BICYCLE& PEDESTRIANPLAN - Hoboken NJ

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANTABLE OF CONTENTSExecutive Summary............................................................................... iChapter 1: Introduction & BackgroundPurpose.................................................................................................................................... 2Project Background............................................................................................................. 3Chapter 2: Planning Process & Community OutreachPlanning Process & Community Outreach................................................................. 5Chapter 3: Evaluation and AnalysisEvaluation and Analysis Overview................................................................................ 9Existing Conditions............................................................................................................. 10Opportunities & Constraints............................................................................................ 19Chapter 4: The Vision for Hoboken’s FutureVisioning Overview.............................................................................................................. 24Vision Statement.................................................................................................................. 25Goals and Objectives.......................................................................................................... 26Chapter 5: Strategies for TransformationRecommendations Overview.......................................................................................... 295E Action Implementation Menu................................................................................... 30Concept Plans........................................................................................................................ 48

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANTABLE OF CONTENTSAppendicesAppendix A. Design GuidelinesAppendix B.Appendix C.Appendix D.Appendix E.Appendix F.Appendix G.Appendix H.Funding SourcesField Visit Memo and Photo LogLocal Ordinance ReviewBicycle and Pedestrian Demand and Suitability Technical MemorandumSummary of Crash DataBicycle and Pedestrian Safety Education Resource ListSample Policies and Programsi. Burlington, Vermont Bicycle Parking Ordinanceii. CityRyde “Bicycle Sharing Systems Worldwide: Selected Case Studies,” September 2010iii.iv.B-cycle Bicycle Sharing Community Assessment and Example of Residential CommunityProgramSan Francisco Planning Department – RFP for Temporary Sidewalk Extensions “Parklets”v. Bike Maryland’s Community Pace Car ProgramAppendix I.Appendix J.Appendix K.Manual on Uniform Traffic Control Devices (MUTCD) Request to ExperimentDocument BibliographyMeeting Summariesi. Kick-Off Meetingii.iii.Public Visioning MeetingPublic Information Center

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANTABLE OF CONTENTSList of FiguresFigure 1.Figure 2.Figure 3.Figure 4.Figure 5.Figure 6.Figure 7.Figure 8.Figure 9.Figure 10.Planning Process Flow ChartBike/Ped Crashes - 6th, 7th, and 8th Streets between Washington and Clinton StreetsBike/Ped Crashes - Southwest Hoboken AreaBike/Ped Crashes - 14th and 15th Streets between Park and Willow AvesBike/Ped Crashes - Hoboken Terminal Area“Word Cloud” of Public Visioning InputConcept Plan 1 - The Intersections of Hudson Street, Hudson Place, River Street and Newark StreetConcept Plan 2 - Paterson Avenue between the border with Jersey City and Marshall StreetConcept Plan 3 - 15th Street (between Park Avenue and Hudson Street)Concept Plan 4 - Madison Street (between Newark Street and Observer Highway) & Newark StreetList of Tables(between Grove Street and Madison Street)Table 1.Table 2-1.Table 2-2.Table 2-3.Transit Service and Connections Available in the City of HobokenHoboken Existing Class I Bike LanesHoboken Existing Class II Bike LanesHoboken Existing Class III Bike LanesList of MapsMap 1.Map 2.Map 3.Map 4.Transit MapExisting Conditions/Opportunities and Constraints MapRecommendations MapEnhanced Bike Network Map

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANEXECUTIVE SUMMARYBACKGROUNDThe City of Hoboken Bicycle and Pedestrian Plan was prepared through the NewJersey Department of Transportation’s (NJDOT), Office of Bicycle and PedestrianPrograms Local Technical Assistance (LTA) Program to address concerns ofwalking and bicycling within Hoboken. The City, in collaboration with SweetStreets, its local pedestrian and bicycle advocacy group, applied to the LTAprogram to seek assistance to create a comprehensive plan to promote walkingand bicycling as a preferred mode of transportation for residents and visitors,and to make these modes a priority in the transportation element of the City’sMaster Plan.This plan builds on the extensive non-motorized transportation system alreadyinstituted by the City of Hoboken which includes off-road bicycle and pedestrianpaths, and recently implemented on-street bicycle facilities. Chapter 5 of thisplan, “Strategies for Transformation”, provides a comprehensive approach toidentify priority capital improvements for creating, enhancing and expandingwalking and bicycling opportunities for residents and visitors of all ages andabilities throughout the City.DEVELOPING the VISIONThe City of Hoboken Bicycle and Pedestrian Plan was developed througha collaborative public input process. Members of the public and keystakeholders provided input at all stages of this year-long project throughcommunity meetings and a project Web page. The Steering Committee,comprised of representatives from NJDOT, The City of Hoboken Police andTransportation Utility Departments, Hoboken Sweet Streets, Hoboken Qualityof Life Commission, Hudson County and the Hudson County TransportationManagement Association (TMA), assisted the project team in guiding theplanning process towards a comprehensive vision aimed at enhancing andpromoting a complete, city-wide bicycling and walking network. A qualitativesystem evaluation in addition to input received during the public visioningworkshop assisted the project team and Steering Committee in articulating acommunity vision in regards to bicycling and walking:Plan OrganizationThe Plan is organized as follows:Chapter 1. Introduction &Background, provides an overviewof the plan, its purpose and theproject background.Chapter 2. Planning Process &Community Outreach, provides asynopsis of the planning processfor the project and the communityoutreach conducted as part of thedevelopment of the Plan.Chapter 3. Evaluation andAnalysis, summarizes the existingconditions and opportunities andconstraints of integrating bicyclingand walking into the City’s currenttransportation system.Chapter 4. The Vision forHoboken’s Future, discussesthe Plan’s vision statement ,goals and objectives that willset the foundation for the City’sfuture bicycle and pedestrianenvironment.Chapter 5. Strategies forTransformation, outlines thestrategic plan to take the Cityfrom its vision of becoming a walkand bike friendly community toimplementation.“Hoboken’s transportation system safely accommodates and seamlesslyconnects all modes of travel – walking, bicycling, transit use and driving.Hoboken’s residents, commuters, students and visitors of all ages and abilitiescan walk and bicycle with confidence and security. Its excellent bicycling andwalking facilities are central to the city’s valued transportation network andcontribute to its identity, economic vitality, public health and overall qualityof life.”EXECUTIVE SUMMARYi

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANOPPORTUNITIES & RECOMMENDATIONSThe City of Hoboken, with its mix of residential neighborhoods, commercial corridors, compact grid street network, flatgeography, waterfront views, and regional transit connections, is in a unique position to decrease auto use and promotewalking and bicycling as preferred modes of transportation. However, in spite of these favorable conditions, a large number ofresidents and businesses still own and use autos for trips within the City. In addition, many visitors choose to drive to and parkin Hoboken to reach destinations within the City or nearby New York City. In order for residents and visitors to consider nonmotorizedtransportation as a safe and convenient option for daily travel, improved bicycle and pedestrians accommodationsmust be provided throughout Hoboken.Using a comprehensive “5E” strategy, which includes Engineering, Education, Enforcement, Encouragement and Evaluationsolutions, the plan outlines physical and programmatic actions that will help the City achieve its vision to create a true bicycleand walk-friendly community. The “5E Action Implementation Menu” presented in Chapter 5 includes recommendations fortargeted actions such as municipal wayfinding, enhanced crosswalk striping, revision and adoption of bicycle and pedestrianfriendlyland use and zoning ordinances, and a traffic safety campaign. Highlights of Chapter 5 include concept plans forlocations identified by stakeholders and the public as priorities for bicycle and pedestrians improvements within the City. Thefour concept plans are outlined below.Concept 1: The intersections of Hudson Street, Hudson Place, River Street and Newark StreetIssues: High pedestrian activity and conflicts with vehicular trafficProposed Design Solutions:• Test or investigate implementing a Pedestrian Scramble (“Barnes Dance”) at the signalized intersections• Investigate prohibiting right turn on red, especially from Hudson Street onto Newark Street• Enhance the intersection of Newark and Hudson Streets with a painted intersections or ergonomic crosswalks to prioritizepedestrian movementEXECUTIVE SUMMARYii

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANConcept 2: Paterson Avenue between the border with Jersey City &Marshall StreetIssues: High pedestrian, bicyclist activity and conflicts with vehiculartrafficProposed Design Solutions:• Consolidate gateway signage• Restripe existing crosswalks and relocate stop bars• Add new crosswalks where currently absent• Continue sidewalk network across driveway aprons• Colorized and/or texturized pavement for the sidewalksConcept 3: 15th Street (between Park Avenue and Hudson Street)Issues: SpeedingProposed Design Solutions• Install a raised intersection at:• 15th Street and Washington Street• 15th Street and Garden Street• Install speed humps less than 200 feet from the proposed raised intersectionsConcept 4: Madison Street (between Newark Street and Observer Highway) & Newark Street(between Grove Street and Madison Street)Issues: Better connectivity to Madison Street bicycle facility from Jersey CityProposed Design Solutions• Extend the northbound bicycle lane on Madison Street south to Newark Street• Formalize and design the parking configuration adjacent to the firehouse to avoid conflicts with the proposedbicycle lane segment• Widen the sidewalk along the north side of the Newark Street between Grove Street and Madison Street to create asidepath to accommodate bicyclists accessing the proposed bicycle lane segment• Install wayfinding signs leading from the Jersey City gateways along Grove Street and Marin Boulevard/HendersonStreetEXECUTIVE SUMMARYiii

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANChapter 1: Introduction & Background11

Chapter 1: Introduction & BackgroundPURPOSECITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANThe purpose of the City of Hoboken Bicycle and Pedestrian Plan is to provide a blueprint orguide which, when implemented, will make walking and bicycling viable travel options forpeople in Hoboken. The plan provides an “action plan” for Hoboken and identifies specificopportunities for the City of Hoboken to make investments in its transportation networkthat will better accommodate bicyclists and walkers.Buildings along Washington StreetBicycling and walking, as a means of both personal transportation and recreation, havebeen growing in popularity throughout the nation. This increase in bicycling and walkingas a means for transportation has been spurred by increasing gas prices, the economicdownturn, traffic congestion and an attitudinal shift that recognizes the ability to walk andbike to local destinations is a key indicator of a community’s quality of life. This paradigmshift reveals the reality that our communities have not been planned, zoned, or built tosupport these activities.Over the last sixty years, street networks have been primarily planned and designed forthe movement of vehicular traffic. Contributing factors such as lack of sidewalks, noncontinuousstreets, and land use regulations that prohibit the mixing of land uses, havecreated a built environment that makes potentially short trips longer and puts users in aposition where it is easier to make the trip by car. A report supporting federal investmentin bicycling and walking shows that half the trips in America can be completed withina 20-minute bike ride and a quarter of all trips are within a 20 minute walk. Yet the vastmajority of these short trips are taken by automobile, contributing to traffic congestionand environmental degradation.Hoboken’s street grid was laid out over a hundred and fifty years ago when walkingwas the primary mode of transportation. The dense network of streets complete withsidewalks combined with the City’s recent advances in providing on-and off-road bicyclefacilities and the availability of public transit create a walkable and bikeable environment.However, there are a significant number of residents and visitors that still travel by carin Hoboken. This decision often results in motorists “trolling” to find a parking spot ordouble or triple parking. This is a reflection of the fact that Hoboken has not reached itspotential as a bike and walk friendly city. This potential can be best fulfilled by preparingand implementing a comprehensive bicycle and pedestrian plan. This Plan is intended tocreate a blueprint for helping the City achieve the proper balance between infrastructureneeds for motorized and non-motorized traffic and provides the appropriate guidancefor the successful transformation from the city’s traditional driving culture into a morewalkable and bicycle-friendly locale.Bike path along Sinatra DriveInformation kiosk along theHudson River Waterfron WalkwayHudson-Bergen Light Rail Stationat the Hoboken TerminalDeciding where to make capital investments in the Capital Improvement Program thatwill create a walkable and bikeable community and produce the desired modal shift awayfrom the car is not an issue unique to Hoboken. Nationally, municipalities have a pressingneed to find ways to accommodate community members who are unable to drive, or donot have access to a vehicle by providing some other means of mobility, such as walking,bicycling or public transit as key components of their transportation network. Recognizingthis, government agencies have begun to promote these modes of transportation becausethey serve all ages and incomes and they are a contributing factor for enhancing publichealth, air quality and overall quality of life.Shops along Washington 2 Street2

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANChapter 2: Planning Process & Community Outreach4

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANChapter 2: Planning Process & Community OutreachPLANNING PROCESS & COMMUNITY OUTREACHThe development of the City of Hoboken Bicycle and Pedestrian Plan was a collaborative process facilitated by the projectconsultant team from The RBA Group working closely with key representatives from the Hoboken community and NJDOT.The first step in the planning process was to develop a scope of work and to establish a team of local representatives tosteer the project through its development. This Steering Committee was formed to assist the project consultant teamby serving as a clearinghouse for all information relevant to the plan while also providing the local perspective. TheSteering Committee was comprised of representatives from the New Jersey Department of Transportation, the City ofHoboken’s Police and Transportation and Utility Departments, the local pedestrian and bicycle community advocacygroup, Hoboken Sweet Streets, Hoboken Quality of Life Coalition, Hudson County Division of Planning, North JerseyTransportation Planning Authority (NJTPA), Hudson County Transportation Management Agency, NJ Transit, HobokenChamber of Commerce, Stevens Institute of Technology’s Student Committee, and community residents.A Kick-Off meeting was held on June 22, 2010 with the Steering Committee, to introduce them to the project and toelicit their views and insight regarding bicycling and walking needs throughout the City of Hoboken. The SteeringCommittee identified key destinations, opportunities, challenges and amenities for bicycling and walking withinHoboken. Committee members also noted that this Plan is one of several efforts progressing simultaneously including asub-regional transportation study of southwest Hoboken and Jersey City with NJTPA and the reevaluation of the City’sMaster Plan. A synthesis of this information set the direction of the project.The next step in the planning process was to complete a system evaluation, utilizing all existing data to establish abaseline of current bicycle and pedestrian accommodations and activity and identify opportunities and constraints forfuture improvements in Hoboken. The process involved a series of steps including data collection, a needs assessment,and a bicycle and pedestrian demand analysis. Collectively, these steps allowed the project consultant team to developa comprehensive menu of recommendations aimed at increasing walking and bicycling within the City.55

