Downtown Jersey City Proposed Improvements

November 28, 2022

Prepared For

Jennifer Cato Wong, PE, CME Director of Traffic Engineering

City of Jersey City Department of Administration

Division of Engineering, Traffic & Transportation

13-15 Linden Avenue East Jersey City, NJ 07035

Prepared By

Bright View Engineering

70 South Orange Avenue, Suite 109

Livingston, NJ 07039

(732)-236-7557

Joseph A. Fishinger, Jr., P.E., P.P., PTOE

NJ P.E. License #46314

John J. Jahr, PTP, TSOS Certificate No.: 503

BVE Project No.: 211701

TABLE OF CONTENTS

1. INTRODUCTION        2

Figure 1 – Study Area Map        3

2. EXISTING CONDITIONS        4

TRAFFIC VOLUME DATA COLLECTION        8

Table 1 – 2021 Traffic Count Locations        8

AREAS OF CONCERN        9

3. RECOMMENDATIONS        10

MULTI-WAY STOP RECOMMENDATIONS        11

DO NOT BLOCK INTERSECTION MARKINGS RECOMMENDATIONS        12

PARKING ENHANCEMENT RECOMMENDATIONS        13

TIMING CHANGES RECOMMENDATIONS        14

Table 2 – 2021 Existing Conditions LOS/Delay        15

Table 3 – Proposed Timing Changes – LOS/Delay        16

ROAD RECONFIGURATION RECOMMENDATIONS        18

Existing Conditions        19

Table 4: Intersection Overall LOS for the Existing Conditions        19

Alternative 1 – Proposed One-Way SB on Erie St between 10th St & 9th St        20

Table 5: Intersection Overall LOS for Alternative 1        20

Alternative 2a – Proposed LT Prohibition on Chris Col Dr excluding on Marin Blvd and Jersey Ave        22

Table 6: Intersection Overall LOS for Alternative 2a        22

Alternative 2b – Proposed LT Prohibition on Chris Col Dr excluding Marin Blvd        24

Table 7: Intersection Overall LOS for Alternative 2b        24

Alternative 3 – Proposed Chris Col Dr Road Diet by Stantec        26

Table 8: Intersection Overall LOS for Alternative 3        26

Alternative 4 – Combination of Alternative 1 and 2b        28

Table 9: Intersection Overall LOS for Alternative 4        28

Alternative 5 – Combination of Alternative 2b and 3        30

Table 10: Intersection Overall LOS for Alternative 5        30

Summary of the Alternatives        32

Table 11 – Network Performance Measure (Synchro)        32

ADDITIONAL TRAFFIC CALMING RECOMMENDATIONS        33

4. SUMMARY AND CONCLUSIONS        37

APPENDIX A – Guidelines APPENDIX B – Volume Figures APPENDIX C – LOS Figures APPENDIX D – Synchro Reports

APPENDIX E – Christopher Columbus Dr. Road Diet by Stantec

1. INTRODUCTION

Bright View Engineering, LLC (BVE herein) was tasked by City of Jersey City to perform traffic data collection, modeling, an evaluation of the resident survey conducted by the City of Jersey City, and to conduct an analysis of potential changes to traffic patterns in Downtown Jersey City in order to manage cut-through traffic, safety concerns, and recent significant changes in traffic volumes. A site location map showing the area considered is included withing Figure 1 on the following page.

This report presents our long-term recommendations for the study area to address the concerns raised by residents and to improve circulation of traffic in the area. Specific elements included in this review are:

• An inventory of the roadway facilities in the vicinity of the project, including the existing physical and traffic operating characteristics;

• Data Collection of the Existing Traffic Conditions;

• Multi-way Stop Recommendations;

• Do Not Block Intersection Markings Recommendations;

• Parking Enhancement Recommendations;

• Proposed Signal Timing Changes;

• Proposed Road Reconfigurations;

• Summary and Conclusions.

