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Northern Branch Corridor DEIS December 2011

Chapter 3: Project Alternatives 3-1

3. Project Alternatives The following sections describe the project Alternatives analyzed in terms of the potential for environmental impact associated with each. The Background and Setting Chapter (Chapter 1) describes the history of the Northern Branch project, including the process by which the study arrived at the Build Alternatives. 3.1. No Build Alternative The No Build Alternative for the Northern Branch Corridor DEIS represents the current transportation network plus other reasonably foreseeable transportation improvements that will be implemented by the year 2030. The FTA defines the No Build as including only “committed” improvements, which typically includes the projects in the Transportation Improvement Program (TIP) or other local capital programs, plus other minor transit service expansions or adjustments. The No Build Alternative reflects conditions in the future if no new actions are taken from the proposed project. The existing transportation elements of the No Build Alternative for the Northern Branch Corridor DEIS include:

Roadways o Limited access highways: Interstate 95/New Jersey Turnpike, Interstate 80/95, US Route

46, State Route 4, and the Palisades Interstate Parkway. o Local arterials/County and State routes: Tonnelle/Broad/Grand Avenues (variously State

Route 93, County Route 501, and US Route 1/9), Central Boulevard (County Route 501), Bergen Boulevard (County Route 17), Palisade/Sylvan Avenues (State Routes 1 and 67), Edgewater Avenue (County Route 17), Fort Lee Road (County Route 12), Palisade Avenue (County Route 505), and Clinton Avenue (County Route 70)

o Local roads Buses

o Private bus operators such as Coach USA subsidiaries. o NJ TRANSIT Bus Service - The 2030 bus service plan for the study area is assumed to

remain unchanged from the present due to: Capacity constraints at the Port Authority Bus Terminal and the George Washington

Bridge Bus Terminal which limit the volume of people and equipment that can be processed as well at the number of platforms in use.

Express Bus Lane (XBL) capacity at the Tunnel during the peaks hours – approximately 1,800 buses use the XBL during this time, with an additional 1,000 buses using other lanes (PANYNJ estimate).

NJ TRANSIT Bus Garage capacity limiting the ability of these facilities to handle the maintenance and storage of any significant expansion of fleet.

Light Rail o NJ TRANSIT Hudson-Bergen Light Rail (HBLR) in operation to Tonnelle Avenue

Station in North Bergen. o HBLR southern Bayonne extension.

Commuter Rail o NJ TRANSIT Pascack Valley Line commuter rail service lies approximately three and

one-half miles west of the study area, providing service to and from Secaucus Junction and Hoboken Terminal during the peak periods with limited midday service.

o Meadowlands Commuter Rail – an extension of the Pascack Valley Line and new station to serve the New Jersey Meadowlands area, including the Sports Complex, currently only operating during high-attendance events.



Port Authority Trans-Hudson (PATH) Service Trans-Hudson Ferry Service

The committed transportation elements of the No Build Alternative for the Northern Branch Corridor DEIS include:

Roadway Improvements o 69th Street Bridge, a new bridge at 69th Street in North Bergen to grade-separate the

roadway over the CSX and NYS&W railroads. o US Route 1/9 widening.

3.2. Build Alternatives The Build Alternatives for the Northern Branch Corridor DEIS are comprised of an electric light rail system, an extension of the existing Hudson-Bergen Light Rail, which would operate along an existing rail right-of-way from North Bergen, Hudson County, to either Englewood or Tenafly in Bergen County, a distance of approximately eight or 12 miles, respectively (Refer to Figure 3-1). The notable differences between the Build Alternatives are the termination points. Light Rail to Englewood Route 4 begins in North Bergen and terminates at a proposed station located adjacent to NJ State Route 4, accessed via Nordhoff Place. This terminal station was selected because Route 4 is a major east-west route connecting the study area to New York City. A station with direct access from Route 4 is convenient for single-occupancy vehicle drivers and helps the project achieve its goals of drawing commuters from the local roadways onto transit. Light Rail to Tenafly (Preferred Alternative) includes the Englewood Route 4 Station and provides service through the town centers of both Englewood and Tenafly, terminating at a station located on the Tenafly-Cresskill border accessed via Piermont Road in Tenafly. This terminal station was selected because the land use development pattern begins to change north of Tenafly from denser older-suburban mixed use and small-lot residential to less dense residential with more open space. These suburban locations are typically auto-dependent and as a result are contributors to surface road congestion. Providing a station in Tenafly opens the northern suburbs to transit service, which helps the project achieve its goals of improving mobility and reducing roadway congestion. Additionally, this alternative provides service through the business districts of Englewood and Tenafly, providing job access and supporting economic development. The Northern Branch service as proposed will operate primarily on existing railroad right-of-way owned by the New York, Susquehanna & Western (NYS&W) in North Bergen and CSX Transportation (CSX) between North Bergen and either Englewood or Tenafly. Discussions with NYS&W and CSX regarding the use of the existing right-of-way and sharing the right-of-way with freight service have commenced and will continue through the design phase. The Light Rail to Tenafly (Preferred Alternative) was developed in the 1999 West Shore Region Study Alternatives Analysis Report. While the study evaluated continuing the Northern Branch service to West Nyack in Orange County, New York, a northern terminus at Tenafly was deemed the most beneficial since right-of-way constraints made construction north of that municipality difficult and the demand forecasting model did not result in substantially higher ridership. Although no Preferred Alternative was identified in the October 2007 Notice of Intent (NOI), NJ TRANSIT subsequently announced its preference for the Light Rail to Tenafly alternative due to the infeasibility of the DMU alternatives (discussed in Chapter 1) and the ridership potential for an alternative reaching further north into Bergen County.

3-1

Station

Light Rail to Tenafly

(Preferred Alternative)

Light Rail to Englewood Route 4



The Light Rail to Englewood Route 4 alternative was identified in the October 2007 NOI and the 2008 Final Scoping Document. The Englewood Route 4 terminus was included for evaluation for several reasons:

Funding for the Northern Branch project remains uncertain. By terminating the project at Route 4, which is a major regional access road, the cost of constructing the project may be more easily funded with the limited resources available.