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANThe project consultant team’s data collection efforts included a review and analysis of all existing relevant reports,resources, mapping, new developments, city ordinances and related projects provided by City, County and Stateagencies. Key sources of information used in the development of the plan included the City’s Master Plan, Bike LaneMap and GIS data, Vehicular Traffic Speed Survey at spot locations from the City’s Transportation and Utility Departmentand Plan4Safety crash data. The Document Bibliography found in Appendix I: Document Bibliography summarizes allof the reports and studies reviewed as part of this effort.The needs assessment of the City’s transportation system was conducted by reviewing the existing conditions andclassifying opportunities for improvement. This evaluation and analysis identified barriers, gaps in connectivity,substandard conditions, and assessed the overall suitability of the existing infrastructure for bicycling and walking. Inaddition to the existing on-road infrastructure, bus routes, light rail stops and train and ferry terminal were mapped. Map2: Existing Conditions, Opportunities and Constraints Map displays the results of the assessment.The evaluation process also included analyses to identify where demand currently exists for bicycling and walking basedon census tract information. These analyses were completed utilizing the models, methods and data from the NewJersey Statewide Bicycle and Pedestrian Plan, Phase 2. 3 The technical memorandum of the analyses can be found in theAppendix E: Bicycle and Pedestrian Demand and Suitability Technical Memorandum.The third step in the planning process was to conduct public outreach. A public visioning workshop was held on August3, 2010 to inform the public about the plan and elicit their input for the development of the plan. Participants engagedin dialogue through mapping and a visioning exercise to develop a vision and a set of goals for the plan that depicted adesired future for bicycling and walking in the City. Utilizing the information garnered from the workshop, the projectconsultant team prepared a vision statement complete with goals and objectives. The statement and its goals andobjectives are intended to serve as the guiding principles for Hoboken with respect to addressing the needs of bicycleand pedestrian travel in the community.Based upon the findings of the prior steps, a list of preliminary recommendations for improved bicycle and pedestrianfacilities was prepared by the project consultant team. It included safe walking and bicycling access to the public schools,train stations, bus stops, and ferry terminals, Washington Street, and the waterfront. Recommended improvementsinclude pedestrian accommodations and streetscape enhancements, bicycle accommodations, and traffic calming.Conceptual plans that address “hotspots” i.e. Paterson Avenue and the area around Hoboken Terminal were also prepared.After the completion of the analysis phase and the development of the preliminary recommendations, the projectconsultant team hosted a Public Information Center (PIC). The purpose of the Public Information Center was to presentthe findings and conceptual improvements in the draft plan to the public and solicit their input and comments. The PICwas conducted in an “open house” format allowing the public to view a series of “stations” illustrating the key elementsof the plan as well as the ability to have questions answered by the project consultant team or steering committeemembers.The final step in developing a comprehensive Bicycle and Pedestrian Plan for the City of Hoboken was to incorporate thefindings from each preceding task, including the public comment into the final plan. The City of Hoboken Bicycle andPedestrian Plan outlines goals, objectives, and recommendations to fulfill the City’s vision. It also presents typical designtreatments that could be implemented to address identified needs and opportunities.A flow chart illustrating the project’s planning process is shown in Figure 1.3 This Plan was developed by the New Jersey Department of Transportation in partnership with New Jersey’s three regional MetropolitanPlanning Organizations to serve as a framework for action to achieving the vision for improving the bicycling and walking environment throughout the6State.CHAPTER 2: PLANNING PROCESS & COMMUNITY OUTREACH6

Chapter 3: Evaluation and Analysis

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANChapter 3: Evaluation & AnalysisEVALUATION AND ANALYSIS OVERVIEWThis chapter summarizes the planning context and existing conditions for bicycling and walking in Hoboken. Acomprehensive analysis was conducted by the project team to understand the existing conditions within the City. Theevaluation included data collection and a review of plans, ordinances, and programs related to bicycling and walking;a summary of the existing bicycle and pedestrian facilities; analysis of bicycle and pedestrian crash data; bicycle andpedestrian demand model analysis; and a field visit to observe the pedestrian and bicyclist environment. Highlightsfrom this comprehensive needs assessment are presented in this chapter along with significant findings that presentopportunities and challenges for walkers and bicyclists. The complete summary of the field visit can be found in AppendixC: Field Visit Memo and Photo Log.PLANNING CONTEXTWhen planning for new bicycle and pedestrian facilities or upgrading or reconstructing existing roadways toaccommodate bicyclists and pedestrians, one of the items for transportation planners and engineers to consider is thetypical trip length of pedestrians and bicyclists. According to the Transportation Planning Handbook, published by theInstitute of Transportation Engineers, “bicycle and pedestrian trips are typically characterized by short trip distances:approximately one-quarter mile to one mile for pedestrian trips and one quarter-mile to three miles for bicycle trips.” 3Equally as important in planning for new bicycle and pedestrian accommodations is the understanding of the types ofplaces and destinations where people start and end their trips. Many bicyclists and pedestrians, out of necessity, willmake their trips to these land uses even if the proper accommodations or improvements are not made. Providing safeand convenient bicycle and pedestrian accommodations will not only improve the safety of current users but it willencourage others to make the choice to walk or bike rather than drive.There are certain land uses that are known to attract walking or bicycling trips, especially if they are served by safewalking and bicycling facilities and have on-site facilities such as walkways and bicycle parking. These include:Schools - Most children are physically fit and are unable to drive cars. As a result, walking and bicycling are natural modesof travel to schools, and until around 1980, most children did walk or bike to school provided that they lived within twomiles of the school. The decline in physical activity by children – including the sharp decline in walking to school – hashelped to create the much publicized epidemic in childhood obesity. Making schools accessible by walking and bicyclingand developing programs, such as Safe Routes to School, that will encourage students to walk or bike represents asolution to transportation needs that addresses a public health issue as well.Parks/Open Space - Like schools, parks and open space areas cater to children, but many adults use these facilities, too.Making these facilities accessible, by foot or bike, can allow children and adults to get to games and team practiceswithout the need for vehicular transport.Public Libraries - Like schools and parks, libraries attract residents to their services, and children are especially likely tohave reasons to go to the library.Religious Buildings - Religious organizations tend to draw their congregants from the surrounding community, meaningthat many members may live close enough to walk or bike provided that safe and convenient routes are available.Parking Lots - The final portion of most trips are made on foot. Good connections between parking areas and finaldestinations that support walking and/or bicycling should be made through wayfinding signs or kiosks.3 John D. Edwards Jr., Transportation Planning Handbook, 2nd ed., ITE, Washington, D.C. 1999, pg 60499

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANBars/Restaurants - All businesses will attract walkers, but bars and restaurants are of specialconcern because they are more likely to have at least some patrons whose decisions skillsmay become impaired. Assuring that walkways are well marked and well lit can help toenhance safety.Residential Hotels - All hotels, but especially those that serve as residences, are likely toproduce more pedestrian trips than typical residential land uses due to the higher densityof land use.Transit stops and stations - No matter how we choose to travel to our destination, we areall pedestrians at some point during our trip. Even if a motorist drives to the park/ride lotto catch a bus or train, they must walk to and from their car. For a bus passenger, this typeof trip often requires crossing a street or highway either while accessing the bus or whenexiting it. Accommodations should be made at transit stops and stations to incorporateall trip types. All transit stops and stations should provide for basic pedestrian safety andimportant park/ride lots should incorporate a comprehensive walkway system, crosswalksand bike storage facilities.Trails - Trails are constructed to attract bicyclists and/or hikers and walkers. However, trailcrossings at roadways may not be anticipated by drivers, since trail crossings often lackthe type of visual cues that drivers rely on to identify areas with pedestrians and bicyclists– sidewalks, homes, shops, etc. Therefore, providing trails with safe methods for crossingroadways poses a special problem – both in making the crossing safe and in alerting themotorist to the unanticipated conflicts.EXISTING CONDITIONS​“How far people arewilling to walk to work,shop, visit friends or totransit depends uponmany factor whichmake up pedestrianaccessibility, includinghilliness, the availabilityand conditions ofsidewalks, trees andsuch street furniture asawnings for protectionfrom sun or rain, seatingand other amenities,other pedestrians andinteresting stores orvistas along the walk,the amount and speed ofthe street traffic and theease and safety of streetcrossings.” 44John Holtzclaw, “UsingResidential Patterns and Transitto Decrease Auto Dependenceand Costs,” June 1994.The City of Hoboken, also known as the “The Mile Square City” forits land area of 1.3 square miles, is an urban village (population of41,538 persons) located in Hudson County. It shares its municipalborders with Weehawken to the north; Jersey City to the south; andJersey City and Union City to the west. To the east it is bordered bythe Hudson River and is directly across from Manhattan.The City of Hoboken is primarily residential with multiple businessand commercial corridors. Washington Street is the maincommercial street in Hoboken with retail shops, office space, bars,and restaurants. Hoboken’s older housing stock is comprisedof brownstones that are generally two or three story buildings.Hoboken’s waterfront provides an esplanade for pedestrians andbicyclists as part of the Hudson River Waterfront Walkway (HRWW)with a panoramic view of the New York City skyline. Major parksinclude Columbus Park, Church Square and along the waterfront,Elysian Park, Castle Point, Sinatra Park, and Pier A Park. StevensInstitute of Technology is also a major land use within the City withits main campus that extends north from 4th Street to 11th streetand east from Hudson Street to the Hudson River.Location of Hudson County highlighted in theState of New Jersey. Inset: Location of Hobokenwithin Hudson County.10CHAPTER 3: EVALUATION & ANALYSIS10

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANThe City’s roadways form a grid network made up of local and county roads. This grid features one way streets that aremainly stop controlled. Most of the local (residential) roadways do not have a centerline stripe and typically have parkingon both sides of the street with restrictions for residents and non-residents. The streets that run north to south streetstend to be wider than the streets that run east-west. The main thoroughfares are Observer Highway, Newark Avenue,Paterson Avenue, Park Avenue, Willow Avenue, Frank Sinatra Drive, 14th Street Viaduct, and Washington Street. The twomain highway tunnels that connect New Jersey to New York - the Holland Tunnel (to the south in Jersey City) and theLincoln Tunnel (to the north in Weehawken) are located within a mile of the City.Key Bicycle and Pedestrian Trip AttractorsCurrent travel patterns provide the context for evaluating the type of improvements that may be most effective toachieving the City’s vision for the future. Knowing what destinations attract walking and bicycling trips help to form thebaseline from which future land use changes and access improvements may evolve. A brief overview of Hoboken’s keybicycle and pedestrian trip attractors is provided in the following section.Public Schools• Joseph F. Brandt Primary School• Salvatore R. Calabro ElementarySchool• Thomas G. Connors ElementarySchool• Wallace Elementary School• Hoboken High School• The A. J. Demarest AlternativeHigh School• Hoboken Charter School -Elementary and Middle School• Hoboken Charter School –High SchoolColleges/Universities• Stevens Institute of TechnologyParks/Open Space• Pier A Park• Pier C Park• Sinatra Park• Church Square Park• Stevens (Hudson Square) Park• Elysian Park• Castle Point Skate Park• Columbus Park• Multi-Service CommunityCenter Park• Jackson Street Park• Maxwell Place Park• Walkway/Fishing Pier• Warrington PlazaMunicipal Facilities• Municipal Garages – Garage “B”,Garage “D”, Garage “G”, Midtownand Garden Street• City Hall• Hoboken Public Library• Multi-Service Community CenterTrails• Hudson River Waterfront WalkwayTourist Attractions• Carlo’s BakeryResidential Hotels• The WCity Hall Hudson River Waterfront Walkway Maxwell Place Park11CHAPTER 3: EVALUATION & ANALYSIS11

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN2nd Street Hudson Bergen Light Rail StationTransit UseThe City of Hoboken is extremely well-served by every major transit mode. According to the 2006-2008 AmericanCommunity Survey, fifty-five percent (54%) of Hoboken residents use public transportation to get to work. Commuterscan reach destinations in New York City and throughout New Jersey via the Hoboken Terminal, which serves as a regionaltransportation hub. Intra-city travel is provided by the City’s mini-transit system known as “The Hop.” Details on transitservice and connections available within the City are noted in Table 1 below and on Map 1: Transit Map.Table 1. Transit Service and Connections Available in the City of HobokenType of Service & OperatorService/Connections AvailableBus – NJ Transit NJ Transit 126, 64, 22, 23, 68,85, 87, 89Rail – NJ TransitPort Authority Trans-Hudson (PATH)Hudson-Bergen Light RailShuttle Bus – The City of HobokenFerry – NY WaterwayHoboken TerminalHoboken TerminalHoboken Terminal, 2 nd Street, 9 th StreetThe Hop – Green, Blue, Red LinesHoboken Terminal, 14 th Street12CHAPTER 3: EVALUATION & ANALYSIS12