2. EXISTING CONDITIONS

The study area is located in the downtown area of Jersey City bound by 14th Street in the north, Grand Street in the south, Monmouth Street in the west, and Marin Boulevard in the east.

This study area is specific only to the recommended improvements. Multiple field investigations were conducted at the following locations to obtain an inventory of existing roadway conditions, sight distance, posted traffic controls, lane configurations and existing vehicular and pedestrian traffic patterns. The following is a brief description of the roadways:

Grand Street is generally an east to west oriented roadway. The study corridor spans 0.68 miles between Center Street and Marin Boulevard. It is generally a two-lane roadway with one lane on each approach. On-street parking and sidewalks are present on both sides of the roadway. All of its intersections within the study location are signalized.

Montgomery Street is generally an east to west oriented roadway. The study corridor spans 0.70 miles between Center Street and Marin Boulevard. It is generally a two-lane roadway with one lane on each approach. On-street parking and sidewalks are present on both sides of the roadway. All of its intersections within the study location are signalized.

Christopher Columbus Drive is generally an east to west oriented roadway that spans 1.12 miles between Merseles Street and Hudson Street in Jersey City. It is a four-lane roadway with two (2) lanes on each approach. On-street parking is available on both sides with a dedicated bicycle lane on both approaches. Sidewalks are also present on both sides of the roadway. All of its intersections are signalized.

Newark Avenue is generally a north to south oriented roadway. County Route 639 begins at Grove Street and runs through Newark Ave to County Route 617, Summit Ave. The study corridor spans

1.36 miles between Grove Street and Summit Ave. It is generally a two-lane roadway with one lane on each approach. On-street parking is available on segments of the roadway. Sidewalks are present on both sides of the roadway. Most of its intersections within the study location are signalized.

4th Street is a one-way street with a single travel lane westbound. It is approximately 2,400 ft in length from Newark Ave to Manila Ave/Grove St. The posted speed limit is 25 MPH on this roadway. On-street parking is available on both sides with a dedicated bicycle lane on the left side westbound of the roadway. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled at all its intersections where there is no traffic light.

5th Street is a one-way street eastbound. It is approximately 2,600 ft in length from Newark Ave to Manila Ave/Grove St. The posted speed limit is 25 MPH on this roadway. On-street parking is available on both sides with a dedicated bicycle lane on the left side eastbound of the roadway. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled at all its intersections where there is no traffic light.

6th Street is generally an east to west orientated roadway that spans 0.90 miles between Newark Avenue and Washington Boulevard in Jersey City. The posted speed limit is 25 MPH on this roadway. This roadway experiences both one-way and bi-directional travel. At the intersection of Erie Street and 6th Street one-way travel is permitted to the west and bi-directional travel is permitted to the east with one lane in each direction. On-street parking is available on segments of the roadway. Sidewalks are present on both sides of the roadway. Most of its intersections within the roadway are signalized.

7th Street is a one-way street eastbound. It is approximately 2,600 ft in length from Newark Ave to Manila Ave/Grove St. The posted speed limit is 25 MPH on this roadway. There is a baseball field and the Hamilton Park Montessori School located on the Eastern end of the street. On-street parking is available on both sides with a dedicated bicycle lane on the left side eastbound of the roadway. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled at all its intersections where there is no traffic light.

8th Street is a one-way street westbound. It is approximately 3,450 ft in length from Division St to Marin Blvd. The posted speed limit is 25 MPH on this roadway. There is a baseball field and McNair Academic High School located on the Western end of the street. On-street parking is available on both sides with a dedicated bicycle lane on the left side westbound of the roadway. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled at most of its intersections except at one traffic light at the intersection of Eight St and Marin Blvd.

9th Street is a one-way street eastbound. It is approximately 2,770 ft in length from Brunswick St to Manila Ave. The posted speed limit is 25 MPH on this roadway. There is a baseball field and dog park located on the Western end of the street. On-street parking is available on both sides. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled at most its intersections except at one traffic light at the intersection of Ninth St and Erie St.