Route 4 is a major regional access road and affords commuters in areas north of Englewood the opportunity to reach the transit system.

Terminating the system at Route 4 does not preclude the future construction further north to Tenafly.

The major features of the two Build Alternatives are shown in Table 3-1.

Table 3-1: Project Element Summary

Feature Light Rail to Tenafly

(Preferred Alternative) Light Rail to Englewood

Route 4

Track 10.75 miles of double track 1.25 miles of single track

8 miles of double track

Stations 9 5

New Viaduct 2 2

Culvert Improvements 4 4

Bridge Improvements 6 6

Substations 10 6

Grade Crossing Improvements 33 33

Grade Crossing Closures (83rd Street, North Bergen)

1 1

New Undergrade Bridge/Grade Crossing (85th Street, North Bergen)

1 1

Vehicle Base Facility 1 1

Surface parking lots 5 3

Parking Garages 1 2

Land Acquisition

With VBF in North Bergen

20 private properties (23 acres) and 7 public properties

(7 acres).


(7 acres).

With VBF in Englewood


(0.6 acres).


(0.4 acres). Source: Jacobs, 2010. 3.2.1. Project Element General Descriptions The following section describes the right-of-way improvements required by the project Alternatives: Light Rail to Tenafly (Preferred Alternative) and Light Rail to Englewood Route 4. Immediately below is a brief description of the general corridor-wide improvements that would be required. This is followed by a detailed description of the improvements required for each alternative, by municipality.



Tracks Light Rail to Tenafly (Preferred Alternative) In general, the right-of-way would be restored to a two-track alignment, with the exception of the areas in downtown Englewood and downtown Tenafly, where a single track would be required. North of Central Avenue in Tenafly, at the northern end of the project, a third track would be provided to allow two tail tracks for the commuter service, and a through track for freight service. Along the length of the project, existing ties and rail would be removed, and new ballast, new ties and rails will be installed. Track work would end at the tail tracks in Tenafly. Light Rail to Englewood Route 4 The right-of-way would be restored to a two-track alignment. North of the Englewood Route 4 Station, at the northern end of the project, a turnback track is provided for the light rail service. A single track would be maintained for freight service north of the station. Along the length of the project, existing ties and rail would be removed, and new ballast, new ties and rails will be installed. Track work would end just north of the Englewood Route 4 Station. Catenary and Traction Power Substations Light Rail to Tenafly (Preferred Alternative) and Light Rail to Englewood Route 4 Catenary and traction power substations would be constructed along the entire length of the alignment. Overhead catenary required to power light rail vehicles is single-wire light rail catenary, as shown in Photo 1. The catenary draws its power from traction power substations, which serve to boost the strength of the electrical signal as it travels down the wire. Without substations, the electrical signal would weaken as the alignment proceeded north, eventually reaching the level that would not sustain the motors of the light rail vehicles. This phenomenon, called “voltage drop,” happens whenever electricity is transmitted over a distance. Electrical substations are metal rectangular structures, approximately 24 feet wide by 75 feet long and 14 feet in height; they are surrounded by a fence located approximately seven feet from the structure on three sides and 10 feet on the fourth side. The structures will be located within the footprint of the proposed station sites, which will be located at approximate one-mile intervals along the alignment. For station sites that do not have parking areas, the substation will be located along the right-of-way near the station site. The one exception to this placement is the substation located at 69th Street in North Bergen. The distance between the beginning of the rail line at the existing Tonnelle Avenue HBLR station and 91st Street Station (the first Northern Branch station) is too great for the light rail to travel without a substation. As a result, a substation will be located at 69th Street, under or near the new overgrade bridge proposed to be constructed as part of a different project sponsored by the NJ Department of Transportation (the 69th Street bridge itself is not part of the Northern Branch project). Stations and Vehicle Base Facility Light Rail to Tenafly (Preferred Alternative) and Light Rail to Englewood Route 4 In general, all of the stations would feature platforms that would be 285 feet in length to serve three-car trains, would include waiting shelter facilities with ticket vending machines, and would be fully-

Photo 1: Light Rail Catenary



compliant with the Americans with Disabilities Act of 1990 (ADA). Platform height would be 13 inches above the ground. Figures showing the station locations are found at the end of this chapter and site plans are located in Appendix B. A vehicle base facility (VBF) would be constructed for the project in either North Bergen or Englewood Route 4. The VBF would have seven yard tracks enclosed with a proposed storage shed and an eighth track (which is the easternmost track) would have a car wash facility. The VBF has a capacity to store seven three-car consists for a total capacity of 21 cars, not including the car wash track, which adds capacity for another three-car consist. Maintenance would be performed at the existing HBLR maintenance facility in Jersey City. 3.2.2. North Bergen Light Rail to Tenafly (Preferred Alternative) and Light Rail to Englewood Route 4 Rail Right-of-Way The southern limit of the project begins at the northern limits of the HBLR Tonnelle Avenue Station. Two structural elements are required to bring the light rail onto the Northern Branch tracks. A new 1,500-foot viaduct connection from the existing HBLR terminus at Tonnelle Avenue would be constructed to extend over the HBLR loop track, the CSX North Bergen Yard, the CSX Northern Branch, and the NYS&W Main Line (Refer to Figure 1 in Appendix B). The second structural element is a viaduct, approximately 3,000 feet in length, which will take the light rail vehicles over the existing rail yard in North Bergen (Refer to Figure 2 in Appendix B). This structure is required to maintain physical separation between the light rail vehicles and the heavy rail vehicles that may be moving in the rail yard below. The viaduct would require right-of-way from the NYS&W, and aerial easements from both NYS&W and CSX. In addition, the existing NYS&W Main Line and passing siding would require relocation. Crossovers are also provided to maintain connections from the NYS&W Main Line to storage tracks to the south, and to provide for future connections to the proposed West Side Yard and Industrial Track. This acquisition will be coordinated with CSX and NYS&W. As part of the project, the grade crossing at 83rd Street would be closed off and replaced with a new grade crossing at 85th Street, extending 85th Street to West Side Avenue (Refer to Figure 3 in Appendix B). At 85th Street a new 50-foot long by 42-foot wide single-span structure would be constructed to carry the West Shore River Line railroad over the roadway grade crossing and the Northern Branch alignment. The ground is elevated on the west side of the Northern Branch at this location, requiring a large amount of rock to be removed to construct the new street. The at-grade crossings at 91st Street and Fairview Avenue/95th Street would remain, and crossing gates would be installed. At the right-of-way crossing of Bellmans Creek north of the 91st Street Station the existing culvert would be replaced. In-stream work would likely be required and sheeting would likely be used to support the railroad while constructing the new footings. The current bridge that carries the railroad alignment, known as the NYS&W Edgewater Branch Bridge, would be reconstructed to improve the vertical clearance necessary for the catenary associated with the light rail vehicles. The right-of-way crosses Bellmans Creek a second time; the existing bridge would be replaced to accommodate two tracks. In-stream work would likely be required; cofferdams would likely be used to construct the new substructure. A substation will be located under or near the new undergrade bridge at 69th Street, a project under the jurisdiction of the NJ Department of Transportation. This is the only substation not associated with a station site location.