JEFFERSON STADAMS STADAMS STGRAND STGRAND STPARK AVECOURT STHUDSON STHUDSON STHUDSON STSHIPYARD LANECASTLE POINT TERRACESINATRA DRIVECity of HobokenBicycle & Pedestrian PlanWEEHAWKENHARBOR BLVDMAP 1.TRANSIT MAPWeehawken/Hoboken Cove16TH STDecember 2010CLINTON ST15TH STUNION CITYMANHATTAN AVE13TH STClearviewCinemaGRAND STCLINTON ST13TH ST14TH ST12TH STGWASHINGTON STSINATRA DR NMONROE ST11TH ST11TH ST10TH STElysian ParkMaxwell PlaceBeachShopRiteColumbusParkWILLOW STGARDEN STI29TH STCastle PointParkWalkway/Fishing PierSINATRA DR8TH STMADISON ST7TH STPARK AVEBLOOMFIELD STStevens Instituteof Technology6TH STWASHINGTON STSinatraPark5TH STcJERSEY CITYChurch SquarePark4TH STStevens ParkGMOUNTAIN ROADOBSERVER HWYPATERSON PLANK RDI2MARSHALL STHARRISON STPATERSON AVEJACKSON STMONROE STNEWARK ST1ST STMADISON STJEFFERSON STADAMS ST3RD STMulti-ServiceCommunityCenterCLINTON STOBSERVER HWYWILLOW STPARK AVE2ND STGARDEN STBLOOMFIELD STCarlo’sBakeryaRIVER STI2½I2Pier CPier AMARIN BLVDGROVE STNORTHJERSEY AVEJERSEY CITYHOLLAND TUNNEL0.25MilesLEGENDBUS ROUTESBLUE HOPGREEN HOPRED HOPNJTRANSIT2RAIL STATIONFERRY TERMINAL½ BUS TERMINALACTIVE RAILROADacCITY HALLPOLICE STATIONHOSPITALLIBRARYPOST OFFICEMUNICIPAL PARKINGGARAGEBRIDGECOBBLESTONE ALLEYPLANTED MEDIANONE WAY STREETSources: City of Hoboken; NJDOT; State of NJ Division of Taxation, NJ Office of Technology (NJOIT), Office of Geographic Information Systems (OGIS)

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANBicycle & Pedestrian FacilitiesBicycle FacilitiesThe City of Hoboken’s bicycle network currently has approximately 4.22 miles of bikeways.This includes 3.22 miles of off-road bicycle facilities and one mile of “designated” on-roadbicycle facilities. The current network has two dedicated bike lanes along Madison andGrand Streets, which are both one-way streets with parking on both sides. Unlike theconventional bike lanes seen throughout the State, these bike lanes are located on theleft side of the street. These bicycle facilities were designed for the safety of the bicyclistto keep them out of the “door zone.” 4 Studies have shown that bicyclists using bike lanespositioned on the left side of the street are less likely to experience “dooring” (being hit bya car door) from a passenger exiting the vehicle.The bicycle network also includes shared lane pavement markings, called “sharrows,” onstreets that the City has deemed too narrow for bike lanes. Sharrows indicate to bothbicyclists and drivers that the street is meant to be shared by both parties and provideguidance to bicyclists as to where they should position themselves. These pavementmarkings are accompanied by regulatory signage that instructs motorists to “share theroad” with bicyclists.The City’s only existing exclusive bicycle path is a four-block long segment that begins atNewark Street and travels northbound along Sinatra Drive until it comes to an abrupt stopat 4th Street. The path is adjacent to the Hudson River Waterfront Walkway (HRWW) butit is physically separated from it by tree-lined buffer space. Although the bicycle path ismarked with pavement markings for bicyclists, pedestrians also use this facility.Bicycle parking can be found throughout the City but is mainly concentrated alongWashington Street, the HRWW and at Hoboken Terminal. There are currently no bicycleracks installed on the NJ Transit buses that travel through Hoboken or on the buses utilizedby the City’s “Hop” shuttle service.Definition of Hoboken’s Bicycle Facilities as identified in the Municipal Code*• Class I Bike Lane: Referenced in this Plan as a bike path, a Class I Bike Lane providesbicycle travel on a paved right-of-way completely separated from the street.• Class II Lane: Referenced in this Plan as a bike lane, a Class II Bike Lane provides astriped, signed, and stenciled 5’ lane for one-way travel on a street.• Class III Bike Lane: Referred to in this Plan as a road with a shared lane marking(SLM) or “sharrow”, a Class III Bike Lane provides for shared use with bicycle or motorvehicle traffic and is identified using a stenciled shared lane marking or “sharrow”and signage.*These facility designations vary from the terminology typically used to describedesignated bicycle facilities.5The “door zone” is the 4-foot area along the side of a parked car where a driver opening their door can hit andseriously injure a cyclist or force them to maneuver out of the bike lane and into the adjacent lane of traffic.City of Hoboken Guidelinesfor Bicycle Riding on Streets &Sidewalks as written by Ian Sacs,P.E., Director, Transportation andParking, City of Hoboken“1. Riding on sidewalks: InHoboken, we feel that the streetsare for bikes and the sidewalks arefor pedestrians, but we still want topreserve the needs of families withsmall children, or others makingthat last leg of their trip to avoidriding around the block. So, youare allowed to ride on sidewalks,but no faster than the speed ofnearby pedestrians.Bicyclists should use additionalcaution when riding on a sidewalk.Motorists do not expect to seebicyclists traveling on sidewalksand may pull out of intersectionsor driveways and collide with abicycle unexpectedly.2. Pedestrians have the right ofway: Whether on the sidewalk orat crosswalks, pedestrians alwayshave the right of way. Bike ridersshould yield and act courteouslytowards all pedestrians.3. It is illegal to ride against theflow of traffic: In New York City,bike riders who ride the wrongway on one-way streets are called“salmon”. Bike riders have thesame rights and responsibilities asmotor vehicles, and this includesriding in the same direction oftraffic as regulated by law/signage.4. Bike riders must obey trafficcontrol devices: Stop signs andtraffic signals must be obeyed, it’sas simple as that. Blowing throughintersections is dangerous and, tobe blunt, is infuriating to driversand pedestrians who are expectedto obey traffic laws.”14CHAPTER 3: EVALUATION & ANALYSIS14

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANTable 2-1: Hoboken Existing Class I Bike LanesClass Location Start EndIParallel to SinatraDriveTable 2-2: Hoboken Existing Class II Bike LanesNewark Street4 th StreetClass Location Start EndIIMadison Street(northbound)Observer Highway11 th StreetIIGrand Street(southbound)Newark Street15 th StreetII2 nd Street (bothdirections)Sinatra DriveRiver StreetTable 2-3: Hoboken Existing Class III Bike LanesClass Location Start EndIII 8 th Street Hudson Street Jackson StreetIII 9 th Street Jackson Street Hudson StreetIII 12 th Street Monroe Street Hudson StreetIII 13 th Street Hudson Street Madison Street15CHAPTER 3: EVALUATION & ANALYSIS15

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANPedestrian FacilitiesHoboken has a contiguous sidewalk network with sidewalks on both sides of the street and relatively few gaps.Throughout the city, various pedestrian amenities, such as benches, can be found outside of businesses and near or inparks. At the majority of crossings throughout the city, the traffic signals do not feature pedestrian signal displays thatcreate a gap for pedestrians to cross. Along the bus lines that run throughout the City, minimal amenities such as sheltersand route information can be found throughout the system.The City’s most prominent pedestrian and bicyclist facility can be found along its waterfront. Here, the Hudson RiverWaterfront Walkway provides a connection for pedestrians and bicyclists traveling from Jersey City and continuing alongthe waterfront towards Weehawken. The HRWW has plenty of bicycle parking and benches for pedestrians and bicyclistsas they enjoy the nearby recreational and commercial land uses.Crash Data SummaryThe project consultant team reviewed vehicle crash records for the seven-year period between January 1, 2003 andDecember 31, 2009. The crash data obtained from the Plan4Safety 5 database was used to determine the frequency ofcrashes and the locations where bicyclist and pedestrian conflicts with motorists was most prevalent. During the timeperiod reviewed, there were a total of four hundred and twelve (412) motor vehicle crashes. Out of these crashes, twohundred and twelve (212) crashes involved either bicyclist or pedestrian. There were no reported fatalities involvingbicyclists or pedestrians during this time. Within the City, there were four (4) areas that experienced the highest clustersof bicyclist and pedestrian crashes. These “hot spots” are identified in the following figures. In the figure details, theyellow thumbtacks represent the location of a crash involving a pedestrian and the white thumbtacks represent thelocation of a crash involving a bicyclist.Figure 2. Bike/Ped Crashes - 6th, 7th and 8th Streets betweenWashington and Clinton StreetsView northbound along WashingtonStreet near the intersection of 6th Street7Plan4Safety is a NJDOT sponsored program that offers a tool to transportation officials to filter and analyze statewide crash records formore detailed and place-based analysis.16CHAPTER 3: EVALUATION & ANALYSIS16

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANFigure 3. Bike/Ped Crashes - Southwest Hoboken AreaConvergence of Paterson Avenue,Marshall Street and 1st StreetFigure 4. Bike/Ped Crashes - 14th and 15th St b/w Park and Willow AvesView westbound along 15th Streettowards Bloomfield StreetFigure 5. Bike/Ped Crashes - Hoboken Terminal AreaIntersection of Hudson and Newark 17 StreetsCHAPTER 3: EVALUATION & ANALYSIS17

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANThe crash data obtained for this analysis identified locations of bicycle and pedestriancrashes but did not include any police narrative indicating the cause of the crash. Withoutthe narrative, there is not enough information to determine if a problematic conditionexists or to suggest a solution. It is recommended that any future efforts to rectify issues atthese “hot spots” should include the collection and review of accident report narratives toverify problems with crash “clusters” and determine appropriate solutions. See AppendixF: Summary of Crash Data for a summary of the crash conditions, intersections withmultiple crashes and crashes involving bicyclist and pedestrians along road segments.State Plan AnalysisUtilizing the methods and data for modeling bicycle and pedestrian demand andsuitability from the New Jersey Statewide Bicycle and Pedestrian Master Plan, Phase 2, ananalysis of bicycle and pedestrian demand in Hoboken and the suitability for bicycling onHoboken’s roadways was conducted.The Bicycle Demand Model (BDM) was utilized to provide a measure of the total numberof daily bicycle trips for a given census tract based on 2000 Census data. The PedestrianCompatibility Index (PCI) was used to estimate locations with the greatest potentialfor pedestrian demand based on variables generally understood to contribute toenvironments conducive to pedestrian activity, such as density, employment and transitaccessibility.The findings are presented in ranges of low, medium, high demand based on the numberof daily utilitarian trips made in a given census tract; where low demand equals 0-200daily trips, medium demand equals 201-1000 daily trips, and high demand equals 1000or more daily trips. The results indicated that bicycle and pedestrian demand is primarilymedium or high throughout the City. The model was also conducted on CongestionMitigation System (CMS) roadways to determine those that are “suitable” for bicyclingand provide ample opportunity for safe pedestrian crossing due to sufficient gaps intraffic. Unfortunately, the model did not yield results because there are currently no CMSroadways in Hoboken.The model is a planning tool that is used as a starting point to identify opportunitiesfor implementing bicyclist and pedestrian facilities. Given its nature, the model cannotdefine or measure where demand exists; it simply notes where it can be expected basedon major trip generators. It should be noted that the BDM is a very conservative estimateof demand which accounts for utilitarian trips only and does not consider recreationaltrips, where increased demand can be anticipated with the implementation of improvedfacilities. The model uses the assumption that the demand results will not be realizedunless appropriate facilities are provided. In addition, because the data in the model isstagnant, it does not take into account any recent changes in Hoboken’s land developmentor population. For the most accurate model results, it is recommended that the model beupdated to incorporate the most recent Census data and further supplemented with localinformation. The complete results of the analysis can be found in Appendix E. Bicycle andPedestrian Demand and Suitability Technical Memorandum.What is Demand Forecasting?In the context of bicycle andpedestrian planning, demandforecasting is a process bywhich we identify what areas orcorridors are most likely to carrybicycle or pedestrian trips. Thisis done by evaluating censuspopulation and employmentdata to estimate the potentiallevel of bicycle and pedestriantrip making that could occur in agiven area.Map indicating the total number ofutilitarian bicycle trips per census tractas indicated utilizing Census 2000information.18CHAPTER 3: EVALUATION & ANALYSIS18

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANOPPORTUNITIES AND CONSTRAINTSIn many New Jersey communities non-motorized means of transportation, such as walking or bicycling, are used mainlyfor recreational purposes. A growing number of residents and commuters use walking or bicycling as an alternative travelmode when they have the opportunity, and enjoy the chance it provides to combine exercise and travel. Given HobokenCity’s relatively flat terrain, compact land use, close proximity of trip attractors, dense network of streets, and multipletransit options, Hoboken residents have an ideal set of conditions in which walking and bicycling can become preferredmodes of transportation for short trips. However, there are several barriers that limit the ability to safely walk and bikethroughout the City. The recommended strategies identified in Chapter 5 were developed to address these issues.While conducting data collection, the project team discovered that there are a number of simultaneous projectsrelated to improving the existing conditions within Hoboken. It is expected that the recommendations and subsequentimplementation that comes as a results of these studies will have an effect on the bicycle and pedestrian environment. Asummary of these projects is noted in Appendix J: Document Bibliography.The following is a summary of the most pressing opportunities and constraints as identified by stakeholders during thepublic outreach and by the project team during the needs analysis.A photo log showing the existing conditions is included as Appendix C: Field Visit Memo and Photo Log of this report.19CHAPTER 3: EVALUATION & ANALYSIS19