10th Street is generally an east to west oriented roadway. The study location spans 1,470 ft between Brunswick Street and Marin Blvd. It is generally a two-lane roadway with one lane on each approach. On-street parking is available on segments of the roadway. Sidewalks are present on both sides of the roadway. Its approach is stop controlled at all its intersections where there is no traffic light.

12th Street is a one-way street eastbound. It is approximately 2,770 ft in length from Jersey Ave to Marin Blvd. The posted speed limit is 25 MPH on this roadway. This roadway contains six lanes traveling eastbound towards NJ-139. On-street parking is not permitted. Sidewalks are present on both sides of the roadway. Its approach is controlled by signalized intersections.

14th Street is a one-way street westbound. It is approximately 1,400 ft in length from Marin Blvd to Jersey Ave. The posted speed limit is 25 MPH on this roadway. This roadway contains six lanes traveling westbound towards Interstate Route 78. On-street parking is not permitted. Sidewalks are present on both sides of the roadway. Its approach is controlled by signalized intersections.

Monmouth Street is a one-way street northbound. It is approximately 5,490 ft in length from Grand St to 13th St. The posted speed limit is 25 MPH on this roadway. On-street parking is available on both sides with a dedicated bicycle lane on the left side northbound of the roadway. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled at most of its intersections except at the signalized intersection with Second St, Columbus Dr, and Montgomery St.

Coles Street is a one-way street southbound from 10th Street to Christopher Columbus Drive. This segment of Coles Street is approximately 3,000 ft. On-street parking is available on both sides with a dedicated bicycle lane on the left side southbound of the roadway. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled at the intersections from 10th St to 6th St. while there are traffic signals installed at its intersections with 9th St and 6th St.

Jersey Avenue is generally a north to south oriented roadway. The study location spans approximately 6,530 ft between 8th St and Johnston Ave. It is generally a two-lane roadway with one lane on each approach. On-street parking is available on segments of the roadway. Sidewalks are present on both sides of the roadway. Its approach is stop controlled at most of its intersections while there are traffic signals installed at its intersections with 6th St, Newark Ave, Columbus Dr, Montgomery St, and Grand St.

Erie Street is a one-way street northbound. It is approximately 4,530 ft in length from Newark Ave to 16th St. The posted speed limit is 25 MPH. On-street parking is available on both sides with a dedicated bicycle lane on the right side, northbound, of the roadway. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled from 10th St to 8th St., while there are traffic signals installed at its intersections with 14th St, 12th St, and 6th St.

Manila Avenue/Grove Street is a one-way street southbound from 10th Street to Newark Ave. This segment of the roadway is approximately 3,200 ft. On-street parking is available on both sides with a dedicated bicycle lane on the right side southbound of the roadway. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled at its intersections from 10th St to 8h St. while there are traffic signals installed at its intersection with 6th St.

Marin Boulevard is generally a north to south oriented roadway. The study location spans 1.12 miles between Grand Street and 14th Street. It is generally a two-lane roadway with one lane on each approach. On-street parking is available on segments of the roadway. Sidewalks are present on both sides of the roadway. Most of its intersections within the study location are signalized.

Mercer Street is a one-way street westbound. We note that the width of the one-way lane is approximately 11 feet. It is approximately 2,400 ft in length from Marin Blvd to Monmouth St. The posted speed limit is 25 MPH on this roadway. On-street parking is available on both sides of this roadway. Sidewalks are also present on both sides of the roadway. Furthermore, its approach is stop controlled at all its intersections.

Barrow Street is one-way street northbound. It is approximately 1,730 ft in length from Grand St to Newark Ave. The posted speed limit is 25 MPH on this roadway. On-street parking is available on both sides with a dedicated bicycle lane on the left side northbound of the roadway. Sidewalks are also present on both sides of the roadway. Its approach is stop controlled at most of its intersections except at its intersection with Montgomery St and Columbus Dr. which is signalized.

