Port Authority Of New York And New Jersey Research Articles

Moving Toward Asphalt Binder and Mixture Protocols to Minimize Fatigue Cracking on Asphalt Airfields

The Port Authority of New York and New Jersey (PANYNJ) owns and operates two of the most heavily used airports in the United States. Newark Liberty International Airport (Newark) in New Jersey and John F. Kennedy International Airport (JFK) in New York handle approximately 1 million arrivals and departures each year. Although their runways witness an extreme amount of loading, the primary distress observed on them is top-down fatigue cracking with little to no rutting. Recently, the PANYNJ observed premature top-down fatigue cracking at two runways at Newark. After an evaluation of several runways at JFK and Newark, it was discovered that asphalt mixtures of similar design were resulting in varying levels of fatigue cracking performance. For a better understanding of the fatigue cracking performance of asphalt mixtures placed on airport runways in the New York and New Jersey area, a forensic study was conducted on field cores recovered from five runways maintained by PANYNJ. Asphalt binder was recovered and tested from the field cores at different depths from the pavement surface. The test results of the study showed that the Δ Tcr parameter, measured with the critical low-temperature results from a bending beam rheometer, could be used within a purchase specification to help mitigate the potential receipt of asphalt binders prone to accelerated aging and cracking. Meanwhile, the overlay tester and the semicircular bending flexibility index were found to be capable of potential implementation as quality control tests to ensure that asphalt mixtures produced for asphalt airfields in the New York and New Jersey area were not susceptible to top-down fatigue cracking.

ETC adoption, time-of-travel choice, and comprehensive policies to enhance time-of-day pricing: a stated preference investigation

The main objective of this paper is to gain insight into the interconnections between the decision to use electronic toll collection, the choice of time-of-travel, and comprehensive policies that enhance the effectiveness of time-of-day pricing. This is an important topic of research because of pricing’s potential role in transportation demand management. To this effect, the paper estimates discrete choice models using stated preference data collected from users of the Port Authority of New York and New Jersey (PANYNJ) facilities in the New York City metropolitan area. The paper discusses descriptive analysis, analyzes the results of the models estimated, and identifies policy implications. The research concludes that the choices of payment method and time-of-travel are interconnected, and that the effectiveness of time-of-day pricing could be significantly enhanced through the use of measures that reduce crossing times for the alternatives that produce the least congestion, combined with initiatives that increase time of arrival flexibility.

Pay to drive in my bus lane: A stated choice analysis for the proposed Lincoln Tunnel HOT lane into Manhattan

This paper presents the findings from a stated choice (SC) analysis conducted in the context of proposed changes to the lane system in use for the Lincoln Tunnel crossing into Manhattan. Currently, the approach road (NJ 495) to the Lincoln Tunnel has six lanes, with three in each direction. During the weekday morning peak period, The Port Authority of New York and New Jersey (PANYNJ) operates a 2.5 miles exclusive bus lane (XBL) for traffic bound for Manhattan. The PANYNJ is considering creating, from existing lanes, a second XBL with the option for passenger vehicles to use it in return for an additional toll, in effect turning it into a high occupancy toll (HOT) lane. Such an approach to increase capacity and reduce congestion is unique nationally and this study looks at drivers' choices between using standard lanes, paying extra to drive on a HOT lane (the new XBL lane), switch to earlier or later departure times, or change their mode of travel. The analysis shows significant differences in the valuation of travel time savings between different population groups and also different departure time periods. The models also reveal a reluctance to change to other crossings, accept changes in departure time or switch to alternative modes.

Port Authority of New York and New Jersey Criterion Pollutant and Greenhouse Gas Emission Inventory

The Port Authority of New York and New Jersey (PANYNJ) has adopted a policy to reduce its greenhouse gas (GHG) emissions by 80% by the year 2050. For this project, E. H. Pechan & Associates, Inc., and Southern Research Institute developed 2006, 2007, and 2008 calendar year GHG and criteria pollutant emission inventories for PANYNJ facilities and operations, including the emissions of its tenants (e.g., airlines and shippers) and patrons [e.g., airport passengers and Port Authority TransHudson (PATH) riders]. In addition, the consulting team developed and implemented systems that allow for annual tracking and reporting of GHG emissions. PANYNJ manages and maintains the bridges, tunnels, bus terminals, airports, PATH commuter rail system, and marine terminals that are critical to the metropolitan New York and New Jersey region's trade and transportation capabilities. Major facilities owned, managed, operated, or maintained by PANYNJ include John F. Kennedy International, Newark Liberty International, and LaGuardia Airports; the George Washington Bridge; the Lincoln and Holland Tunnels; Port Newark and the Howland Hook Marine Terminal; the Port Authority Bus Terminal; and the 16-acre World Trade Center site in lower Manhattan. This paper describes the methods used to develop consistent GHG and criterion pollutant emission estimates for a diverse set of source types and how these methods have been updated as new information and new protocols have emerged.