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANSummary of Key Opportunities and ConstraintsGateway SignageThere are seven roads that provide the primary ingress/egress from Hoboken to the surrounding municipalities. Usingthese gateways, Hoboken is accessible from the south by Jersey Ave., Grove St., and Marin Blvd/Henderson Street; fromthe east by Paterson Plank Road/Paterson Avenue and 14th Street; and from the north by the Park Avenue and WillowAvenue bridges. Gateway signage is often used to communicate to motorists that they have entered or are exiting adestination. At all of the previously noted locations there is gateway signage, but the signs vary in size, color, design andage. These signs are also often accompanied by other sign clutter which can be a distraction to motorists.Driving CultureHoboken’s transportation system offers numerous ways to get around without a car via walkways, bicycle facilities, andtransit, yet the driving culture is still a predominant force within the City. With 3,800 on-street parking spaces for morethan 40,000 residents, parking is a hot commodity. Residents and visitors contribute to congestion and traffic as theydrive the city streets in circles looking for a place to park. Drivers who are distracted by the need to find a parking spacepose a potential hazard to other roadway users.Despite the availability of modal options, a large number of residents still choose to own a car. According to 2006-2008American Community Survey (ACS) statistics, fifty-one percent (51%) of residents have at least one vehicle available intheir household while eleven percent (11%) have at least 2 vehicles available. This paradox is further complicated by thestatistical evidence that most residents do not use their car to get to work but instead utilize public transit. Anecdotalinformation supports this and revealed that many leave their car parked during the week and only use it for travelling onthe weekends or to run local errands. To deter new residents from owning a vehicle and to provide a convenient solutionfor those residents that only need a car for running local errands, the City created the “Surrender Your Permit” and “CornerCar” programs. Both programs offer incentives to Hobokenites willing to give up their parking permits in exchange for acar-free lifestyle.Lack of Pedestrian Facilities at IntersectionsAs stated previously, there are few traffic signals that include pedestrian signals indicating when it allowable for thepedestrian to cross the street. The signal infrastructure needs to be updated to incorporate traffic signals that usepedestrian countdown signals to let the pedestrian know exactly how much time they have to cross the street before thelight turns red. Currently, these signals exist at a few locations within the City such as the intersection of Hudson Placeand River Street and the intersection of River and Second Streets but there are none at the signalized intersections alongWashington Street. In addition, the traffic signals have only one signal head located above the center of the intersectionswhich makes it difficult for pedestrians to gauge when they should cross based on the color of the light, especially at theone-way streets.JaywalkingIntersections that do not convey information on when to cross, deficient signal timing that results in long wait times,and motorists’ non-compliance with stopping for pedestrians in the crosswalk have created an environment wherepedestrians have become overly-aggressive. Rather than waiting for the light to change, many pedestrians jaywalk andtake risks when crossing against the traffic light. This is most apparent in the vicinity of the Hoboken Terminal especiallyduring peak hours.20CHAPTER 3: EVALUATION & ANALYSIS20

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANLimited site visibility for pedestrians at intersection cornersGiven the fact that parking is limited, every parking space is considered valuable and drivers “squeeze in” where they can.Sometimes, this means parking extremely close (illegally) to the intersection or within the crosswalk. Cars that park tooclose to the intersection pose a hazard by limiting visibility for pedestrians attempting to cross a non-stop controlledstreet. The City has begun implementing “daylighting” treatments at certain intersections to combat this issue by placingtwo vertical delineators upstream of the crosswalk. These plastic delineators prevent cars from parking too close tothe crosswalk and improve safety for pedestrians by enhancing visibility; however, because of their composition somemotorists run over them in order to continue to park in the dedicated space.Bicycle Network ConnectivityHoboken’s existing and proposed bicycle network helps to integrate bicycling into the roadway system but opportunitiesexist for enhancing the user’s experience. The dedicated bike lanes along Madison and Grand Streets are frequentlyblocked by double parked cars. This reduces the efficiency of the network and uncomfortably forces bicyclists to use thetravel lane to avoid the obstruction.The network’s existing bike lanes make north to south connections, but east to west connections are warranted toconnect the greater community to the recreational uses along the waterfront. Additionally, better network connectionsshould be made to adjacent communities such as Jersey City and its bicycle network.Wrong Way CyclingDuring in-field data collection, a vast number of cyclists were observed using the on-and off-road facilities. Althoughmany of these bicyclists were observed to be following the rules of the road and the direction of traffic, a disturbingamount of bicyclists were not. Cyclists were often observed riding against the direction of traffic down a one way streetand ignoring traffic control at intersections.Gaps in Pedestrian and Bicycle NetworkEven though Hoboken’s walkways and bikeways system is extensive and provides ideal conditions for circulation, thereare a number of gaps. The most notable gaps exist along the HRWW where several gaps exist along the waterfrontleading to Weehawken.Speeding and Roadway DesignHoboken’s residential nature lends it to having a 25mph speed limit on most of its streets. Given its close proximityto both the Holland and Lincoln Tunnels, Hoboken experiences cut-through traffic from cars and trucks. Stakeholdersidentified the local roads where they perceived speeding to occur most often due to limited or no traffic control. Theyalso identified a number of intersections where crossing was dangerous or awkward due to the roadway’s configurationor because current driver behavior.Map 2: Existing Conditions, Opportunities and Constraints Map highlights the transportation network and the existingconditions and opportunities and constraints.21CHAPTER 3: EVALUATION & ANALYSIS21

JEFFERSON STADAMS STADAMS STGRAND STGRAND STPARK AVECOURT STHUDSON STHUDSON STHUDSON STSHIPYARD LANECASTLE POINT TERRACESINATRA DRIVECity of HobokenBicycle & Pedestrian PlanWEEHAWKENHARBOR BLVDMAP 2.EXISTING CONDITIONS,Weehawken/Hoboken CoveOPPORTUNITIES & CONSTRAINTSDecember 2010UNION CITYMANHATTAN AVE16TH ST13TH ST)ClearviewCinemaGRAND STCLINTON ST)))13TH ST)14TH ST12TH STGWASHINGTON ST)15TH ST)))))))SINATRA DR N))Gap in HRWWMONROE ST11TH STCLINTON ST11TH ST)))I2)Shop Rite)))9TH ST))ColumbusPark)))WILLOW ST10TH STGARDEN ST)))Elysian Park)Maxwell PlaceBeachSINATRA DRCastle PointPark)Gap in HRWWWalkway/Fishing Pier8TH STMADISON ST7TH ST)PARK AVEBLOOMFIELD ST)Stevens Instituteof Technology))6TH STWASHINGTON ST))Damage to HRWW)5TH ST)c)) )SinatraParkJERSEY CITYGMOUNTAIN ROADOBSERVER HWYPATERSON PLANK RDI2)MARSHALL ST))HARRISON STPATERSON AVEJACKSON STMONROE STNEWARK ST1ST STMADISON STJEFFERSON ST)ADAMS ST3RD ST)Multi-ServiceCommunityCenter))CLINTON STOBSERVER HWY)WILLOW STChurch SquarePark)) ) ) )PARK AVE2ND STGARDEN ST))BLOOMFIELD ST4TH ST))))))) )))Carlo’sBakery))a)Stevens ParkRIVER ST)))))I2½I2))))))Pier CPier AHRWW continuesthrough Hoboken Terminal.Bicyclists must dismount.MARIN BLVDGROVE STNORTHJERSEY AVEJERSEY CITYHOLLAND TUNNEL0.25MilesLEGEND)GBIKE PATH(physically separated from motor vehicle traffic)BIKE LANE(5’ lane for preferential use by bicyclists)ROAD WITH SHARED LANE MARKINGS(road right-of-way shared bycyclists and motor vehicles)EXISTING TRAIL(Hudson River Waterfront Walkway)EXISTING BIKE RACKBIKE SHOP2acRAIL STATIONFERRY TERMINALCITY HALLPOLICE STATIONHOSPITALLIBRARYANGLED PARKINGBRIDGEACTIVE RAILROADCOBBLESTONE ALLEYPLANTED MEDIANONE WAY STREETMUNICIPAL PARKINGGARAGEPOST OFFICESCHOOLCOMMERCIALPARCELBUS ROUTESBLUE HOPGREEN HOPRED HOPNJTRANSITUNIVERSITYPARKGAP in HUDSON RIVERWATERFRONT WALKWAY (HRWW)MISSING SIDEWALK½ BUS TERMINAL *Note: The match rate of the parcels data set from the NJOIT OGIS and the State of NJ Division of Taxation 2010 MOD-IV tables was 95%.GATEWAY/ACCESS ROADDIFFICULT INTERSECTION(per Steering Committee and public input)PERCEIVED SPEEDING(per Steering Committee and public input)Sources: City of Hoboken; NJDOT; State of NJ Division of Taxation, NJ Office of Technology (NJOIT), Office of Geographic Information Systems (OGIS)

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANChapter 4: The Vision for Hoboken’s Future23

Chapter 4: The Vision for Hoboken’s FutureVISIONING OVERVIEWCITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANThis chapter outlines the City of Hoboken Bicycle and Pedestrian Plan’s vision statement, goals and objectives whichare aimed at providing a foundation for the recommended bicycle and pedestrian infrastructure improvements andprograms. The vision statement sets the desired direction for the future of Hoboken’s physical bicycle and pedestrianenvironment. The goals and objectives provide general directives and exemplify measurable actions that can be taken toachieve Hoboken’s bicycling and pedestrian vision.As part of the planning process, the project consultant team worked with the community to craft a vision for the futureof bicycling and walking in Hoboken as well as specific goals for both physical accommodations and programmaticactivities to support bicycle and pedestrian travel. The vision statement, goals and objectives were crafted based onthe ideals of bicycling and walking that were articulated in the City’s LTA application to NJDOT and those that werebeing continuously reiterated in their public dialogue. In his Planetizen blog dated February 8th, 2010, Ian Sacs, the City’sDirector of Transportation and Parking, stated that the City’s goal is to “dramatically broaden the modal choices thatresidents and visitors have when they are in Hoboken.” As per their Bicycle Friendly Communities application, the Citystated their goal is to “improve linkages within the bicycle network to make better connections to bicycle infrastructure,the waterfront, open spaces, transit stations and other destinations.”In seeking community participation, the project consultant team had the full understanding that Hoboken’s visioncannot be solely based on the City’s goals and should also be rooted in the community and its values and priorities.After hearing the needs and concerns about bicycling and walking throughout the City of Hoboken from the SteeringCommittee at the project’s Kickoff Meeting, the project consultant team conducted a Public Visioning Meeting to informthe general public about the plan and to elicit their input. This meeting was held on Tuesday August 3, 2010 from 4:30pmto 7:30pm at the Multi-Service Community Center.After receiving the overview of the Plan and a presentation highlighting the existing conditions and solutions to considerfor the future, attendees were asked to partake in a visioning exercise. The intent of the exercise was to help attendeescraft a vision of how they foresaw bicycling and walking throughout Hoboken. As a group exercise, attendees were askedwhat types of changes they would like to see in Hoboken to better accommodate bicycling and walking. Figure 6 is a“word cloud” of the feedback provided as part of this exercise.Figure 6. “Word Cloud” of Public Visioning Input24CHAPTER 4: THE VISION FOR HOBOKEN’S FUTURE24

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANVISION STATEMENTUsing a combination of the input from the City, Steering Committee and the public, a vision statement was developed by theproject consutlant team. This vision statement reflects the assumed future of walking and bicycling after the adoption andimplementation of this Plan and a cultural shift in attitudes about bicycling and walking in Hoboken.“Hoboken’s transportation system safely accommodates and seamlessly connects all modes of travel – walking,bicycling, transit use and driving. Hoboken’s residents, commuters, students and visitors of all ages and abilitiescan walk and bicycle with confidence and security. Its excellent bicycling and walking facilities are central to thecity’s valued transportation network and contribute to its identity, economic vitality, public health and overallquality of life.”Benefits of Bicycling and WalkingBefore the City can expect the vision statement for bicycling and walking to be locally accepted, there must bea greater understanding of how bicycling and walking can positively contribute to Hoboken’s transportationsystem and quality of life standard. As documented by the Pedestrian and Bicycle Information Center in their2008-2009 Summary Report titled Supporting Livable Communities through Resources, Training and Research, thereare many benefits of bicycling and walking. The following is excerpted text from the report:Provide transportation options - Safe and convenient walking and bicycling facilities, and linkages to transit,provide transportation choices so that people do not have to rely on personal vehicles.Get fit - Walking and bicycling are great ways to get more physical activity, which can help reduce stress andprevent obesity, diabetes and other health problems.Improve the environment - While short car trips have especially high rates of emissions, bicycling and walkingprovide an environmentally friendly alternative. In fact, it is estimated that a short, four-mile trip by bike or footcan keep 15 pounds of pollutants out of the air.Revitalize communities - Bicycling and walking can provide economic solutions for both individuals andcommunities. Investing in bicycling and walking infrastructure can boost local economies, revitalize downtownareas and create jobs.Connect to transit - Since most transit riders will only walk up to five minutes to catch a train or bus, improvingbicycling and pedestrian access to transit stops can significantly increase ridership and provide commuterchoices.Reduce vehicle congestion - Walking and bicycling trips can help reduce vehicle trips so there are fewervehicles on the road. Choosing to walk or bike instead of drive can help reduce unnecessary vehicle congestion,particularly during peak travel times.Save money - With rising fuel, parking and car insurance costs, a mile spent driving is more expensive than ever.In fact, the average cost of owning a car is about $9,000 per year — almost 18 percent of the average household’sincome!For the full report please visit, http://www.pedbikeinfo.org/collateral/pbic_summary_report_2008-2009.pdf25CHAPTER 4: THE VISION FOR HOBOKEN’S FUTURE25