Bright Street is a two-way street generally an east to west orientated roadway. This roadway is approximately 2,940 ft in length from Center St to Grand St. It is generally a two-lane roadway with one lane on each approach. The posted speed limit is 25 MPH on this roadway. On-street parking and sidewalks are present on both sides of the roadway. Its approach is stop controlled at all its intersections.

Wayne Street is a one-way street eastbound between Varick St and Grove St. This roadway is one-way street westbound between Marin Blvd and Grove St. Additionally, this roadway contains a two-way roadway segment between the intersections of Brunswick St to Monmouth Rd. This roadway is approximately 2,860 ft in length from Brunswick St to Marin Blvd. The posted speed limit is 25 MPH on this roadway. On-street parking and sidewalks are present on both sides of the roadway. Its approach is stop controlled at most of its intersections except at its intersection with Grove St. which is signalized.

Sussex St is a one-way street westbound enclosed by its intersections with Hudson St to Van Vorst St. This roadway also contains a two-way roadway segment at the dead ends present within the street. This roadway is approximately 2,080 ft in length from Hudson St to Van Vorst St. The posted speed limit is 25 MPH on this roadway. On-street parking and sidewalks are present on both sides of the roadway. Its approach is stop controlled at most of its intersections except at its intersections with Hudson St and Greene St. which are signalized.

TRAFFIC VOLUME DATA COLLECTION

In order to gain a better understanding of existing traffic conditions, BVE collected 2021 traffic volume data. There are a total of 61 intersections that were modeled in Synchro with the corresponding Node # and Quadrant (Q) detailed in Table 1.

Table 1 – 2021 Traffic Count Locations

Manual Turning Movement Counts (MTMC) at these intersections were obtained from November to December 2021 on a typical weekday (Tuesday, Wednesday, or Thursday) to represent the data where normal traffic operation through the study area can be expected. The common AM and PM peak hours obtained for the whole study area at Downtown Jersey City is 8:00 AM to 9:00 AM and 5:00 PM to 6:00 PM, respectively.

AREAS OF CONCERN

Based upon our field investigations, data collection efforts, modeling of the existing traffic conditions of the Downtown Jersey City, we identified several traffic concerns in the study area and are noted as follows:

1. Oversaturation of Roadway Network – Oversaturation occurs in a roadway system when the demand at an intersection exceeds the available capacity. Some visible indications include vehicles not being served during a signal cycle and spillback along an approach. We observed some instances of these conditions during the peak hours where vehicles spill back and/or block the middle of the intersections.

2. Closely Spaced Intersections & Non-traditional Geometry – Due to the urban, densely populated nature of the City it is common for spacing between intersections along roadway corridors to be less than optimal. Additionally, some intersections must serve multiple approaches, each approach with its own traffic pattern (i.e.: 12th St & 14th St). Complex approaches mean that vehicles would take longer to maneuver through the intersection.

3. Heavy Pedestrian and Bicycle Volumes – The City as a whole, and the study area in particular, experiences heavy pedestrian volumes throughout its many intersections. Couple with the heavy vehicular volumes, less traditional intersection geometry, and closely spaced intersections, this creates increased opportunities for points of conflict throughout the roadway network and its intersections as motorists, bicyclists, and pedestrians try to navigate through the area and access points of interest using the same infrastructure.

We would like to add that while these problems appear to have persisted throughout the study area over the past few years, we did observe noticeable improvements in traffic operations from recent efforts undertaken by the City. The improvements include newly implemented Multi-way Stops, milling, paving, and restriping of roadways, and installation of the adaptive timing system for majority of the traffic signals within the study area.

3. RECOMMENDATIONS

SHORT TERM RECOMMENDATIONS

Short term recommendations are generally focused upon improving the operation of existing facilities to accommodate both the growing pedestrian and vehicular traffic volumes in the study area. Our short-term recommendations include installing Multi-way Stops and Do Not Block Intersection Markings at Downtown Jersey City. The proposed short-term improvements can be found within the Interim Report provided by BVE dated May 13, 2022.