North Bergen Vehicle Base Facility A vehicle base facility (VBF) would be constructed on the west side of the right-of-way south of the viaduct to the HBLR Tonnelle Avenue Station (Refer to Figure 1 in Appendix B). To access the VBF, light rail vehicles would bypass the viaduct to the Tonnelle Avenue Station, and continue south along the right-of-way. Seven yard tracks are enclosed with a proposed storage shed and the eighth track (which is the easternmost track) has a car wash facility. 91st Street Station A new station would be constructed at 91st Street (Refer to Figure 4 in Appendix B). Side platforms would be constructed to serve both tracks at this station. The track crossing for pedestrians would be at-grade adjacent to the roadway grade crossing. Station parking of approximately 40 spaces would be located east of the tracks, south of 91st Street, on a property currently occupied by a parking lot for a recently constructed Walmart. A traction power substation will be located within the proposed parking area of the station site. 3.2.3. Fairview Light Rail to Tenafly (Preferred Alternative) and Light Rail to Englewood Route 4 Rail Right-of-Way The passenger rail alignment would enter the Borough of Fairview briefly. While the replacement track would be designed to accommodate a future station in Fairview, no other notable improvements are proposed. At the border of Fairview and Ridgefield the alignment passes over Wolf Creek on an existing two-track bridge. The bridge would remain in place with only minor rehabilitation; no in-stream work is anticipated to be required. 3.2.4. Ridgefield Light Rail to Tenafly (Preferred Alternative) and Light Rail to Englewood Route 4 Rail Right-of-Way An existing pedestrian overhead crossing at Pleasantview Terrace would remain, as would a driveway near Wolf Creek that currently crosses the alignment. A driveway near Wolf Creek, connecting to Railroad Avenue would receive crossing gates. Linden Avenue also currently crosses the alignment, providing access to a site west of the alignment that is not currently being used. Flashers and four-quadrant gates are proposed at this location. Ridgefield Station The Ridgefield Station would be constructed west of Route 1/9 (Broad Avenue), south of Hendricks Causeway (Refer to Figure 5 in Appendix B). Side platforms would be constructed to serve both tracks at this station. A pedestrian-only track crossing would be provided at this location. Vehicular access would be from Remsen Place. An approximately 350-space surface parking area would be provided on a site currently occupied by a recently-constructed commercial/retail center. A traction power substation will be located within the proposed parking area of the station site. 3.2.5. Palisades Park Light Rail to Tenafly (Preferred Alternative) and Light Rail to Englewood Route 4 Rail Right-of-Way Just north of the border of Palisades Park, an existing culvert would be widened to accommodate the two-track alignment. In-stream work would likely be required; sheeting is proposed for use to support the



railroad while constructing the new footings. At the Palisades Park/Leonia border adjacent to Overpeck County Park, a new double- track bridge would be constructed over an unnamed tributary to Overpeck Creek. In-stream work would likely be required; cofferdams would likely be used to construct the new substructure. The at-grade crossings of West Ruby Avenue, Roosevelt Place, and West Central Boulevard would have flashers and four-quadrant gates installed. Palisades Park Station The proposed station in Palisades Park would be located north of Ruby Avenue, south of Fairview Street, and west of Grand Avenue (Refer to Figure 6 in Appendix B). Side platforms would be constructed to serve both tracks at this station. A pedestrian-only track crossing would be provided at this location. Vehicular access would be from West Ruby Avenue and Fairview Street. A mix of industrial and commercial buildings currently occupies the site. An approximately 320-space parking area would be provided. A traction power substation will be located within the proposed parking area of the station site. 3.2.6. Leonia Light Rail to Tenafly (Preferred Alternative) and Light Rail to Englewood Route 4 Rail Right-of-Way Within Leonia, the Fort Lee Road crossing would remain at-grade, as would the pedestrian crossing at Leonia High School. At the Fort Lee grade crossing, flashers and four-quadrant gates would be installed. At the pedestrian crossing at the high school, pedestrian gates and flashers would be installed, as well as fencing of adjacent right-of-way, and removal of adjacent vegetation. As part of a separate project, Bergen County is realigning the pedestrian path and access roads within Overpeck Park and providing a traffic signal at the Park Entrance on Fort Lee Road. These improvements are compatible with the improvements proposed for Leonia Station under both Alternatives. Leonia Station The Leonia Station is proposed north of Fort Lee Road, east of the right-of-way (Refer to Figure 7 in Appendix B). The track crossing for pedestrians and vehicles would be at Fort Lee Road. Side platforms would be constructed to serve both tracks at this station. A bus drop-off area would be located on Fort Lee Road. A traction power substation will be located at the edge of the parking area, near the right-of-way. Station parking for 550 vehicles would be accommodated in a six-story parking deck located above an existing parking lot associated with an office building (Kulite) located at Block 801 in a commercial/industrial area east of the Northern Branch right-of-way. The parking deck would be large enough to accommodate the project’s need, as well as the existing parking for the Kulite business. Access to the parking deck would be from Willow Tree Road, which runs in a north-south direction between the right-of-way and Block 801. 3.2.7. Englewood Light Rail to Tenafly (Preferred Alternative) Rail Right-of-Way The bridge over a channel of Overpeck Creek would be widened and a culvert would be extended to accommodate the second track between Brookside Lane and Englewood Route 4 Station. Between West Forest Avenue and Englewood Avenue a new box culvert would be constructed. South of Hudson Avenue, north of Englewood Hospital, the existing bridge would be widened to carry the new second track over a stream. In-stream work is anticipated for all four elements; for the two culverts sheeting