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANGOALS AND OBJECTIVESIn order to help the City transform its vision statement from a mental picture or an idea thatonly exists on paper, the project consultant team established goals and objectives neededto successfully achieve the vision. The goals and objectives are based on problems identifiedduring the public outreach process and represent the desired outcomes as a result of carryingout the vision statement and Plan.Goal #1: Increase the number of people walking and bicycling in HobokenObjectives:• Boost and promote the image of walking and bicycling• Implement Safe Routes to School (SRTS) programs at all schools• Receive national recognition as a bicycle and walk-friendly communityGoal #2: Modify the speed of traffic through design and enforcement so that the rateof speed travelled is consistent with encouraging bicycling and walking throughoutthe CityObjectives:• Identify locations where traffic calming devices and techniques can be used to slow trafficGoalsGoal statements definewhat needs to happenand what results need tobe achieved in order toproduce the vision. Goalsare policy-related andpropose fundamentalactions which will resultin long-term impacts andbenefits.ObjectivesObjectives identifywhat specific thingsneed to change or beaccomplished in order forthe goal to be achieved.Objectives are processorientedand focus onroutine procedures, eventsor tasks.• Raise public awareness for and encourage safe bicycling , walking and driving behavior• Enforce motor vehicle compliance with speed limits and parking regulationsGoal #3: Establish safe and consistent access to recreation, schools, shops, library,transit, etc., for all people of all ages and abilities.Objectives:• Provide safe bicycle and pedestrian facilities connecting major destinations throughoutthe City• Encourage walking and bicycling to local destinations as a means to reduce trafficcongestions, reduce auto emissions, and improve health.• Remove existing barriers to walking and bicycling in the CityGoal #4: Make car-free travel the preferred option to any destination in the CityObjectives:• Provide and support modal options such as transit, bike or car share, bicycling, walking, etc.for traveling in and around Hoboken• Explore innovative solutions to car-free travel through ergonomic crosswalks, bike stations,wayfinding/functional kiosks, etc.• Implement improvements that modify the current transportation network, placing apriority on bicycle and pedestrian capital projects.26CHAPTER 4: THE VISION FOR HOBOKEN’S FUTURE26

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANGoal #5: Improve and promote bicycle and pedestrian safety and security in HobokenObjectives:• Improve opportunities for secure bicycle parking to reduce the number of bicycle thefts within Hoboken• Increase enforcement of traffic control and speed violations to reduce the number of motor vehicle crashes involvingbicyclists and pedestrians within Hoboken• Increase enforcement of double parking regulations, especially on Washington Street, to provide a safer roadway for cyclists• Provide bicycle and pedestrian safety education to increase the level of confidence and competence among bicyclists andpedestrians• Provide enforcement with respect to pedestrians and bicyclists who violate the law and motorists who infringe onpedestrian and bicyclist rights.27CHAPTER 4: THE VISION FOR HOBOKEN’S FUTURE27

Chapter 5: Strategies for Transformation

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANChapter 5: Strategies for TransformationRECOMMENDATIONS OVERVIEWThe previous chapter outlined the vision, goals, and objectives necessary for the City of Hoboken to successfullyincorporate bicycling and walking into its transportation system. This chapter departs from abstract thoughts ofan inclusive network and details a strategic plan that can be executed to move from vision to implementation. Thisstrategic plan was developed utilizing a comprehensive 5E (Engineering, Enforcement, Education, Encouragement andEvaluation) planning approach to develop recommended action items.The 5E Action Implementation Menu provides the full list of recommended physical and programmatic actions that,when implemented, will position the City to become a bona fide bicycle and walk friendly community. The menu isolateseach recommended action, the responsible party, timeframe for implementation, and the cost associated with eachaction. Within the 5E Action Implementation Menu, actions items have been marked to indicate the targeted actionsthat the City should undertake in its first steps of working towards its transformation and achievement of its vision, goalsand objectives.In addition to the citywide recommendations, the Concept Plans section of this chapter discusses site-specificrecommendations at locations of significant bicycle and pedestrian concern within the City. Concept level designs havebeen developed to address these concerns and are illustrated in Figures 7-10.The Recommendations Maps, titled Map 3: Recommendations and Map 4: Enhanced Bike Network, are provided toillustrate the suggested physical recommendations for implementation.Design treatments suggested in this section are in accordance with the Manual on Uniform Traffic Control Devices(MUTCD), the American Association of State Highway and Transportation Officials (AASHTO), and New Jersey Department 2929

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANof Transportation’s Bicycle Compatible Roadways and Bikeways and Pedestrian Compatible Planning and Design Guidelines.There are several potential solutions to bicycle and pedestrian access and safety problems currently in use which arenot included in the above mentioned guidelines. Examples include “colored bike lanes,” “bike boxes,” and ergonomiccrosswalks. Their use is typically justified as a result of their being implemented under the FHWA/MUTCD experimentalprocess. A description of the process and the form for requesting approval to experiment appears in Appendix J: MUTCDRequest to Experiment. Where such improvements are suggested or recommended, they should be implemented aspart of this experimental process.Because this section includes both infrastructure and non-infrastructure strategies, it can be easily utilized as part of aSafe Routes to School Travel Plan where improvements are within 2 miles of an elementary or middle school and whereactivities directly address students’ school commute. For more information on implementing a Safe Routes to Schoolprogram in Hoboken, please visit http://www.state.nj.us/transportation/community/srts/5E ACTION IMPLEMENTATION MENUUtilizing information obtained during the evaluation of Hoboken’s existing transportation infrastructure through theneeds assessment and fieldwork, concerns expressed in the City’s application to NJDOT for Local Planning Assistance, andfeedback from community outreach, a 5E (Engineering, Education, Enforcement, Encouragement and Evaluation) ActionImplementation Menu was developed of recommended solutions to consider for bicycle and pedestrian improvements.This menu of “actions” is intended to guide the City of Hoboken in its implementation strategy for achieving the vision,goals and objectives outlined within this Plan.The table is categorized by the 5E’s comprehensive approach for increasing bicycling and walking. Considering thevast number of benefits that can be achieved through improvements to the operational and physical infrastructure,the Engineering section of the table has been subcategorized by: Streetscape Enhancements, Bicycle Accommodations,Pedestrian Accommodations, Traffic Calming, Transit Accommodations, and “Green Streets”. These recommended solutionsare supplemented by a set of design guidelines containing descriptions and illustrations of all the recommended designtreatments and is included in Appendix A: Design Guidelines.Within each category, the “action” is divided into citywide or spot improvements and is further supplemented by threefactors: Responsibility, Timeframe, and Cost. Responsibility identifies the agency charged with the responsibility forleading implementation of the proposed action item. Timeframe identifies the required amount of time to capturethe full benefit of the recommendation, including development and implementation. Phase I represents less than 2years, Phase II represents 2 to 5 years, and Phase III represents 5-10 years. The cost estimate includes the relative cost ofimplementing the strategy (low, medium, high).It should be noted that it will take time, commitment, coordination and energy for the City to fully attain its vision ofbeing a bicycle and walk friendly city and to implement the recommended improvements as noted in this Plan . Therecommendations outlined in this chapter are intended to be used as a starting point to addressing better connectivitythroughout the city and to its neighboring municipalities. The implementation strategy is built into the 5E ActionImplementation Menu and is marked by a plus sign (+). These line items represent the key actions, on a policy andplanning level, that should be vigoroulsy pursued by the City following the adoption of the Plan. Projects or activitiesthat are not specifically found in the 5E Action Implementation Menu should not be discounted for inclusion in thetransportation network as a desired solution.30CHAPTER 5: STRATEGIES FOR TRANSFORMATION30

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuSymbols Used in TableImplementation StrategyAction item is illustrated by a Concept PlanAction item can be achieved as part of a SRTS programEngineeringStreetscape EnhancementsAction (Citywide Improvement) Responsibility Timeframe CostCreate a comprehensive wayfinding system thatprovides distance and direction to key destinationsand travel time for bicyclists and pedestrians fromtheir current location. The system will includesigning, informational kiosks and destination mapsthroughout HobokenCity/County/TMA Phase II Low - MediumEvaluate intersection lighting and install pedestrianscaleCity/County Phase I Mediumlighting along all existing and future sidewalksand shared-use pathsConsider "solar tree" lighting that can serve aspower generation/charging stations whereappropriateCity/Local UtilitycompaniesPhase IIEvaluate traffic signal equipment and signal timings City/County Phase I Highfor appropriate pedestrian clearance times,appropriate yellow and all red times and updateaccordinglyRe-institute permanent closure along Sinatra Drive City Phase I Lowon Sundays for “Car-Free Sundays”Install “Stop for Pedestrians” pavement markings at City/County Phase I Lowstop-controlled high conflict locationsMediumInstall permanent automatic traffic counters thatcan detect bikes and pedestrians at locationswhere pedestrian and bicyclist volumes are high,such as approaches to the Hoboken TerminalCity/County Phase I MediumConduct a feasibility study to remove on-streetparking, and replace with bicycle and pedestrianfacilities and amenities in accordance with thegoals and objectives of this PlanCity/County Phase I LowConduct pilot evaluations of parking programs todetermine the feasibility of implementing a parkingmanagement system that utilizes occupancysensors to determine availability of on-street orgarage parkingCity/NJTPA/Hudson TMA Phase IIMediumChange the name of Observer Highway toObserver Boulevard in accordance with the goalsand objectives of this PlanCity/County Phase I Medium31CHAPTER 5: STRATEGIES FOR TRANSFORMATION31

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostUse streetscape design and plant trees to create a City/County Phase II Medium - Highboulevard feel along Observer HighwayConsider façade “makeover” for Municipal GarageB located on 2 nd Street between River and HudsonStreetsCity/Hoboken Arts andIndustry CouncilPhase IIMedium - HighMaintain all streetscape and roadway elements City Ongoing MediumInstall audible devices at any active light rail gradecrossings used by pedestriansNJ Transit /City/ County Phase I MediumInstall “Fines Higher” (R2-6) signs in all schoolzonesUtilize the Hoboken tree planting program to planttrees along major pedestrian corridorsCreate a public art component to incorporate publicart designs reflective of bicyclists and walkers intothe transportation network including painted utilityboxes, painted intersections and public seatingCity Phase I LowCity/Hoboken Shade TreeCommission/NJ TreeFoundationCity/Hoboken Arts andIndustry CouncilPhase IPhase IILowLowInvestigate the feasibility of creating temporary“parklets” in public areas and identify potentiallocations for implementationCity/County Phase II LowProvide appropriate street furniture in front ofbusinesses, city buildings, and at all major publicgathering locations to promote street lifeCity/Hoboken Arts andIndustry CouncilPhase ILowProvide and promote bicycle parking, showeringand clothes changing facilities at worksites,transportation terminals, and other destinationsCity/County/NJ Transit Phase III Medium - HighAction (Spot Improvement) Responsibility Timeframe CostIntersection of 11 th Street at Washington Street. City/County/Hoboken Arts Phase I LowEnhance brick pavers with a painted intersection & Industry CouncilIntersections Newark Street at River Street andHudson Street at Hudson Place. Enhance thecurrent striping with a painted intersectionCity/County/Hoboken Arts& Industry CouncilPhase ILowWarrington Plaza. Reclaim this space for publicuse. Provide expanded pedestrian amenities(benches, public art, etc.) and secure bicycleparkingCity/Hoboken Arts &Industry Council/County/NJ TransitPhase IMedium32CHAPTER 5: STRATEGIES FOR TRANSFORMATION32

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Spot Improvement) Responsibility Timeframe CostGateways. Enhance gateways treatments intoHoboken and use to coordinate linkages to bicycleand pedestrian accommodations in Jersey City,Union City and Weehawken. Gateway treatmentsshould be established at the following entrances toHoboken:Jersey City1. Marin Boulevard2. Grove Street3. Jersey Avenue4. Observer Highway5. Paterson Plank RoadUnion City6. 14th StreetWeehawken7. Willow Street8. Park AvenueCity/County Phase II MediumBicycle AccommodationsAction (Citywide Improvement) Responsibility Timeframe CostImplement the City of Hoboken’s Enhanced Bicycle City Phase I LowNetwork as identified in the Hoboken Bicycle andPedestrian PlanProvide bicycle detection at all signalizedintersections in accordance with the goals andobjectives of this PlanCreate a comprehensive bicycle route network withwayfinding signs to key destinations with thedirection, distance, destination and riding time fromcurrent locationCity/County Phase I MediumCity Phase II LowInstall “MAY USE FULL LANE” signs (R4-11) alongstreets that are too narrow for bicyclists andmotorists to operate side-by-sideInstall bicycle “WRONG WAY” signs and “RIDEWITH TRAFFIC” plaques (R5-1b, R9-3CP) on allstreets with bicycle facilities along the oppositetravel directionRetrofit stormwater drains with bicycle-compatibledesigns where neededCreate secure bike parking on curb extensionswhere appropriateCity/County Phase I LowCity/County Phase I LowCity/County Phase I LowCity/County Phase II Low - Medium33CHAPTER 5: STRATEGIES FOR TRANSFORMATION33

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostConduct a feasibility study to determine a suitablelocation and install a bicycle station for commutersand residents to ride their bikes to the train stationwith secure, sheltered parkingCity/County/NJTransit/NJTPA/PANYNJ/ HudsonTMAPhase I LowCreate secure and safe bicycle parking at keybicycling and walking destinations (or startingpoints) including schools, shopping districts,recreational facilities, public buildings,transportation center and parks throughout the cityCity Phase II Low - MediumCreate colorized advance bicycle boxes andthrough bike lanes at high conflict locationsincluding left turns at traffic signalsCity/County Phase I LowProvide a facility for Bicycle Motocross (BMX) use City Phase II Medium - HighAction (Spot Improvement) Responsibility Timeframe CostProvide secure bicycle parking on the Stevens Stevens, City Phase I Low - MediumCampusPark Avenue Bridge between the Weehawkenborder and 16 th Street. Redistribute roadwaystriping to expand the shoulder width to betteraccommodate bicycle traffic. Reduce travel lanesfrom 13’ to 12.’ Use the additional 2’ to create a 5’shoulder for bicycling on the northbound laneCity/County/Weehawken Phase I LowHoboken Terminal. Install new bicycle parkingfacilities along the north and south sides of theterminal. Utilize existing or new covered areas andprovide both short term (racks) and long term(locker) optionsCity/County/NJ Transit Phase I MediumConnection from Harbor Boulevard inWeehawken to Park Avenue at 16 th Street inHoboken. Place wayfinding signs directingsouthbound bicyclists traveling from Weehawkenalong the Hudson River Waterfront Walkway to usethis connection from Weehawken to Hobokeninstead of the Park Avenue bridgeCity/County/Weehawken Phase II Low34CHAPTER 5: STRATEGIES FOR TRANSFORMATION34