MEDIUM TERM RECOMMENDATIONS

Medium term recommendations serve as the intermediary steps before the long-term recommendations. These include further studies and analysis for additional Multi-way Stops and Do Not Block Intersection Markings, evaluating the timings and identifying intersections operating near or over the theoretical capacity. Parking enhancement, and additional signing and striping improvements were also included in the medium-term recommendations. The proposed medium-term improvements can be found within the Medium-Term Report provided by BVE dated June 14, 2022.

LONG TERM RECOMMENDATIONS

Long-term recommendations are focused on reducing congestion and improving network efficiency through improvements which could build upon the roadway network and traffic infrastructure’s existing physical capacity. These improvements would build upon the proposed short-term and medium-term improvements.

ADDITIONAL RECOMMENDATIONS

Additional items considered within the proposed improvements include:

• Promoting Vision Zero by improving overall safety and efficiency of the roadway for all users including pedestrians, cyclists, and motorists;
• Updating and improving signs based on MUTCD standards, consistent with all signs within Jersey City;
• Refreshing striping, that of pedestrian facilities in particular, as part of ongoing projects in the area;
• Retro fitting pedestrian signal heads and push buttons at signalized pedestrian crossings where they are not present;
• Installation of additional lighting at intersections, pedestrian crossings, and other areas heavily frequented by pedestrian traffic;

MULTI-WAY STOP RECOMMENDATIONS

Based on our field observations, guidance from the MUTCD, and the existing geometric conditions the application of Multi-Way Stops are recommended at the following ten (10) locations listed below:

• 7th Street & Manila Avenue/Grove Street
• 5th Street & Manila Avenue/Grove Street
• 5th Street & Erie Street
• 5th Street & Coles Street
• 4th Street & Erie Street
• 4th Street & Coles Street
• 4th Street & Monmouth Street
• 3rd Street & Coles Street
• 3rd Street & Monmouth Street
• Mercer Street & Barrow Street

We evaluated these intersections based on the guidelines of the MUTCD. Based on our observation, the Sight Distance at these locations is inadequate which poses a safety concern for both vehicles and pedestrians.

Crash history was also utilized in the analysis from the available information on NJDOT Safety Voyager crash database system. The frequency of crashes in a 12-month period ranges from 2-4 crashes based on crash data from 3 years ago to now. It is important to note, however, that traffic volumes and crash data were greatly reduced during the height of the COVID19 Pandemic.

Available traffic volume data was also reviewed and analyzed. The empirical volume data for the aforementioned locations do not meet the requirements based on the MUTCD standards. However, there is a sufficient amount of foot traffic at this residential neighborhood and based on the data gathered from the resident surveys with a total of over 400 responses, residents have seen and experienced greater threats to the safety of their roadways sighting limited sight lines on the corners of intersections, speeding vehicles, and other traffic violations as the causes.

It is our opinion that a Multi-way stop would improve the safety and traffic operational characteristics of these locations. Further details of the analysis for each intersection can be found within the Interim and Medium-Term Reports which are attached at the end of this report.

DO NOT BLOCK INTERSECTION MARKINGS RECOMMENDATIONS

BVE conducted a series of observations and data collection as per the Jersey City residents request for Do Not Block Intersection Markings at the following six (6) locations:

• Newark Avenue & Monmouth Street
• Christopher Columbus Drive & Monmouth Street
• 9th Street & Manila Avenue/Grove Street
• 12th Street & Jersey Avenue
• 14th Street & Erie Street
• 14th Street & Marin Boulevard

It is our opinion that the application of Do Not Block Intersection Markings at these intersections are recommended. These locations are high density areas where there is high vehicular and pedestrian traffic particularly in Newark Avenue, Christopher Columbus Drive, and Manila Avenue. The application of do not block intersection markings will discourage further gridlock, decrease traffic congestion, and increase public safety for pedestrian, bicyclists, and emergency vehicles.