would be used to support the railroad while constructing the new footings; for the two bridges, cofferdams would be used to construct the new substructures. From Palisade Avenue to Demarest Avenue, the alignment would be single-track as a result of the narrowing of the right-of-way through Englewood’s town center. After Demarest Avenue, the alignment would return to two tracks. A new track interlocking would be constructed between West Forest and Englewood Avenues. The interlocking would permit the freight operator to make necessary maneuvers to service a customer on the eastern side of the right-of-way in Englewood. Currently, when this maneuver is made, the grade crossings at Englewood and Palisade Avenues in downtown Englewood are closed for several minutes. This situation is a source of community, traveler and business complaints to CSX and the City of Englewood. Mitigation or elimination of this situation has long been cited as a critical element in the use of the Northern Branch Corridor for passenger service. The proposed new interlocking improves operations by reducing the number of drills through the intersections. The at-grade crossings of Brookside Lane, West Forest Avenue, Englewood Avenue, Palisade Avenue, Demarest Avenue, Hamilton Avenue, Hudson Avenue, and Ivy Lane would have flashers and four-quadrant gates installed. Englewood Route 4 Station The Englewood Route 4 Station would be located under and south of Route 4 (Refer to Figure 8 in Appendix B). The station would have a center low-level platform. A pedestrian-only track crossing would be provided at this location. Surface parking of approximately 480 spaces would be located west of the right-of-way and Nordhoff Place, south of Route 4. Access to the station would be from Nordhoff Place. The site is currently occupied by an industrial building. A traction power substation will be located within the proposed parking area of the station site. Englewood Route 4 Vehicle Base Facility – Optional A vehicle base facility is proposed in Englewood on the east side of the tracks between Brookside Avenue and Route 4 as an option to the North Bergen VBF location (Refer to Figure 9 in Appendix B). The components of the Englewood VBF would be identical to the facility proposed for North Bergen, and would include seven yard tracks enclosed within a proposed storage shed and an eighth track (which is the easternmost track) serving as a car wash facility. The yard has a capacity to store seven three-car consists for a total capacity of 21 cars, not including the car wash track, which adds capacity for another three-car consist. Englewood Town Center Station The Englewood Town Center station would be north of Englewood Avenue, south of Palisade Avenue (Refer to Figure 10 in Appendix B). The low-level station platform would be located on the eastern side of the single track. This station is designed to be a walk-on station so there would be no parking at this location associated with the project. A traction power substation will be located within the rail right-of-way in the vicinity of the station platform. Englewood Hospital Station The Englewood Hospital station would be located along Dean Street, across from the hospital (Refer to Figure 11 in Appendix B). Side platforms would be constructed to serve both tracks at this station. A pedestrian-only track crossing would be provided at this location. A passenger drop-off area with short-term-only parking would be provided along Dean Street on the eastern side of the right-of-way. There would be no new parking at this location. A traction power substation will be located within the rail right-of-way in the vicinity of the station platforms.



Light Rail to Englewood Route 4 Rail Right-of-Way The bridge over a channel of Overpeck Creek would be widened and a culvert would be extended to accommodate the second track between Brookside Lane and Englewood Route 4 Station. In-stream work is anticipated for both elements; for the culvert sheeting would be used to support the railroad while constructing the new footings; for the bridge, cofferdams would be used to construct the new substructures. The at-grade crossings of Brookside Lane, West Forest Avenue, Englewood Avenue, Palisade Avenue, Demarest Avenue, Hamilton Avenue, Hudson Avenue, and Ivy Lane would have flashers and four-quadrant gates installed. Englewood Route 4 Station The Englewood Route 4 Station would be located under and south of Route 4 (Refer to Figure 8 in Appendix B). The station would have a center low-level platform. A pedestrian-only track crossing would be provided at this location. Surface parking of approximately 870 spaces would be located west of the right-of-way and Nordhoff Place, south of Route 4. Access to the station would be from Nordhoff Place. The site is currently occupied by an industrial building. A traction power substation will be located within the proposed parking area of the station site. Englewood Route 4 Vehicle Base Facility – Optional A vehicle base facility is proposed in Englewood on the east side of the tracks between Brookside Avenue and Route 4 as an option to the North Bergen VBF location (Refer to Figure 9 in Appendix B). The components of the Englewood VBF would be identical to the facility proposed for North Bergen, and would include seven yard tracks enclosed within a proposed storage shed and an eighth track (which is the easternmost track) serving as a car wash facility. The yard has a capacity to store seven three-car consists for a total capacity of 21 cars, not including the car wash track, which adds capacity for another three-car consist. 3.2.8. Tenafly Light Rail to Tenafly (Preferred Alternative) Rail Right-of-Way The alignment through Tenafly is double-track except for the section between Westervelt Avenue and Jay Street (through the town center), where the right-of-way width narrows and the alignment is reduced to a single track. After Jay Street, the alignment returns to two tracks. North of Central Avenue, at the border of Creskill, the alignment widens to three tracks to provide a through track for freight service and two tail tracks at the terminus of the proposed passenger rail service. The limit of project work is approximately 500 feet into Cresskill to permit extension of the signal system to beyond Union Avenue which would allow for the switch operation at the Tenafly siding. The at-grade crossings of Westervelt Avenue, West Clinton Avenue, Washington Street, Riveredge Road/Jay Street, and Central Avenue would have flashers and four-quadrant gates installed. The access road to Railroad Avenue appears closed; fencing will be installed to eliminate the crossing. Tenafly Town Center Station The Tenafly Town Center station would be located south of West Clinton Avenue behind the Clinton Inn (Refer to Figure 12 in Appendix B). The low-level station platform would be located on the western side of the single track. A passenger drop-off area with short-term-only parking would be provided on the west side of the right-of-way south of West Clinton Avenue on a site currently used for municipal