Behavioral investigation on the factors that determine adoption of an electronic toll collection system: Freight carriers

The objective of this paper is to discuss the insight gained into the attitudinal factors that explain freight carriers’ decisions to use electronic toll collection (ETC). The paper uses the freight carrier survey data collected for the Port Authority of New York and New Jersey (PANYNJ). The qualitative analysis of the data identifies the potential reasons and factors that determined users’ and nonusers’ different responses towards ETC. In addition, a discrete choice modeling process was undertaken to quantify the relationship between the decision to use ETC and the explanatory variables. The modeling results indicate that freight carriers’ ETC choice depends on: the frequency of passing through the PANYNJ facilities, awareness of the ETC features, and business attributes such as company size, origins and destinations of deliveries, the business type, and the commodity types transported. Several important interaction terms were also explored. The paper also undertakes a comparative analysis to identify commonalities and differences between the behavior of freight users, and the behavior of passenger car users identified in a companion paper. This analysis reveals: (1) the importance of awareness campaigns to let potential facility users know the key features of the ETC system; (2) that the intensity of the potential use is a major motivating factor to embrace ETC; (3) that different users seek/value different aspects of ETC; and (4) that there are important user segments that, for reasons not entirely understood, are reluctant to embrace ETC. Since the intensity of use is not a variable that could be influenced by policy measures–as it is determined by the market dominance of the carrier–the best way to increase the market share of ETC is with the use of awareness campaigns aimed at the industry segments, e.g., independent owner operators, that are reluctant to use this important technology.

Value of Travel Time Estimation Using Hierarchical Bayesian Mixed Logit Approach

This paper investigates the value of travel time (VOTT) of commuters traveling on toll facilities of the Port Authority of New York and New Jersey (PANYNJ) and the New Jersey Turnpike (NJTPK) in a time-of-day pricing system. The methodology proposed to estimate VOTT develops hierarchical Bayesian mixed logit models using travel surveys conducted as part of evaluation studies of PANYNJ and NJTPK facilities. The proposed approach is a novel method for examining commuters' behavior on the basis of flexible model specifications. Empirical results show that travel time, toll, income, and departure time are statistically significant parameters affecting VOTT of commuters on PANYNJ toll facilities. Mean VOTT estimates are found to be about $16.5/h for PANYNJ E-ZPass peak users and about $15.15/h for PANYNJ E-ZPass off-peak users, with standard deviation estimates close to $6.45/h during peak periods and $5.72/h during off-peak hours. Similarly, mean VOTT estimates are found to be around $16.3/h for NJTPK E-ZPass peak users and about $14.79/h for NJTPK E-ZPass off-peak users, with standard deviation estimates close to $5.48/h during peak periods and $4.56/h during off-peak hours.

Evaluation of Impacts of Time-of-Day Pricing Initiative on Car and Truck Traffic

The traffic impacts of the time-of-day pricing program initiated by the Port Authority of New York and New Jersey (PANYNJ) on March 25, 2001, are analyzed. The analyses are based on the traffic data routinely collected at all toll lanes by PANYNJ. Since terrorist attacks at the World Trade Center disrupted the transportation network and made it impossible to isolate and analyze user reaction to the PANYNJ toll prices, only the period before the events of September 11, 2001, was considered. The research has confirmed a statistically significant shift toward prepeaks, in both mornings (5 to 6 a.m.) and afternoons (3 to 4 p.m.), in car traffic percentage share after the time-of-day pricing. Also, weekday truck traffic percentage share showed a statistically significant shift to morning prepeak (5 to 6 a.m.) and afternoon postpeak hours (7 to 8 p.m.). However, weekend car and truck traffic percentage shares did not have statistically significant changes during peak shoulder hours (11 a.m. to 2 p.m. and 8 to 9 p.m.). These findings indicated that PANYNJ time-of-day pricing initiative was successful in spreading weekday peak period traffic to the hours just before or after the peak toll rates are in effect, mainly for passenger cars. As observed from descriptive analysis of commercial surveys, however, even though PANYNJ time-of-day pricing gives truckers an incentive to shift their travel periods, it is not the only factor affecting the truckers’ travel pattern.

Evaluation of Impacts of Time-of-Day Pricing Initiative on Car and Truck Traffic: Port Authority of New York and New Jersey

The traffic impacts of the time-of-day pricing program initiated by the Port Authority of New York and New Jersey (PANYNJ) on March 25, 2001, are analyzed. The analyses are based on the traffic data routinely collected at all toll lanes by PANYNJ. Since terrorist attacks at the World Trade Center disrupted the transportation network and made it impossible to isolate and analyze user reaction to the PANYNJ toll prices, only the period before the events of September 11, 2001, was considered. The research has confirmed a statistically significant shift toward prepeaks, in both mornings (5 to 6 a.m.) and afternoons (3 to 4 p.m.), in car traffic percentage share after the time-of-day pricing. Also, weekday truck traffic percentage share showed a statistically significant shift to morning prepeak (5 to 6 a.m.) and afternoon postpeak hours (7 to 8 p.m.). However, weekend car and truck traffic percentage shares did not have statistically significant changes during peak shoulder hours (11 a.m. to 2 p.m. and 8 to 9...