Based on the MUTCD guidelines (Part 3, Figure 3B-18), there are four options for do not block intersection markings:

• Option A: “Box only with 8- to 12-inch solid white lines”
• Option B: “Box with “DO NOT BLOCK,” “KEEP CLEAR,” or similar text only message”
• Option C: “Box with 4- to 6-inch solid white crosshatch lines”
• Option D: ““DO NOT BLOCK.” “KEEP CLEAR,” or similar text only message (no box)”

While each location identified need not utilize the same treatment, we generally recommend Option ‘C’.

PARKING ENHANCEMENT RECOMMENDATIONS

Based on our observations, the striping and signage within the local streets of downtown Jersey City should be replaced/refreshed. Specifically, areas with faded signs and worn curb/pavement striping. Striping and signage should be used to demarcate where on-street parking is permitted. These treatments should be implemented 25-feet back from a crosswalk allowing for better sight distance at intersections. Further guidance may be found within Title 39:4-138.

We recommend that the city consider adding parking aisle striping and no parking striping at areas where they are needed in addition to no parking signs. Additionally, we recommend installing bollards at no parking locations where people still regularly park. This treatment will improve intersection sight distance by helping to maintain clear sight triangles, prevent crashes involving parked vehicles, improve lane delineation, and provide adequate guidance for motorists. Further details on parking prohibition guidelines from Title 39, the MUTCD, and Jersey Permit Parking Requirements may be found within the appendices.

In addition to signing and striping of local roads, it is our opinion that a comprehensive plan should be prepared for the following roadway segments. The appropriate parking prohibition signs and permit parking uses should be upgraded/added. The purpose of implementing these parking modifications is to ensure that there are ample parking spaces to serve the community in the study area.

TIMING CHANGES RECOMMENDATIONS

The existing peak hours of operation were evaluated at the study intersections for the morning and evening traffic volumes. The 2021 existing traffic volume diagram may be found within the appendices at the end of this report.

We observe from our Existing Conditions Analysis that the PM Peak Hour is the heaviest traffic period throughout the study area. During this analysis period, the following signalized intersections are currently operating near or over the theoretical capacity (the volume to capacity ratios at these intersections exceeds 1.00):

• 14th Street & Marin Boulevard – 1.09 v/c Ratio
• 14th Street & Jersey Avenue – 1.21 v/c Ratio
• 12th Street & Jersey Avenue – 1.18 v/c Ratio

The results of the analyses provide Levels of Service and average seconds of delay for the signalized intersection movements. Levels of Service (LOS) are briefly detailed for the 2021 AM and PM Existing Conditions on Table 2, respectively. Further details regarding the operating level of service and approach delays may be observed within the Synchro Reports found within the appendices at the end of this report.

Please observe the items with LOS “E” or “F” in Table 2. We have identified these specific locations for timing improvements:

• 6th Street & Manila Avenue/Grove Street
• Christopher Columbus Drive & Monmouth Street
• 14th Street / I-78/NJ-139 WB & Jersey Avenue
• 14th Street / I-78/NJ-139 WB & Marin Boulevard
• 12th Street / I-78/NJ-139 EB & Jersey Avenue

The recommended timing changes were modeled in the synchro model of downtown Jersey City. Table 3 details the LOS/Delay of the aforementioned intersections with the recommended timing changes. Further details regarding the timings, operating level of service and approach delays may be observed within the Synchro Reports found within the appendices at the end of this report.

Table 3 – Proposed Timing Changes – LOS/Delay

The local intersections located at downtown Jersey City had minor timing revisions. The proposed changes improved the level of service of these intersections to “C” or better. These include the intersections of:

• 6th Street & Manila Avenue/Grove Street
• Christopher Columbus Drive & Monmouth Street

The following intersections along 14th Street and 12th Street leading to and out of the Holland Tunnel are under Port Authority jurisdiction. We recommend the city coordinate with the related agencies to improve the signal timing at these intersections.