parking. No commuter parking would be provided at this station. A traction power substation will be located within the rail right-of-way in the vicinity of the station platform. Tenafly North Station The Tenafly North Station would be located along Piermont Road, south of the Cresskill border (Refer to Figure 13 in Appendix B). The station would have a low-level center-island platform. A pedestrian-only track crossing would be provided at this location. Parking of approximately 570 spaces would be located in a new surface parking lot east of Piermont Road, bordered by Piermont Road, Hudson Avenue, Madison Avenue, and North Summit Street. Vehicular access would be from Hudson Avenue, Madison Avenue, and North Summit Street. The site currently houses commercial and industrial uses, and educational and residential uses. Light Rail to Englewood Route 4 Rail Right-of-Way The at-grade crossings of Westervelt Avenue, West Clinton Avenue, Washington Street, Riveredge Road/Jay Street, and Central Avenue would have flashers and four-quadrant gates installed. The access road to Railroad Avenue appears closed; fencing will be installed to eliminate the crossing. 3.2.9. Areas North of Tenafly Light Rail to Tenafly (Preferred Alternative) and Light Rail to Englewood Route 4 Rail Right-of-Way The limitations of the light rail vehicle require that it be separated temporally from freight service. As a result, freight service will operate overnight while light rail passenger service will operate during the day. To minimize noise impacts, Quiet Zones (discussed in Chapter 12: Noise) and associated flashers and four-quadrant gates are proposed for 11 crossings:

Cresskill – East Madison Avenue, Union Avenue, Pedestrian Crossing at W. Morningside Demarest – Hardenburgh Avenue Closter – Demarest Avenue, High Street, Closter Dock Road, Blanch Avenue Norwood – Broadway Avenue Northvale – Paris Avenue, Pierron Street

3.2.10. Summary of Physical Alignment Improvements Table 3-2 summarizes the physical alignment improvements proposed for the Build Alternatives. The summary is also grouped by municipality.

Table 3-2: Physical Alignment Improvements

Project Element Location Light Rail to Tenafly (Preferred Alternative) Improvement


NORTH BERGEN

Viaduct Tonnelle Avenue HBLR Terminal to Northern Branch over existing HBLR loop track and train yard.

1,500-foot viaduct to connect HBLR to the Northern Branch alignment. Viaduct would curve northwest from Tonnelle Avenue

Viaduct 69th Street to 83rd Street 3,000-foot viaduct to bring the light rail vehicles over the existing rail yard in North Bergen

Road Closure 83rd Street Road to be closed



Table 3-2: Physical Alignment Improvements (continued)



New Undergrade Bridge and Grade Crossing

85th Street, under CSX River Line Northern Branch to cross 85th Street at-grade; crossing gates to be installed; 85th Street to be extended to West Side Avenue; and new single span bridge to carry CSX over 85th Street.

Grade Crossing 91st Street Crossing gates

Culvert Bellmans Creek, North of 91st Street

Replace existing culvert

Overhead Bridge NYS&W Edgewater Branch Bridge

Reconstruct bridge

Grade Crossing Fairview Avenue/95th Street Crossing gates

Bridge Bellmans Creek Border of North Bergen and Fairview

Widen bridge to accommodate second track

Substation 69th Street Substation below bridge or within ROW North Bergen Yard VBF

West side of right-of-way, south of viaduct to Tonnelle Avenue

7 yard tracks and an eighth track with a car wash facility (One of two potential alternate VBF sites)

91st Street Station 91st Street, west of Tonnelle Avenue

40 parking spaces in existing commercial parking lot; Low-level platform; substation in parking lot

FAIRVIEW

Bridge Wolf Creek, Border of Fairview and Ridgefield

Tie replacement and minor structure rehabilitation

RIDGEFIELD

Grade Crossing Driveway (near Wolf Creek) to Railroad Ave

Crossing gates

Grade Crossing Linden Avenue Four-quadrant gates and flashers

Ridgefield Station West of Route 1/9 (Broad Avenue), south of Hendricks Causeway

350 parking spaces; Low-level platform; substation in parking lot

PALISADES PARK

Culvert Stream, South of W. Ruby Avenue Extend culvert to accommodate second track Grade Crossing West Ruby Avenue Four-quadrant gates and flashers Grade Crossing Roosevelt Place Four-quadrant gates and flashers Grade Crossing West Central Boulevard Four-quadrant gates and flashers.