Analysis of Time-of-Day Pricing Impacts at Port Authority of New York and New Jersey Facilities

Time-of-day pricing policies provide lower toll rates during off-peak hours to reduce peak-hour traffic congestion. Time-of-day pricing was introduced at the Port Authority of New York and New Jersey (PANYNJ) bridges and tunnels on March 25, 2001, for E-ZPass users only. According to PANYNJ, 2 months after the implementation of the program, preliminary statistics indicated greater use of E-ZPass and some increase in off-peak travel. PANYNJ operates six toll facilities: George Washington Bridge, Lincoln Tunnel, Holland Tunnel, Bayonne Bridge, Goethals Bridge, and Outerbridge Crossing. In this paper, the relationship between toll price and travel demand at PANYNJ facilities was investigated with traffic data before and after the introduction of the time-of-day pricing program. Two main approaches were used. First, short-term elasticities were calculated with monthly traffic data from April through August for 2000 and 2001. Next, medium-term elasticities were calculated with monthly traffic data from May through August for 2000 and 2002. Seasonal variations in the database were also considered by performing related statistical tests.

Analysis of Time-of-Day Pricing Impacts at Port Authority of New York and New Jersey Facilities

Time-of-day pricing policies provide lower toll rates during off-peak hours to reduce peak-hour traffic congestion. Time-of-day pricing was introduced at the Port Authority of New York and New Jersey (PANYNJ) bridges and tunnels on March 25, 2001, for E-ZPass users only. According to PANYNJ, 2 months after the implementation of the program, preliminary statistics indicated greater use of E-ZPass and some increase in off-peak travel. PANYNJ operates six toll facilities: George Washington Bridge, Lincoln Tunnel, Holland Tunnel, Bayonne Bridge, Goethals Bridge, and Outerbridge Crossing. In this paper, the relationship between toll price and travel demand at PANYNJ facilities was investigated with traffic data before and after the introduction of the time-of-day pricing program. Two main approaches were used. First, short-term elasticities were calculated with monthly traffic data from April through August for 2000 and 2001. Next, medium-term elasticities were calculated with monthly traffic data from May thr...

Beneficial use of dredged material for habitat creation, enhancement, and restoration in New York–New Jersey Harbor

A comprehensive Dredged Material Management Plan (DMMP) has been developed by the US Army Corps of Engineers, New York District (USACE–NYD) and the Port Authority of New York and New Jersey (PANY/NJ). The primary objective of the DMMP is to identify cost-effective and environmentally acceptable alternatives for the placement of dredged material derived from ongoing and proposed navigation improvements within the PANY/NJ. A significant portion of this dredged material is classified as unsuitable for open-ocean disposal. One suite of alternatives presented within the DMMP is the beneficial use of dredged material for habitat creation, enhancement, and restoration within the NY/NJ Harbor Estuary. Proposed beneficial use/habitat development projects include the use of dredged material for construction of artificial reefs, oyster reef restoration, intertidal wetland and mudflat creation, bathymetric recontouring, filling dead-end canals/basins, creation of bird/wildlife islands, and landfill/brownfields reclamation. Preliminary screening of the proposed beneficial use alternatives identified advantages, disadvantages, potential volumes, and estimated costs associated with each project type. Continued study of the proposed beneficial use alternatives has identified areas of environmental research or technology development where further investigation is warranted.

Value Pricing and Freight Traffic: Issues and Industry Constraints in Shifting from Peak to Off-Peak Movements

The Port Authority of New York and New Jersey (PANYNJ), in association with Louis Berger & Associates, Inc., completed a study to determine the potential for reducing peak-period commercial traffic at the interstate crossings between New Jersey and New York City. One of the policy options examined, and the focus here, was the feasibility of encouraging a reduction in peak-period congestion through the use of congestion- or value-pricing incentives. (PANYNJ recognizes the need for a coordinated approach to reducing congestion involving as many of the regional transportation authorities as possible. Also, it is clear that congestion reduction strategies must focus on all vehicles and not simply commercial traffic. The purpose of this research was to better understand the constraints facing that segment of the market. It was not intended to suggest pricing policies focusing exclusively on commercial traffic.) Summarized are some of the findings of a large number of interviews carried out with trucking firms, in particular key personnel of the firms in positions of responsibility or authority with respect to scheduling of deliveries. The interviews, each fairly detailed and in-depth, elicited significant and valuable information to help understand what could be the response of commercial traffic to value-pricing initiatives. Another part of the analysis also is discussed, involving calculating the total value of tolls at the interstate crossings as a proportion of the generalized cost of travel (GCT) facing trucks. The analysis was carried out to assess how much the GCT would be affected by value-pricing incentives.