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Spot Improvement) Responsibility Timeframe CostWillow Street Bridge between the Weehawkenborder and 16th Street. Redistribute roadwaystriping to create a 5 foot wide bike lane, 4 footwide buffer area and an 11 foot wide travel lane tobetter accommodate bicycle traffic. There arecurrently two 20 foot wide lanes (one in eachdirection) and no striped shoulderCity/County/Weehawken Phase I LowConnection from Harbor Boulevard inWeehawken to Park Avenue at 16 th Street inHoboken. Resurface Harbor Boulevard to betteraccommodate bicycle traffic.City/County/Weehawken Phase III Medium - HighWashington Street. Stripe colorized advancebicycle boxes and through bicycle lanes at thesignalized intersections along Washington Streetbetween Observer Highway and 8th StreetCity/County Phase I LowObserver Highway. Stripe a sidepath or cycle trackarea along the eastbound frontage road “VezzettiWay”City/County Phase I LowObserver Highway. Investigate constructing a two- City/County yPhase I Lowway shared-use path along the eastbound frontageroad "Vezzetti Way".Madison Street between Newark Street andObserver Highway. Extend the northbound bicyclelane along Madison Street from Newark Street toconnect with the existing bicycle lane beginning atObserver Highway. The parking configurationadjacent to the fire house should be formalized withstriping, and designed to avoid conflicts with thenew bicycle lane segment. Wayfinding signs shouldbe installed leading from the Grove Street andMarin Boulevard gateways from Jersey City.City/County Phase I LowMadison Street between Newark Street andObserver Highway. Install bollards or a large curbextension to replace the existing temporary fencingand more permanently restrict motor vehicle trafficfrom entering Madison Street from Newark Street.City/County Phase II Medium35CHAPTER 5: STRATEGIES FOR TRANSFORMATION35

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostProvide high visibility crosswalks fluorescent,yellow-green advanced school crossing and schoolwarning signs within school zones and alongdesignated school routesCity/County Phase I LowProvide advanced crossing and warning signspedestrian and bicycle crossing at/in advance ofintersections, especially near business districts,recreation and other bicycling and walkingdestinationsInstall signage within the school zones clearlydenoting the school zone speed limit, associatedfines for speeding and applicable hoursCity/County Phase I LowCity Phase I LowWork with local leaders and advocacy groups tocomplete the Hudson River Waterfront Walkway(HRWW)Provide wayfinding to connect gaps in the HRWWLocal AdvocacyGroups/City/CountyLocal AdvocacyGroups/City/CountyOngoingPhase IAction (Spot Improvement) Responsibility Timeframe CostThe intersections of Hudson Place at River City/County/NJ Transit Phase I LowStreet and Hudson Street at Newark Street. Testor investigate implementing a Pedestrian Scramble(“Barnes Dance”) at these intersections. Investigateprohibiting right turn on red, especially at HudsonStreet onto Newark StreetHighLowHudson River Waterfront Walkway at 15 th Streetand Shipyard Lane. Build 20’ wide walkway alongthis 100’ foot gapPaterson Avenue at Hudson Bergen Light Rail.Relocate crosswalks, stop lines and providepavement treatments. Coordinate with other ongoingeffortsSouthside of Paterson Avenue betweenHarrison Street and Jackson Street. Constructsidewalk along the south side of Paterson Avenuebetween Harrison Street and Jackson StreetCity/County Phase II Medium - HighCity/County/NJ Transit Phase I LowCity/County Phase I MediumWashington Street. Upgrade traffic signals tocurrent standards, including pedestrian signalheads with countdown timersCity/County Phase I Medium37CHAPTER 5: STRATEGIES FOR TRANSFORMATION37

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Spot Improvement) Responsibility Timeframe CostHudson River Waterfront Walkway north of 4 thStreet. Install yield priority signs along the walkwayto reinforce that bicycle traffic should yield topedestriansCity/County Phase I LowNorthwest quadrant of 4 th Street and SinatraDrive intersection. Construct concrete sidewalkalong Sinatra Drive between Sinatra Drive andRiver Street (across from Stevens Park)City Phase I MediumNewark Street between Sinatra Drive and RiverStreet. Construct concrete sidewalk along NewarkStreet between Sinatra Drive and River StreetCity/County Phase II MediumTraffic CalmingAction (Spot Improvement) Responsibility Timeframe Cost15 th Street. Install raised intersection at 15 th Streetand Washington Street. Install speed humps along15 th Street to the east and west of WashingtonStreet and on Washington Street south of 15 thStreetCity/County Phase I LowMadison Street at 11 th Street and Park Avenue at City/County Phase II Low14 th Street. Install a "blockbuster" curb extensiontreatment and signage to restrict two way trafficfrom entering the opposite one-way approachSinatra Drive between 5 th and 10 th Streets.Investigate restricting motor vehicle traffic to a onewaytravel direction. Include traffic calming anddesign elements that emulate Sinatra Drivebetween Newark Street and 4th StreetCity/County Phase I LowMonroe Street. Install traffic calming elementsthroughout the corridor, may include horizontal,vertical and/or passive elementsHudson Street between 1 st Street and 2 nd Streetand on Newark Street between Sinatra Driveand River Street. Re-stripe roadway parking to aback-in angled configurationCity Phase II Medium/HighCity/County Phase I LowTransit AccommodationsAction (Citywide Improvement) Responsibility Timeframe CostInstall bus stop shelters for the Hop City Phase II Medium38CHAPTER 5: STRATEGIES FOR TRANSFORMATION38

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostInstall signage at Hop bus stop locations that City Phase II Lowincludes the route map and schedule informationInstall bike racks on the Hop City Phase II MediumProvide bike racks on all public transit vehicles thatpass through Hoboken such as NJ Transit busesand trains, ferries, Hudson Bergen Light Rail andPATH trainsNJ Transit, PANYNJ/ NYWaterwayPhase IIMedium“Green Streets”Action (Citywide Improvement) Responsibility Timeframe CostIncorporate stormwater elements into streetscapedesign and traffic calming treatments to reducestormwater runoff, especially in known flood pronelocationsCity/County Phase II MediumConduct permeability testing to identify ideallocations where rain gardens and bio-retentionswales can be incorporated into the streetscapeand/or traffic calming designCity/Hoboken Quality ofLife CoalitionPhase IILowInstall a stormwater demonstration project, basedon permeability testing, in an area visible to thepublicReduce heat island effect by using high-reflectanceasphalt materials for new construction, roadwayresurfacing, or repavingCity/Hoboken Quality ofLife CoalitionPhase IIMediumCity/County Phase II MediumInstall curbless green strip filters and porouspavement in municipal parking lots to capture andpercolate runoff where possibleCity Phase I MediumEducationAction (Citywide Improvement) Responsibility Timeframe CostCreate brochure for Hop bus operators on bus City Phase II Lowsafety that incorporates bicyclists and pedestriansConduct a Traffic Safety Fair to promote the varioussafety messages and distribute information.City/Police Department/NJHTSPhase I/ongoing Low39CHAPTER 5: STRATEGIES FOR TRANSFORMATION39

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostCreate a Bicycle Ambassadors Program with adultand junior safety education training volunteers whotraverse the community to give bicycle safetydemonstrations at day camps, libraries, andschools, as well as bike to work presentations forarea businesses encouraging bicyclists to ridesafely and more often as well as targeted educationto all roadway users on how to share the roadHudson TMA/LocalAdvocacyGroups/City/HobokenPolice/StevensPhase II MediumConduct bicycle education classes for all adults andmature teens, to improve their cycling skillsHudson TMA/City/LocalAdvocacy GroupsPhase I/ ongoing LowIntroduce bicycle and pedestrian safety into theschool curriculum through programs such asWalkSafe or BikeSafe or event basedprograms through SafeKids or the Brain InjuryAssociation of New JerseyCity/SchoolSuperintendentPhase IILowProvide educational materials about the dangers ofspeeding or other violations, especially in theschool area, at major community gatheringlocations such as the Library, commercial corridors,churches, bike shops and City buildingsCity /HudsonTMA/HudsonCounty/Local AdvocacyGroupsPhase ILowContinue to partner with Police to work within theschool system to educate students on bicycle andpedestrian safetyCity/Board of Education/Police DepartmentOngoingLowSend city staff to bicycle and pedestrian specificconferences/training/summitsCityPhase I/ongoing Low - MediumCreate a SRTS plan for all elementary schools City/Hudson TMA Phase I Low - MediumCreate web-based traffic safety quizes that includebicyclist, pedestrian and motorist safety questionson the City of Hoboken's websiteCity Phase I LowDevelop relationships and partner with otheragencies (such as transit agencies, public healthagencies, police department) that have an interestin bicyclist and pedestrian issues and aresponsibility for the public welfareCityPhase I/ongoing Low40CHAPTER 5: STRATEGIES FOR TRANSFORMATION40

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostInitiate a public awareness and educationcampaign aimed at informing pedestrians andalerting drivers to the hazards associated withwalking while alcohol-impairedCity Phase II LowHighlight bicyclist and pedestrian facilities whenintroducing new infrastructureCityPhase I/ongoing LowInitiate a public education program/campaign, suchas Street Smarts, that uses a dual approach ofmedia and community relations to educate andraise community awareness about traffic safetyissues for all usersCity/Hudson TMA Phase I Low - MediumUtilize local media to advance traffic safety Citycampaign/messages through TV (local andmunicipal cable channel); newspapers, radio, socialnetworks - blogs, Facebook, Twitter, etc.; websites -City; City's USTREAM channel; movie theater adspacePhase I/ongoing LowWork with Hudson TMA to incorporate a bikecommuter reimbursement program for Cityemployees into your Bicycle Friendly BusinessProgramInstall placards at bike parking locations instructingpeople how their bikes should be secured to therack and what to do in the event of their bike beingstolenCity/Hudson TMA Phase II LowCity Phase I LowAction (Spot Improvement) Responsibility Timeframe CostDevelop campus safety campaign for pedestrianand bicyclist safety awarenessStevens Institute ofTechnology/LocalAdvocacy Groups/CityPhase I LowEnforcementAction (Citywide Improvement) Responsibility Timeframe CostIncrease enforcement (first through warnings and Police Department Phase I Low - Mediumthen through tickets) for blocking bicycle lanesIncrease enforcement relating to cycling (wrongwayriding; riding on sidewalks faster than thespeed of nearby pedestrians), motorists (stop forpedestrians compliance) and pedestrian(jaywalking) infractionsPolice Department Phase I Low - MediumIncrease the presence of police bicycle patrol units City/ Police Department Phase I Low - Medium41CHAPTER 5: STRATEGIES FOR TRANSFORMATION41

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostCreate and publicize police bike registration City /Police Department Phase IprogramConduct traffic-engineering analysis to determinelocations to install automated red light and stopsign camera systemsCity/County Phase I LowProvide comprehensive pedestrian and bicyclistsafetytraining to police officersPolice DepartmentPhase I/ ongoing LowConduct a series of "pedestrian decoy" operationsat conflict intersections to strongly reinforce thatHoboken takes its motor vehicle laws andpedestrian rights seriously. Consider repeatingevery six weeks until driver behavior is perceived tobe more respectful of pedestrian’s right to travelsafelyCity/Police Department/NJHTSPhase ILow - MediumCreate zero tolerance areas where fines forspeeding are doubledStrictly enforce the 25 mph speed limit on all citystreetsCity/ PoliceDepartment/LocalAdvocacy GroupsPhase ILowCity/Police Department Phase I LowEnforce strict compliance with ordinance prohibiting City/Police Department Phase I Lowprojections or encumbrances upon any street,sidewalk or public easement that impedespedestrian trafficAction (Spot Improvement) Responsibility Timeframe CostStevens Institute of Technology. Host a bikeregistration event at the start of each semesterPolice Department/Stevens Institute ofTechnology/CityPhase I/ ongoing LowEncouragementAction (Citywide Improvement) Responsibility Timeframe CostCreate and promote a “Watch for Bikes” Campaign City/ PolicePhase I LowDepartment/LocalAdvocacy GroupsSend quarterly press releases and a series ofpublic service announcement series on bicyclistand pedestrian safety to local mediaCity/Local AdvocacyGroupsPhase ILowPromote and encourage the registering of carpoolsand vanpools through Hudson TMACity/Hudson TMA/PrivateGarage OwnersPhase IILow42CHAPTER 5: STRATEGIES FOR TRANSFORMATION42