Bridge Stream, Border of Palisades Park and Leonia


Palisades Park Station

West of Grand Avenue, between Ruby Avenue and Fairview Street


LEONIA

Grade Crossing Fort Lee Road Four-quadrant gates and cantilevered mounted flashers

Grade Crossing Pedestrian Crossing at Leonia High School

Pedestrian gates, flashers, fencing, and removal of vegetation

Leonia Station North of Fort Lee Road, east of right-of-way

550 parking spaces (deck) ; Low-level platform; substation in parking lot

ENGLEWOOD

Bridge Concrete channel, between I-95 and Brookside Lane


Grade Crossing Brookside Lane Four-quadrant gates and flashers

Culvert Stream, between Brookside Lane and Englewood Route 4 Station

Extend culvert to accommodate second track

Grade Crossing West Forest Avenue Four-quadrant gates and flashers

Box Culvert West Forest Avenue to Englewood Avenue

New box culvert No Improvement



Table 3-2: Physical Alignment Improvements (continued)



Interlocking Between West Forest Avenue and Englewood Avenue

New Interlocking No Improvement

Grade Crossing Englewood Avenue Four-quadrant gates and flashers Grade Crossing Palisade Avenue Four-quadrant gates, flashers, and pedestrian gates Grade Crossing Demarest Avenue Four-quadrant gates and flashers Grade Crossing Hamilton Avenue Four-quadrant gates and flashers

Bridge Stream, north of Englewood Hospital Station


No Improvement

Grade Crossing Hudson Avenue Four-quadrant gates and flashers Grade Crossing Ivy Lane Four-quadrant gates and flashers

Englewood Route 4 Station

Under and south of Route 4, parking would be west of right-of-way



Englewood VBF East of right-of-way between Brookside Ave and Route 4

7 yard tracks and an eighth track with a car wash facility (Optional: alternate site to North Bergen VBF site)

Englewood Town Center Station

North of Englewood Ave, south of Palisade Ave

No parking; Low-level platform; substation in ROW

No Improvement

Englewood Hospital Station

Dean Street, across from the hospital


No Improvement

TENAFLY

Grade Crossing Westervelt Avenue Four-quadrant gates.

Grade Crossing West Clinton Avenue Four-quadrant gates, pedestrian gates, and cantilevered mounted flashers

Grade Crossing Washington Street Four-quadrant gates and flashers Grade Crossing Riveredge Road / Jay Street Four-quadrant gates and flashers Grade Crossing Central Avenue Four-quadrant gates and flashers Grade Crossing Access road to Railroad Avenue Appears closed, install fencing to eliminate crossing Tenafly Town Center Station

South of West Clinton Ave, behind the Clinton Inn


No Improvement

Tenafly North Station

Piermont Road, just south of the Creskill border, bounded by Hudson Ave, Madison Ave, and North Summit St


No Improvement

NORTH OF TENAFLY

Grade Crossing East Madison Avenue, Cresskill Four-quadrant gates and cantilevered mounted flashers Grade Crossing Union Avenue, Cresskill Four-quadrant gates and cantilevered mounted flashers

Grade Crossing Pedestrian Crossing at W. Morningside, Cresskill

Pedestrian gates, flashers, fencing, and removal of vegetation

Grade Crossing Hardenburgh Avenue, Demarest Four-quadrant gates and flashers

Grade Crossing Demarest Avenue, Closter

Four-quadrant gates and flashers

Grade Crossing High Street, Closter Four-quadrant gates and flashers

Grade Crossing Closter Dock Road, Closter

Four-quadrant gates, flashers, and close secondary driveway

Grade Crossing Blanch Avenue, Closter Four-quadrant gates and flashers Grade Crossing Broadway Avenue, Norwood Four-quadrant gates and flashers Grade Crossing Paris Avenue, Northvale Four-quadrant gates and flashers

Grade Crossing Access road to Pierron Street, Northvale

Four-quadrant gates and flashers

Source: Jacobs, 2010.



3.2.11. Electric Light Rail Vehicles The vehicles proposed to be used are already in use on the existing Hudson-Bergen Light Rail system and are shown in Photo 2. The vehicle provides seating for 68 passengers and a total capacity of 150 passengers. The vehicles are known as “low-floor” vehicles, requiring a platform height of 13 inches above the ground. The two Build Alternatives would use a combination of two- and three-car trains to accommodate projected ridership. The light rail vehicles do not meet the Federal Railroad Administration’s (FRA) structural requirements, as defined in 49 CFR Part 238, for vehicles operating in mixed traffic with freight trains. Accordingly, the light rail must operate with either a physical or temporal separation from the freight operation. The two Build Alternatives are assumed to operate between the hours of 5:30 a.m. and 10:30 p.m., allowing the freight providers to use the alignment between 11:00 p.m. and 5:00 a.m. 3.2.12. Operating Plan The operating plan assumes that in 2030 the Hudson-Bergen Light Rail service operates with three-car consists between Tonnelle Avenue and Hoboken and two-car consists between Tonnelle Avenue and West Side Avenue, requiring a total of 12 additional vehicles beyond the 52 vehicles currently in the HBLR fleet. These 12 additional HBLR vehicles are not included in the capital costs for this project since they will be needed to accommodate ridership grown on the existing HBLR service. Light Rail to Tenafly (Preferred Alternative) The service for the Northern Branch is assumed to operate daily from 5:30 a.m. to 10:30 p.m. Three-car trains (maximum consist size) are assumed, with 68 seats per car, from Tenafly to Hoboken; two-car trains are assumed to operate between Englewood Route 4 and Jersey City. Each service is assumed to operate on headways of 12 minutes in the peak period and 24 minutes in the off-peak period. Accordingly, south of Englewood Route 4 the service would effectively be six minutes in the peak period and 12 minutes in the off-peak period. It is assumed that CSX will continue to operate freight service at levels similar to those currently in operation. However, under this alternative, the freight services would be provided at night after the light rail service shuts down. Travel times for the Northern Branch light rail service are presented in Table 3-3. From Tenafly North, the train would take 21 minutes to reach Tonnelle Avenue, 25 minutes to reach Port Imperial in Weehawken, and 37 minutes to reach Hoboken. Table 3-3 also shows times from the other stations. To accommodate the projected riders from the Northern Branch, an additional 13 HBLR vehicles (which includes a 20 percent spare factor) would be required. Peak service would require eight three-car train sets between Tenafly North and Hoboken and 10 two-car train sets between Englewood Route 4 and West Side Avenue. Off-peak service between Tenafly North and Hoboken would require five three-car train sets while Englewood Route 4 to West Side Avenue would require six two-car trains. Light Rail to Englewood Route 4 The service for the Northern Branch is assumed to operate daily from 5:30 a.m. to 10:30 p.m. Three-car trains (maximum consist size) are assumed, with 68 seats per car, from Englewood Route 4 to Hoboken; two-car trains are assumed to operate between Englewood Route 4 and Jersey City. Each service is

Photo 2: HBLR Vehicle



assumed to operate on headways of 12 minutes in the peak period and 24 minutes in the off-peak period. Accordingly, the service would effectively be six minutes in the peak period and 12 minutes in the off-peak period. It is assumed that CSX will continue to operate freight service at levels similar to those currently in operation. However, under this alternative, the freight services would be provided at night after the light rail service shuts down.