• 14th Street / I-78/NJ-139 WB & Jersey Avenue
• 14th Street / I-78/NJ-139 WB & Marin Boulevard
• 12th Street / I-78/NJ-139 EB & Jersey Avenue

We provided in our analysis the proposed timing changes at these intersections to improve the level of service from “F” to at least “E” or better. However, the demand of the roadway exceeds the capacity particularly at the intersection of 12th Street & Jersey Avenue and 14th Street & Jersey Avenue in the PM peak hour therefore excessive delay and queueing is expected.

It is our opinion that timing changes along with the other roadway improvements would improve the safety and the traffic operational characteristics of these locations.

ROAD RECONFIGURATION RECOMMENDATIONS

BVE examined potential road reconfiguration alternatives as requested by the City to determine if implementation of such improvements will have the desired impacts for the study area. Two (2) analysis periods modeled are as follows: the Existing Conditions exhibiting a traffic model calibrated to the Existing Conditions; the Proposed Conditions exhibiting existing traffic volumes and the proposed traffic alternatives in the area.

The following alternatives (and combinations thereof) were considered in the Proposed Model:

Alternative 1:

• Erie St One-Way southbound between 10th St & 9th St
• Road Closure for left turn movements from 9th St onto Marin Blvd

Alternative 2a:

• Left turn restrictions on Christopher Columbus Dr. except on Marin Blvd and Jersey Ave

Alternative 2b:

• Left turn restrictions on Christopher Columbus Dr. except on Marin Blvd

Alternative 3:

• Christopher Columbus Dr. Road Diet changes based on Stantec Plans dated May 12, 2022

Alternative 4:

• Combination of Alternative 1 and Alternative 2b

Alternative 5:

• Combination of Alternative 2b and Alternative 3

These alternatives were analyzed during the morning and evening commuter peak hours using microscopic analysis methodologies (Trafficware® SimTraffic) and macroscopic analysis methodologies (Trafficware® Synchro) to determine the residual effect of proposed alternatives to the adjacent roadway network. This Traffic Study provides recommendations based upon traffic operation, impacts to properties and businesses, ease of construction and design feasibility.

The total delay within the study area was obtained from the Synchro Model and SimTraffic Runs. The total delay accounts for the time vehicles must queue in a congested state due to traffic control as well as oversaturated conditions. The tables on the following pages detail the overall LOS, and total delay for the Proposed Alternatives analyzed by BVE in the AM and PM peak hour. The comprehensive capacity analysis worksheets, including movement delay, queueing, and level of service is provided in the Appendices.

Existing Conditions

The table below shows the overall level of service for each intersection within the study area. Based on our analysis, we observe that the local roadways in downtown Jersey City operate at acceptable levels of service of ‘D’ or better. The demand at the intersections of 12th St & Jersey Ave. and 14th St & Marin Blvd exceeds capacity; therefore, heavy queueing and delay is expected.

Table 4: Intersection Overall LOS for the Existing Conditions

Alternative 1 – Proposed One-Way SB on Erie St between 10th St & 9th St

Alternative 1 involves changing Erie St between 9th St and 10th St to a one-way southbound movement and prohibiting left turn movements from 9th St to Marin Blvd. This discourages motorists cutting through the neighborhood to access the I-78/NJ-139 Highways. Vehicles were rerouted based on existing traffic conditions with most northbound vehicles moved to Marin Blvd.

Table 5: Intersection Overall LOS for Alternative 1

To be conservative in the analysis, the northbound volumes on the intersection of 9th St & Erie St were not reduced but redirected to adjacent streets based on existing traffic conditions. Approximately 10% was rerouted to Monmouth St, 25% stays on Erie St and loops around the Van Vorst Park, and 65% was rerouted to Marin Blvd. A graphical representation of the vehicle distribution can be found within the volume figure for Alternative 1 in the appendices.

Based on our analysis of Alternative 1, we observe that the local roadways surrounding the Van Vorst Park neighborhood operate at acceptable levels of service of ‘D’ or better. The demand along the I-78/Rt139 highways exceed demand; therefore, excessive delay and queuing is expected. The intersection of 12th St/I-78/Rt139 EB & Jersey Ave with a LOS ‘F’ has heavy traffic coming from all directions with vehicles trying to access the southwest area of Hoboken, the downtown area of Jersey City, and entrance to the Holland Tunnel.

