; MNR Fares & Ticket Information - http://web.mta.info/mnr/html/fares.htm; CoachUSA ShortLine Bus Schedules Effective from May 17, 2017-


Table 5: 2010 Daily Trips, Midtown Manhattan (14th St. to 72nd St.) from Orange County by Mode Split

The below table provides more detailed mode share information for travel from Orange County to Midtown

Manhattan for the year 2010, broken out by municipality. The municipality-level data is then aggregated to

provide a countywide summary, as well as summaries for the municipalities comprising the Route 17/PJL

Corridor (highlighted in light gray) and the northeast area of Orange County (highlighted in dark gray).


Municipalities highlighted in Dark Gray comprise Northeast Orange County

By Trips By Percent

Auto Bus Rail Total Auto Bus Rail Total

Blooming Grove 264 149 131 544 49% 27% 24% 100%

Chester 373 363 192 928 40% 39% 21% 100%

Cornwall 60 5 96 161 37% 3% 60% 100%

Crawford 245 0 132 377 65% 0% 35% 100%

Deerpark 41 0 18 59 69% 0% 31% 100%

Goshen 140 141 42 323 43% 44% 13% 100%

Greenville 21 0 9 30 70% 0% 30% 100%

Hamptonburgh 70 19 132 221 32% 9% 60% 100%

Highlands 128 12 13 153 84% 8% 8% 100%

Middletown 74 76 20 170 44% 45% 12% 100%

Minisink 0 0 0 0 0% 0% 0% 0%

Monroe 402 496 116 1,014 40% 49% 11% 100%

Montgomery 291 31 193 515 57% 6% 37% 100%

Mount Hope 16 2 21 39 41% 5% 54% 100%

Newburgh 244 13 197 454 54% 3% 43% 100%

Newburgh City 8 6 28 43 19% 15% 66% 100%

New Windsor 285 44 302 631 45% 7% 48% 100%

Port Jervis 38 6 55 99 38% 6% 56% 100%

Tuxedo 136 334 75 545 25% 61% 14% 100%

Wallkill 560 163 280 1,003 56% 16% 28% 100%

Wawayanda 93 22 27 142 65% 15% 19% 100%

Woodbury 395 124 193 712 55% 17% 27% 100%

Warwick 712 652 203 1,567 45% 42% 13% 100%

By Trips By Percent

FROM Auto Bus Rail Total Auto Bus Rail Total

Route 17/PJL Corridor 64% of Trip Origins

2,920

2,164

1,177

6,261

47%

35%

19%

100%

Northeast Orange County 19% of Trip Origins

888

100

816

1,804

49%

6%

45%

100%

Rt. 17/PJL Corridor + NE Orange County 83% of Countywide Trip Origins

3,808

2,264

1,993

8,065

47%

28%

25%

100%

COUNTYWIDE (All Municipalities) (100% of Trip Origins)

4,596

2,659

2,475

9,730

47%

27%

25%

100%



Table 6: 2010 Daily Trips, Lower Manhattan (South of 14th St.) from Orange County by Mode Split

The below table provides more detailed mode share information for travel between Orange County and Lower

Manhattan for the year 2010, broken out by municipality. The municipality-level data is then aggregated to

provide a countywide summary, as well as summaries for the municipalities comprising the Route 17/PJL

Corridor (highlighted in light gray) and the northeast area of Orange County (highlighted in dark gray).


Municipalities highlighted in Dark Gray comprise Northeast Orange County

Mode Split

By Trips By Percent

Auto Bus Rail Total Auto Bus Rail

Blooming Grove 223 79 169 471 47% 17% 36% 100%

Chester 44 22 76 142 31% 15% 54% 100%

Cornwall 23 1 43 67 34% 1% 64% 100%

Crawford 6 0 11 17 35% 0% 65% 100%

Deerpark 10 0 17 27 37% 0% 63% 100%

Goshen 16 15 17 48 33% 31% 35% 100%

Greenville 12 0 8 20 60% 0% 40% 100%

Hamptonburgh 10 4 32 46 22% 9% 70% 100%

Highlands 3 4 7 43% 0% 57% 100%

Middletown 22 36 20 78 28% 46% 26% 100%

Minisink 0 0 0 0 0% 0% 0% 0%

Monroe 150 151 227 528 28% 29% 43% 100%

Montgomery 41 3 37 81 51% 4% 46% 100%

Mount Hope 10 2 22 34 29% 6% 65% 100%

Newburgh 47 7 75 128 37% 5% 58% 100%

Newburgh City 35 13 73 121 29% 11% 60% 100%

New Windsor 251 12 146 409 61% 3% 36% 100%

Port Jervis 24 2 103 129 19% 2% 80% 100%

Tuxedo 6 7 24 37 16% 19% 65% 100%

Wallkill 55 26 97 178 31% 15% 54% 100%

Wawayanda 29 5 20 54 54% 9% 37% 100%

Woodbury 92 25 161 278 33% 9% 58% 100%

Warwick 149 114 155 418 36% 27% 37% 100%

FROM Auto Bus Rail Total Auto Bus Rail Total

Route 17/PJL Corridor (65% of Trip Origins)

751

468

922

2,141

35%

22%

43%

100%

Northeast Orange County (24% of Trip Origins)

397

35

374

806

49%

4%

46%

100%

Rt. 17/PJL Corridor + NE Orange County (89% of Countywide Trip Origins)

1,148

503

1,296 2,947 39% 17% 44% 100%

Countywide (All Municipalities) (100% of Trip Origins)

3,185 1,372 3,732 8,289 38% 17% 45% 100%


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