Table 3-3: Northern Branch Corridor Light Rail Travel Times (Minutes)

Light Rail to Tenafly (Preferred Alternative)

Station Stop Incremental

Time Cumulative Time

Travel Time to Port Imperial, Weehawken

Travel Time to Hoboken

Tenafly North -- -- 0:25 0:37 Tenafly Center 0:02 0:02 0:23 0:35 Englewood Hospital 0:03 0:05 0:20 0:32 Englewood Center 0:02 0:07 0:18 0:30 Englewood Rt. 4 0:02 0:09 0:16 0:28 Leonia 0:02 0:11 0:14 0:26 Palisades Park 0:02 0:13 0:12 0:24 Ridgefield 0:02 0:15 0:10 0:22 91st Street 0:03 0:18 0:07 0:19 Tonnelle Avenue 0:03 0:21 0:04 0:16

Source: Jacobs, 2008 Travel times for the Northern Branch light rail service are presented in Table 3-4. From Englewood Route 4, the train would take 12 minutes to reach Tonnelle Avenue, 16 minutes to reach Port Imperial in Weehawken, and 28 minutes to reach Hoboken. Table 3-4 also shows times from the other stations.

Table 3-4: Northern Branch Corridor Light Rail Travel Times (Minutes) Light Rail to Englewood Route 4

Station Stop Incremental

Time Cumulative Time

Travel Time to Port Imperial, Weehawken

Travel Time to Hoboken

Englewood Rt. 4 -- -- 0:16 0:28 Leonia 0:02 0:02 0:14 0:26 Palisades Park 0:02 0:04 0:12 0:24 Ridgefield 0:02 0:06 0:10 0:22 91st Street 0:03 0:09 0:07 0:19 Tonnelle Avenue 0:03 0:12 0:04 0:16

Source: Jacobs, 2008 To accommodate the projected riders from the Northern Branch an additional six HBLR vehicles (which includes a 20 percent spare factor) would be required. Peak service would require six three-car train sets between Englewood Route 4 and Hoboken and 10 two-car train sets between Englewood Route 4 and West Side Avenue. Off-peak service would require four train sets to Hoboken and six train sets to West Side Avenue. 3.2.13. Ridership 3.2.13.1. Description of Ridership Ridership for the Northern Branch Alternatives was estimated by NJ TRANSIT using the North Jersey Transit Demand Forecasting Model (NJTDFM). The NJTDFM is a regional forecasting model that has



been utilized for transit forecasting for other NJ TRANSIT projects. A description of the model and the process to provide the forecast in this DEIS is available upon request. The model was used to estimate total LRT riders by zone to each station. NJ TRANSIT then used data from the model (such as percentage of people that would walk, drive, carpool, be dropped off, or take the bus based upon distance from each station, and the type and density of development) to estimate how people would travel to each station. This produced an initial parking demand at each station. The station locations were then reviewed to determine the maximum amount of parking that could be reasonably provided at each location, without overwhelming the communities. The model was then constrained with these maximum parking numbers, and a second iteration of the forecasting model was run. This resulted in adjustments to individual access modes to each station and a final, revised parking demand at each station. The Northern Branch Corridor 2030 forecast year is consistent with regional long-range population and employment forecasts developed by the North Jersey Transportation Planning Authority (NJTPA), the Metropolitan Planning Organization (MPO) for the Northern Branch Corridor study area. The use of 2030 is also consistent with other transit planning work being undertaken by NJ TRANSIT, including the Lackawanna Cut-off, Monmouth-Ocean Middlesex (MOM) Rail Corridor, West Trenton Line, and the Access to the Region’s Core (ARC) project. Light Rail to Tenafly (Preferred Alternative) Light Rail to Tenafly (Preferred Alternative) is projected to carry a total of 11,900 passengers each day, with a total of 23,800 daily trips (Refer to Table 3-5). Of that total, 4,400 would be new transit riders (8,800 daily trips); which is typically commuters who previously drove. The remaining riders are transfers from other modes of transit.

Table 3-5: Projected Northern Branch Daily Passengers, Trips and New Transit Trips

Station Boardings and Alightings

Light Rail to Tenafly (Preferred Alternative)


Tenafly North 1,170 -- Tenafly Center 1,315 -- Englewood Hospital 150 -- Englewood Town Center 1,000 -- Englewood Route 4 840 1,750 Leonia 3,200 3,895 Palisades Park 1,745 1,700 Ridgefield 1,440 1,460 91st Street 1,040 1,155 TOTAL Passengers 11,900 9,960 TOTAL Daily Trips 23,800 19,920 New Transit Trips 8,800 6,600

Source: NJ TRANSIT, 2008 As a result of the required coordination with freight rail, Light Rail to Tenafly (Preferred Alternative) would stop running at 10:30 p.m. to allow the freight service to operate in the overnight hours. To test the impact of the shortened operating hours, ridership demand for longer operating hours (5:30 a.m. to 1:00 a.m.) was also developed by NJ TRANSIT using the NJTDFM. In this scenario, ridership demand increases by approximately 17 percent to 28,000 trips per day due to the longer service hours. However, peak period ridership is not affected.