The LOS along Monmouth St and Marin Blvd will slightly increase due to Northbound vehicles being rerouted to these streets while the LOS along Erie St will slightly decrease. There is an overall degradation of 4.92% in the morning peak hour and 1.87% in the evening peak hour in network performance since heavier traffic volumes are anticipated on already busy streets.

We anticipate that the changes on Erie St and the closure of left turns from 9th St onto Marin Blvd will deter future cut through traffic. Thus, we expect that the network performance of the study area will improve once motorists, cyclists, and pedestrians have had time to acclimate to the new traffic patterns.

Alternative 2a – Proposed LT Prohibition on Chris Col Dr excluding on Marin Blvd and Jersey Ave

Alternative 2a involves prohibiting left turn movements to Monmouth St and Barrow St along Christopher Columbus Dr. This discourages motorists coming from the I-78 NB ramp/Center Street to cut through the Downtown Jersey City neighborhood. Left turning vehicles were rerouted onto Marin Blvd while left turning movements on Jersey Ave were retained.

Table 6: Intersection Overall LOS for Alternative 2a

Based on our analysis of Alternative 2a, we observe that the local roadways within the study area operate at acceptable levels of service of ‘D’ or better. The demand along the I-78/Rt139 highways exceed demand; therefore, excessive delay and queuing is expected. The intersection of 12th St/I- 78/Rt139 EB & Jersey Ave with a LOS ‘F’ has heavy traffic coming from all directions with vehicles trying to access the southwest area of Hoboken, the downtown area of Jersey City, and entrance to the Holland Tunnel.

Vehicles are still allowed to make left turns on Jersey Avenue from Christopher Columbus Drive. Hence, there is no significant change to the roadway operations within the Van Vorst Park neighborhood. Heavier traffic volumes are anticipated on Marin Blvd. There is an overall degradation of 3.89% in the morning peak hour and 2.17% in the evening peak hour in network performance.

Alternative 2b – Proposed LT Prohibition on Chris Col Dr excluding Marin Blvd

Alternative 2b involves prohibiting left turn movements to Monmouth St, Jersey Ave, and Barrow St along Christopher Columbus Dr. This discourages motorists coming from the I-78 NB ramp/Center Street to cut through the Downtown Jersey City neighborhood. To be conservative in the analysis, volumes were not reduced but all left turning vehicles were rerouted onto Marin Blvd.

Table 7: Intersection Overall LOS for Alternative 2b

Based on our analysis of Alternative 2b, we observe that the local roadways within the study area operate at acceptable levels of service of ‘D’ or better. The demand along the I-78/Rt139 highways exceed demand; therefore, excessive delay and queuing is expected. The intersection of 12th St/I- 78/Rt139 EB & Jersey Ave with a LOS ‘F’ has heavy traffic coming from all directions with vehicles trying to access the southwest area of Hoboken, the downtown area of Jersey City, and entrance to the Holland Tunnel.

The intersection of Christopher Columbus Dr & Marin Blvd is expected to experience a significant increase in volume due to the left turn prohibitions along Christopher Columbus Dr. Vehicles will be pushed further down to Marin Blvd for any left turn movement. There is an overall degradation of 13.32% in the morning peak hour and 11.45% in the evening peak hour in network performance.

Alternative 3 – Proposed Chris Col Dr Road Diet by Stantec

The city has provided us with the Christopher Columbus Dr Road Diet Plans dated 05/12/2022 (See Appendix A). The lane reconfigurations shown on the plans were modeled and analyzed using Synchro. Travel lanes were narrowed to 10’-11’ wide. Bicycle lanes, parking spaces, loading zones, bollards, corner bump-outs, and striping were also added to the Chris Col Dr road diet. This alternative promotes a balanced and safer road for motorists, bicyclists, and pedestrians alike.

Table 8: Intersection Overall LOS for Alternative 3