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostImplement and publicize a spot Maintenance &Improvement Program that allows bicyclists,pedestrians and others to alert DPW to any poormaintenance conditions or hotspots forimprovements such as potholes, abandoned bikes,etc.City/Hoboken DPW Phase II LowOrganize a Community Pace Car Program City Phase I LowHave designated walking school bus meetingpoints mapped and signed for all elementary andmiddle schoolsCity/Police Department/Board of EducationPhase ILowRevise and expand your Bicycle Rack DonationForm to incorporate bicycle racks that meet APBPBicycle Parking Guidelines and provide enoughselection to allow businesses to express their brandpersonalityCity Phase I LowCreate and publicize parking zone map to identifypublic bicycle and motor vehicle parking facilitiesCity Phase II LowAction (Citywide Improvement) Responsibility Timeframe CostApply for and achieve designation as a BicycleFriendly CommunityCity/Local AdvocacyGroupsPhase I/ongoing LowHost bike rides, walks and bicycle and walkingCity/Local AdvocacyPhase I/ongoing Lowrelated eventsGroupsHave an annual bicycle ride around Hoboken andthe surrounding areas that promotes participationby residents and visitors i.e., Tour de SomervilleLocal Advocacy Groups/CityPhase I/ongoing LowApply for and achieve designation as a WalkFriendly CommunityCity/Local AdvocacyGroupsPhase I/ongoing LowCreate a municipal funding source, through localsales tax, local bond measures or levies, thatprovides dedicated funding for bicycle lanes,crosswalk improvements, shared-use paths, andother safety improvementsCity Phase I LowSet up a Bicycle and Pedestrian Task Force orAdvisory CommitteeCity/Local AdvocacyGroupsPhase ILowSet up designated locations around town forwalkers or cyclists to get personal lights, reflectorsand vests for evening walking or cyclingCity/Hudson TMA Phase I Low43CHAPTER 5: STRATEGIES FOR TRANSFORMATION43

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostConduct a pilot evaluation of bicycle sharingprogram to determine the appropriate bicyclesharing options to establish in HobokenCity/Hudson County/NJTPA/Local AdvocacyGroupsPhase I LowUse the Bicycle Friendly Business Program toincentivize biking to retail establishments/grocerystores i.e., show us your helmet and get 3% off –similar to bringing your own bag to the storeCity/Hoboken Chamber ofCommercePhase IILowUse the Nixie Community Information service orprevailing system as part of the City's publicoutreach to provide public safety information,events, messages to residents via email or textrelated to bicycling and walkingHighlight bicycling and walking in all touristpromotional materialApply for and achieve designation as a “BicycleFriendly Business”Assist businesses in applying for the League ofAmerican Bicyclists “Bicycle Friendly Business”designationCity Phase I LowCityPhase I/ongoing LowCity Phase II LowCity Phase II LowCreate a bicycle map for distribution in print andelectronically for download to popular bicyclistresources, such as Bikely or Map My Ride, GPSand mobile applicationsCity/Local AdvocacyGroupsPhase ILowCreate a joint powers agreement with otherjurisdictions for maintenance of bike/pedestrianfacilitiesDesignate a city representative on the State’sBicycle and Pedestrian Advisory Committee(BPAC)Designate a city staff person to initiate the actionsnecessary to fulfill the vision, goals, and objectivesof Hoboken’s Bicycle and Pedestrian PlanCity/County Phase I LowCity Phase I LowCity Phase I LowDevelop an incentive program to encouragebusinesses to use bicycles for deliveries as part ofyour Bicycle Friendly Business ProgramCity Phase I LowDesignate preferential parking spaces in city-wideparking garages (municipal & private) for carpoolsor vanpools registered with the Hudson TMACity/Hudson TMA/PrivateGarage OwnersPhase IILow44CHAPTER 5: STRATEGIES FOR TRANSFORMATION44

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Spot Improvement) Responsibility Timeframe CostEncourage walking, bicycling, mass transit, andother alternative forms of transportation for City ofHoboken employee commute to workCity/Hudson TMA Phase I LowEncourage Stevens Institute of Technology to applyfor “Bicycle Friendly University” designationCity/Hudson TMA/LocalAdvocacy GroupsPhase ILowEncourage Stevens Institute of Technology tointegrate bicycling into campus culture by activelypromoting bicycling as a means for transportation,recreation and sportCity/Hudson TMA/LocalAdvocacy GroupsPhase ILowEvaluationAction (Citywide Improvement) Responsibility Timeframe CostConduct student travel surveys in all schools todetermine and measure how students travel toschoolCity/Board of Education Phase I LowUse data received from permanent traffic counts toestablish baseline data and to regularly measurethe number of bicyclists and pedestriansCity Phase I LowUse Plan4Safety to track and evaluate bicycle and City Ongoing Lowpedestrian crashes, including crashes that do notinvolve a motor vehicle; take action to addressproblems that led to the crashesInventory current urban tree canopy and establishgoal of percent increase over the next 5 years toimprove pedestrian corridorsCity/Hoboken Shade TreeCommissionPhase ILowProduce a bi-annual report of accomplishmentsImplement the new complete streets policy for theplanning, design, construction, maintenance andoperation of new and retrofit transportationfacilities, to safely accommodate access andmobility by pedestrians, bicyclists, public transitusers, and motorists of all ages and abilitiesCity/Proposed Bicycleand Pedestrian TaskForce or AdvisoryCommitteePhase II LowCity/County Phase I LowExplore demand for recreational bicycle facilitiessuch as BMX parks, etc.City Phase II Low45CHAPTER 5: STRATEGIES FOR TRANSFORMATION45

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostAdopt bicycle friendly design guidelines as noted in City Phase I Lowthe Hoboken Bicycle and Pedestrian Plan byresolutionAdopt a policy to install bicycle racks or otherbicycle storage at all existing and public buildingsand community facilitiesCity Phase I LowAdopt an ordinance to require taxicabs to affix"watch for bikes" stickers in the following locationson the vehicle: 1) driver's side mirror 2) the left andright rear side windowCity Phase I LowAdopt a bicycle parking ordinance that incorporates City Phase I Lowa residential bike parking ratio requirement into themunicipal code. This ordinance should havelanguage that requires all commercial buildings thatprovide off-street parking to make 5% of therequired vehicle parking available for bicycleparkingAdopt resolution dedicating May as “Bike Month” inHobokenAdopt the City of Hoboken’s Bicycle and PedestrianPlan by resolutionCity/Local AdvocacyGroupsPhase ILowCity Phase I LowReview the municipal code and existing policiesCity Phase I Lowand adopt changes that incorporate language thatsupports and promotes bicycling and walking,especially the local land use and zoning ordinancesas per the recommendations noted in the HobokenBicycle and Pedestrian PlanEvaluate the current daylighting programintersection locations. If deemed favorable,advance an implementation plan to make these testlocations permanent with physical measuresCity/County Phase II MediumConduct surveys with businesses that use bicyclesfor deliveriesEstablish a target goal for the initial implementationof a bicycle sharing programCity Phase I LowCity Phase I Low46CHAPTER 5: STRATEGIES FOR TRANSFORMATION46

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLAN5E Action Implementation MenuAction (Citywide Improvement) Responsibility Timeframe CostRevise planning and zoning ordinances toincorporate language that requires planning orzoning applications for new construction orredevelopment of residences, hotels, public transitterminals, large employment centers, communitycenters to be reviewed for bicycle and pedestrianfacilities, especially bicycle sharing facilities.City Phase I LowEstablish targets for increasing the number,mileage or percentage of roads within the Hobokentransportation system that are bicycle friendlyProduce a bi-annual report of Hoboken’s Bicycleand Pedestrian accomplishments using theinformation from the updated 5E ActionImplementation Menu; this information shouldinclude measures such as the amount of on and offroadpedestrian and bicycle facilities that havebeen installed by the City to date and the amount ofbicycle and pedestrian crashes.City/Proposed Bicycleand Pedestrian TaskForce or AdvisoryCommitteeCity/Proposed Bicycleand Pedestrian TaskForce or AdvisoryCommitteePhase IPhase ILowLowContinually update the 5E Action ImplementationMenu to either add new projects and/orprogrammatic activities or to identify which actionshave been completedCity/Proposed Bicycleand Pedestrian TaskForce or AdvisoryCommitteeOngoingLowAggressively pursue grant funding for top projectson the prioritized list of bicycle and pedestrianimprovementsCity/Proposed Bicycleand Pedestrian TaskForce or AdvisoryCommitteeOngoingLow47CHAPTER 5: STRATEGIES FOR TRANSFORMATION47

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANCONCEPT PLANSConcept level plans were developed for four (4) target area locations within the City of Hoboken’s currenttransportation network. The locations were chosen based on stakeholder interaction and network analysis. The conceptplans illustrate the existing deficiencies and highlight the proposed conceptual solutions and ideas that would improvebicycle and pedestrian safety and accessibility.Note: The conceptual recommendations that follow are based on limited qualitative assessments. Prior to advancingthe Concept Plan recommendations, further data collection, analysis and survey should be completed to fully assessthe impacts of the proposed recommendations. Additionally, early coordination and continued communication withagencies having jurisdiction over the roadway or facilities in question should be initiated to confirm the feasibility ofthe recommended improvements.48CHAPTER 5: STRATEGIES FOR TRANSFORMATION48

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANConcept 1: The Intersections of Hudson Street, Hudson Place, RiverStreet & Newark StreetIssues: High pedestrian activity and conflicts with vehicular traffic.The high amount of pedestrian activity at these intersections often poses conflictswith vehicular traffic, especially during peak hours. As noted in the crash analysis,there are a number of pedestrian and bicyclist conflicts with vehicular traffic atthese intersections. These numbers also do not reflect the “near misses” that gounreported.The behavior in this general area could be attributed to the heightened sense ofanxiousness on the part of all roadway users – those transit users looking to catcha train or bus; motorists looking to find a parking space or picking up a passengerfrom the Terminal; or bicyclists racing to get to the Terminal to find a space to parktheir bike.Sidewalk railing along Hudson PlaceOut of the four intersections, two are unsignalized which does not provide thepedestrian with any information for when it is safe to cross. In addition, motoristsfail to stop for pedestrians who are waiting to cross in the crosswalk. As a result,pedestrians often proceed to cross especially during rush hours when thesidewalk queues are high.At the intersection of Hudson Place and River Street, there is a countdown signaland the sidewalk railing along Hudson Place is intended to direct pedestrians tothis preferred crosswalk; however, for pedestrians looking to catch a train or bus,taking the longer route is not their preferred option. As observed in the field,many proceed to jaywalk across Hudson Place to reach their intended mark.Crosswalk at the intersection of HudsonPlace and Hudson Street headed northboundtowards Newark StreetProposed Design Solutions• Test or investigate implementing a Pedestrian Scramble (“Barnes Dance”)at the signalized intersections• Investigate prohibiting right turn on red, especially from Hudson Streetonto Newark Street• Enhance Newark Street at the intersections of Hudson and River Streetsand Hudson Place at the intersections of Hudson and River Streets withpainted intersections or ergonomic crosswalks to prioritize pedestrianmovementBird’s eye view of the intersection of HudsonPlace and Hudson Street49CHAPTER 5: STRATEGIES FOR TRANSFORMATION49

City of Hoboken Bicycle & Pedestrian Plan Concept 1The Intersections of Hudson Street, Hudson Place, River Street, & Newark StreetExisting ConditionsProposed Design SolutionsHudson St1Newark StRiver St4Newark StPedestrian Scramble AKA “Barnes Dance”. A pedestrian scramble stops all vehiculartraffic & allows pedestrians to cross anintersection in every direction, includingdiagonally, at the same time..Pedestrian scrambles makes sensewhere large numbers of pedestriansare expected.2Hudson Pl1 23 43Hudson StNewark St &Hudson StPedestrian ScrambleErgonomic CrosswalksHudson Pl &Hudson StPaintedIntersectionHudson PlHudson Pl &River StPedestrian ScrambleErgonomic CrosswalksRiver StHoboken2 TerminalNewark St &River StPaintedIntersection..Ergonomic CrosswalksErgonomic Crosswalk by Jae Min LimA painted intersection is amural that is painted by acommunity group on thepavement at an intersection.Painted intersections helpgive a community a senseof place. They may alsohelp to slow traffic..When people cross roads, theytend to take the shortest route.Ergonomic crosswalks are curvedto reflect how people actually walk.A wider, safer path for pedestriansis created by forcing cars to stopfurther back from the traffic light.Painted Intersection AKA Intersection Quilt.PaintthePavement.org

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANConcept 2: Paterson Avenue between the border with Jersey City& Marshall StreetIssues: High pedestrian, bicyclist activity and conflicts with vehiculartraffic.Paterson Avenue is a major gateway between Jersey City and Hoboken fortrucks, cars, bicyclists and pedestrians. This connection from Paterson PlankRoad in Jersey City to Paterson Avenue is infamously known as an area forspeeding. For motorists looking to access the Lincoln or Holland Tunnel,Paterson Avenue allows them to skirt Hoboken’s perimeter and limitedstreet network.This area is also in close proximity to the 2nd Street Hudson-Bergen LightRail station. This is a key attractor for bicyclists and pedestrians in Hobokenbut also for those that live in the neighboring Jersey City Heights. This mixof demand and users creates conflict. As identified during the crash analysis,there are a number of pedestrian and bicyclist conflicts with vehicular trafficat these intersections. Since 2008, three bicyclists have been involved incrashes with motor vehicles at the convergence of Paterson Avenue, 1stStreet and Marshall Street. For pedestrians, current sidewalk striping doesnot conform to the desired path of pedestrian travel and is not present at alllegs of the intersection.Dog walkers crossing at the convergence ofPaterson Avenue, 1st Street and Marshall StreetProposed Design Solutions• Consolidate gateway signage• Restripe existing crosswalks and relocate stop bars• Add new crosswalks where currently absentView of Paterson Avenue looking westbound• Continue sidewalk network across driveway aprons• Add colorized and/or texturized pavement to the sidewalktreatmentsTruck making wide turn onto Paterson Avenue51CHAPTER 5: STRATEGIES FOR TRANSFORMATION51

City of Hoboken Bicycle & Pedestrian Plan Concept 2Paterson Avenue between the Border with Jersey City & Marshall StreetAs a major gateway into the City of Hoboken, Paterson Avenue serves a large volume ofvehicles, pedestrians and bicyclists. Proximity to the 2nd Street Hudson-Bergen Light Railstation and the Holland Tunnel increases the demand and creates conflicts between users.Three bicyclists have been involved in crashes at the intersection of Paterson Avenue, 1stStreet, and Marshall Street since 2008.1Crosswalks that do notcorrespond to thepath of pedestrian travel2Wide curb cutsExisting ConditionsJerseyCityHudson Bergen Light RailMajor gateway for trucks, cars, bicyclists and pedestrians3 4 5324HBLR Station15Marshall St1ST STPaterson Ave.Improvements can be made to better serve all users of the area. Short term improvements can be made to thepedestrian operations by relocating stop bars, re-striping existing crosswalks and moving or addding newcrosswalks to where pedestrians are most likely to walk.Re-stripe existing crosswalks andrelocate stop barsJerseyCityHudson Bergen Light Rail HBLR StationProposed Design SolutionsMarshall St1ST STPaterson Ave.High visibility crosswalks enhance the visibilityof the crossing area so that drivers are awarewhere pedestrians are most likely to cross. Byincreasing the visibility of the crosswalk, they alsoencourage pedestrian use.Stop bars indicate to motorists where they shouldstop at the intersections. They are intended toreduce the occurrence of motorists blockingthe crosswalk.Add new crosswalksCrosswalks are the safest place for pedestriansto cross. Intersection with substantial vehicleand pedestrian traffic should have markedcrosswalks.Colorized and/or textured pavementTextured or colorized pavement is used toemphasize an intersection or a pedestriancrossing and can help to reduce vehicle speeds.Continue sidewalk acrossdriveway apronDesigning driveway crossings for pedestrianscan improve the walking environment, improvevisibility, and reduce conflicts between driversand pedestrians. Not only does providing a level,continuous sidewalk bring the sidewalk up to thestandards of universal access for persons inwheelchairs, it also reminds motorists that theyare crossing the pedestrian realm.