Light Rail to Englewood Route 4 Light Rail to Englewood Route 4 is projected to carry a total of 9,960 passengers each day, with a total of 19,920 daily trips. Of that total, 3,300 would be new transit riders (6,600 daily trips); that is, commuters who previously drove and, under this alternative, would use transit service. The remaining riders are transfers from other modes of transit. Light Rail to Englewood Route 4 serves fewer riders as a function of the length of the service and the number of communities served. Although many commuters from northern Englewood and Tenafly would drive to the Englewood Route 4 Station, there would still be a large percentage that would choose a different commuting method. 3.2.14. Cost Analysis 3.2.14.1. Capital Costs A capital cost model was developed for the Northern Branch project following the guidance contained in FTA’s Standard Cost Categories for Capital Projects, revised May 2007. Unit costs included in the model have been developed based on recent experience with the design and cost estimating of capital cost elements on other projects. Costs have been developed based on NJ TRANSIT experience and are reported in 2008 dollars escalated to year of expenditure (refer to Table 3-6). The right-of-way costs reflect the estimated cost for property associated with stations and parking facilities. The cost for the CSX and NYS&W rights-of-way is not included in these estimates.

Table 3-6: Capital Costs by Alternative (costs in 2008 dollars, in millions)

Cost Item Light Rail to Tenafly


Route 4 Guideway and Track Elements 167.50 149.97 Stations, Stops, Terminals, Intermodals 32.83 27.44 Support Facilities: Yards, Shops, Admin Buildings 44.88 44.88 Sitework & Special Conditions 122.11 88.18 Systems 79.19 56.54 ROW, Land, Existing Improvements 38.60 28.90 Professional Services 152.22 120.91 Unallocated Contingency 111.63 91.75 Finance Charges 8.93 7.34 SUBTOTAL (2008 $) 757.89 615.91 Escalation 56.04 46.06 CONSTRUCTION TOTAL 813.93 661.97 Vehicles 52.00 24.00 PROJECT TOTAL 865.93 685.97 Total Project Miles 12 miles 8 miles Capital Cost / Mile 72.17 85.75

Source: Gannett-Fleming/HNTB, 2008 As shown in Table 3-6, the total project cost to construct the Light Rail to Tenafly (Preferred Alternative) is just over 25 percent more than Light Rail to Englewood Route 4; however, Light Rail to Tenafly (Preferred Alternative) travels 33 percent further. Comparing the total project cost by project mile, the cost per mile would be less for the Light Rail to Tenafly (Preferred Alternative) than Light Rail to Englewood Route 4, 72.17 million and 85.75 million per mile, respectively. The source of funding for construction of this project has not been identified at this time.



3.2.14.2. Annual Operating and Maintenance Costs and Revenue An operating and maintenance cost (O&M) model was developed following the guidance contained in Procedures and Technical Method for Transit Project Planning, Section 2.4, Operating and Maintenance Cost, Federal Transit Administration, September 1990, as revised. The principles of this guidance were applied to prepare the O&M cost model for the Northern Branch Project, which was developed to a level of detail appropriate for the concept-level work performed in this study. The output of the demand forecasts and operating plans was used as input to the O&M cost model, in the form of operating statistics. Development of the model involved identifying costs that vary with service levels, and then attributing each variable cost to the service characteristics to which it is most closely tied. Refinements were made to the operating cost model to reflect the actual experience of the existing HBLR system. The HBLR operation was summarized based on car and train hours and miles, overall costs and several standard operating ratios (cost/mile, cost/hour, miles/hours of service). These service statistics were then compared against the preliminary estimates for the proposed project alternatives. The line item unit costs by category and/or the service quantities in the cost model were adjusted to more accurately reflect the needs of a light rail service operating on the Northern Branch. At the end of this effort, the costs to operate and maintain each of the alternatives were estimated and are summarized in Table 3-7. Annual revenue for each of the Build Alternatives was developed based on the ridership forecasts and assumptions for fares and parking rates. The annual revenue includes revenue loss from Commuter Rail and HBLR but does not consider revenue loss from bus.

Revenue recovery is the total revenue (fares and parking fees) divided by the total operating and maintenance costs, expressed as a percentage. The operating subsidy is the total operating and maintenance costs minus the revenue. Table 3-7 summarizes each of these items by alternative. Both Build Alternatives are predicted to operate at similar revenue recovery rates, between 36.17% and 36.54%. Light Rail to Tenafly (Preferred Alternative) has higher annual operating and maintenance costs, but has higher annual revenue. When comparing the annual operating subsidy between the two Build Alternatives, when the subsidy is calculated per mile, the subsidy per mile is approximately the same. Thus the main difference between the alternatives is the distance over which the light rail would operate.

Table 3-7: Annual Costs and Revenue by Alternative (costs in 2008 dollars, in millions)

Item Light Rail to Tenafly


Route 4 Annual Operating and Maintenance Costs $23.5 $15.6 Annual Revenue $8.5 $5.7 Annual Revenue Recovery 36.17% 36.54% Annual Operating Subsidy $15.0 $9.9 Total Project Miles 12 miles 8 miles Annual Operating Subsidy / Mile $1.25 $1.25

Source: Jacobs, 2008.

The source of funding for annual operation and maintenance costs has not been identified at this time.

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91st STREET STATION LOCATION Northern Branch CorridorFigure 3-3

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RIDGEFIELD STATION LOCATION Northern Branch CorridorFigure 3-4

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PALISADES PARK STATION LOCATION Northern Branch CorridorFigure 3-5

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LEONIA STATION LOCATION Northern Branch CorridorFigure 3-6

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ENGLEWOOD ROUTE 4 STATION LOCATION Northern Branch CorridorFigure 3-7

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ENGLEWOOD TOWN CENTER STATION LOCATION Northern Branch CorridorFigure 3-8

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ENGLEWOOD HOSPITAL STATION LOCATION Northern Branch CorridorFigure 3-9

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TENAFLY TOWN CENTER STATION LOCATION Northern Branch CorridorFigure 3-10

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TENAFLY NORTH STATION LOCATION Northern Branch CorridorFigure 3-11

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