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANConcept 3: 15th Street (between Park Avenue and Hudson Street)Issues: SpeedingAlong this segment of 15th Street, stakeholders identified concerns ofspeeding and red light running – both with implications of pedestriancrossing safety concerns. Because of its proximity to the Lincoln Tunneland 14th Street Viaduct, this segment of 15th Street is often used as a cutthrough.There are also a number of apartment-style residences and parkinggarages which contribute to the amount of foot-traffic in this area.Recently, the City of Hoboken implemented temporary traffic calmingmeasures along 15th Street between Hudson and Garden Streets by addingpavement markings to various intersections to increase driver awarenessof pedestrian space and by adding shoulder striping to narrow the vehiclelane. These initial measures yielded results of reducing speeds along 15thStreet by as much as 8%. Despite these preliminary results, residents havestill expressed concerns about the effectiveness that the changes will haveon driver’s behavior.View westbound along 15th Street towardsthe intersection of Washington StreetProposed Design Solutions• Install a raised intersection at:oo15th Street and Washington Street15th Street and Garden Street• Install speed humps less than 200 feet from the proposedraised intersectionsView eastbound along 15th Street. Note curbextension and angled parking.53CHAPTER 5: STRATEGIES FOR TRANSFORMATION53

City of Hoboken Bicycle & Pedestrian Plan Concept 315th Street (between Park Avenue and Hudson Street)NPark AveGarden St15th StParkWeehawken/Hoboken CoveBloomfield StApt/ResidentialWashington StExisting ConditionsHudson StParking GarageSurface ParkingImplemented Traffic Calming Measures15th Street between Park Avenue and theWaterfront was identified by the SteeringCommittee and residents as an “area ofconcern.” People use the road to get inand out of the city and to access parkinglots and apartment buildings along the street.The City of Hoboken recently implementedinexpensive traffic calming measures thathave reduced speeds by up to 8%. However,residents still report issues with speeding,vehicles running stop signs and pedestriancrossing safety concerns.Proposed Design SolutionsTraffic calming measures that impact driver behavior can be categorized into volume control or speed control.Volume control measures include restricted turns, roadway closures or median barriers. Speed control measuresinclude passive concepts such as gateways or streetscape that changes a driver’s perspective of a corridor, and activeconcepts that force a driver to physically alter their travel path. Since passive measures have already been implementedalong the corridor, vertical speed control devices are proposed as a more assertive speed control technique.Park AveGarden StBloomfield StWashington StHudson StVertical speed control devices,including speed humps andraised intersections, areextremely effective ateliminating excessive speedingand reducing speeds atpedestrian-vehicle conflictlocations. They are designedfor travel speeds between25-35 mph, and are mosteffective when used in a seriesof at least three elements.123NMeasureDescription of measureRecommendedLocationExample1 2 3Westbound lane of 15th Street4’ shoulder striping narrows thetravel lane from 15‘ to 11’Intersection of 15th St &Washington StFour-way stopTemporary speed bump on theeastbound approach to theintersection“STOP” letter markings paintedbefore the stop barSouth side of 15th St betweenBloomfield St & Hudson St20’ angled parking spaces20‘ bump out20‘ sidewalkRaisedIntersectionSpeedHumpA raised intersection slows trafficthrough an intersection by placingpedestrians and vehicles on thesame plane. This provides a safetyadvantage for pedestrians, as it putsthem on "equal footing" with vehicles.Speed humps are a minimum 6 feet inlength and 3-4 inches high. Taperingthe hump down to the curb allowsexisting street drainage to remainunaffected and minimizes impacts tobicycle travel.The intersections of:15th Street &Washington Street15th Street &Garden SteetLess than 200 feetfrom the raisedintersectionPhoto: Dan Burden, streetswiki.comExample of a speed hump

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANConcept 4: Madison Street (between Newark Street and ObserverHighway) & Newark Street (between Grove Street and Madison Street)Issues: Better connectivity to Madison Street bicycle facility from Jersey CityHoboken and Jersey City both have comprehensive bicycle networks that includeon and off road facilities. Among stakeholders, there is a desire to introduce newfacilities that will provide better connections between the two bicycle networks.The current bicycle lane along Madison Street provides a north to south connectionwithin Hoboken but is limited in its connections from the Jersey City gateway alongGrove Street. Currently metal barricades are being used by the Fire Department,whose firehouse occupies this portion of the block, to restrict access from NewarkStreet and to create an informal parking area. These barricades force bicyclists totravel an additional quarter mile to gain access to Madison Street’s bike lane.Proposed Design SolutionsMetal barricades restrict access fromNewark Street to Madison Street• Extend the northbound bicycle lane on Madison Street south to NewarkStreet• Formalize and design the parking configuration adjacent to the firehouse toavoid conflicts with the proposed bicycle lane segment• Widen the sidewalk along the north side of the Newark Street betweenGrove Street and Madison Street to create a sidepath to accommodate bicyclistsaccessing the proposed bicycle lane segment• Install wayfinding signs leading from the Jersey City gateways along GroveStreet and Marin Boulevard/Henderson StreetAngled parking for the firehouse onMadison Street55CHAPTER 5: STRATEGIES FOR TRANSFORMATION55

City of Hoboken Bicycle & Pedestrian Plan Concept 4Madison Street (between Newark Street and Observer Highway)& Newark Street (between Grove Street and Madison Street)Existing ConditionsMetal crowd control barriers currently restrict travel on Madison Street betweenNewark Street and Observer Highway. The area is currently being used as parkingfor the fire station. The current on-road route for bicyclists traveling from GroveStreet to access the bike lane on Madison Street is a quarter mile, or four blocks long.1 2 3The proposed improvements will reduce the distance and time for bicyclists accessing the Madison Street bike lane fromGrove Street or Marin Boulevard. Reducing the number of turns bicyclists must make at intersections to access the bike laneon Madison Street also reduces the number of conflict locations between bicyclists and vehicles.Extend thenorthboundbicycle lane onMadison St southto Newark St.The parking configurationadjacent to the fire houseshould be formalized withstriping, and designed toavoid conflicts with thenew bicycle lane segment.Proposed Design SolutionsWayfinding signsshould be installedleading from theGrove St and MarinBlvd gateways fromJersey City.The sidewalk along the north side of the~ 150’ section of Newark St between GroveSt and Madison St should be widened toaccommodate bicyclists accessing the newbicycle lane segment on Madison St. Thissidepath would avoid requiring bicycliststo turn left from Newark St onto Madison St.Jackson StMonroe StMadison StJefferson StNewark StExistingObserver Hwy2Newark St3P²µ1Observer Hwy²µMarin BlvdGrove StJersey CityCurrent on-road route to access the Madison Street bike lanefor bicyclists traveling north from Grove StreetMadison Street bike laneProposed

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANRECOMMENDATIONS AND ENHANCED HOBOKEN BICYCLE NETWORK MAPSThe maps on the following pages are supplements to the 5E Action Implementation Plan and Concept Plans that illustratewhere design improvements should be made to Hoboken’s current transportation system. The RecommendationsMap illustrates the location of proposed design treatments in conjunction with existing conditions. The Enhanced BikeNetwork Map is provided to illustrate how the implementation of Bicycle Priority Streets (Bicycle Boulevards) could beintegrated into the City’s existing and proposed bicycle facilities.57CHAPTER 5: STRATEGIES FOR TRANSFORMATION57

JEFFERSON STADAMS STADAMS STGRAND STGRAND STPARK AVECOURT STHUDSON STHUDSON STHUDSON STSHIPYARD LANECASTLE POINT TERRACESINATRA DRCity of HobokenBicycle & Pedestrian PlanMAP 3.RECOMMENDATIONSWEEHAWKENHARBOR BLVDWeehawken/Hoboken CovePlace wayfinding signs directing southbound bicyclists traveling fromWeehawken along the HRWW to use the Park Ave “side street” instead of thePark Ave Bridge. Resurface “side street” to better accommodate bicycle traffic.December 201016TH STUNION CITYMANHATTAN AVE13TH ST)ClearviewCinemasGRAND STCLINTON ST)))13TH ST)12TH ST14TH STGWASHINGTON ST)))15TH ST)) )))SINATRA DR N))MONROE ST11TH STCLINTON ST11TH ST))Install yield compliancesigns along HRWW.)Provide additionalbicycle parking.2II))Shop Rite))9TH ST)ColumbusPark))))WILLOW ST8TH ST10TH STGARDEN ST)))Elysian Park)Maxwell PlaceBeachSINATRA DRCastle PointPark)Walkway/Fishing PierGGConsolidate welcomesignage, perhaps on a kiosk.)EXISTING TRAIL(Hudson River Waterfront Walkway))I2BIKE PATH(physically separated from motor vehicle traffic)BIKE LANE(5’ lane for preferential use by bicyclists)ROAD WITH SHARED LANE MARKINGS(road right-of-way shared bycyclists and motor vehicles)EXISTING BIKE RACKBIKE SHOPJERSEY CITYExtend Madison St. bicycle lanesouth through the fire stationparking area to Newark St.Install wayfinding signs fromGrove St and Marin Blvd.ONE WAY STREETMOUNTAIN ROADOBSERVER HWYPATERSON PLANK RDMARSHALL STJERSEY AVE)))HARRISON STPATERSON AVE2½acJACKSON ST)OBSERVER HWYNEWARK STRAIL STATIONFERRY TERMINALBUS TERMINALCITY HALLPOLICE STATIONMUNICIPAL PARKINGGARAGEHOSPITALLIBRARYMONROE STPOST OFFICE1ST STEXISTING CONDITIONSGROVE STMADISON STMADISON STJEFFERSON STMARIN BLVD7TH ST5TH ST)ADAMS ST3RD ST))))Multi-ServiceCommunityCenterJERSEY CITY)))c))) ) ) )ANGLED PARKINGBRIDGEACTIVE RAILROADCOBBLESTONE ALLEYPLANTED MEDIANPARKSCHOOLUNIVERSITYCLINTON STOBSERVER HWY4TH STNEWARK STWILLOW STLEGENDCOMMERCIAL PARCEL*6TH STPARK AVEChurch SquareParkx2ND STNEWARK STPARK AVEGARDEN ST)BLOOMFIELD ST)BLOOMFIELD ST)))))) )))))) )))))PRIORITY INTERSECTIONIMPROVEMENTSPAINTED INTERSECTIONPEDESTRIAN SCRAMBLEBLOCKBUSTERBICYCLE BOXWASHINGTON STHOLLAND TUNNELCarlo’sBakeryBICYCLE PRIORITY ST/“BIKE BLVD”a)xStevens Park)RIVER STx))))I2½I2Stevens Instituteof Technology)RECOMMENDATIONS)))))HUDSON PLSinatraParkPier CTRAFFIC CALMINGGATEWAY TREATMENT0.25NORTHMilesBICYCLE LANES ON WASHINGTON ST (with colorized advancebicycle boxes & through bicycle lanes at intersections)TWO WAY BIKE PATH or CYCLE TRACK (along Observer Hwy’seastbound frontage/“Vezzetti Way” & along the north side ofNewark St between Grove St & Madison St)COMPLETE GAPSIN SIDEWALKPier AReclaim Warrington Plaza forpublic use. Provide expandedpedestrian amenities and bicyleparking.Install more bicycle parkingfacilities around the terminal.CONVERT TO BACK-INANGLED PARKINGCOMPLETE GAPSIN HRWWCONCEPT AREASources: City of Hoboken; NJDOT; State of NJ Division of Taxation, NJ Office of Technology (NJOIT), Office of Geographic Information Systems (OGIS)*Note: The match rate of the parcels data set from the NJOIT OGIS and the State of NJ Division of Taxation 2010 MOD-IV tables was 95%.

JEFFERSON STADAMS STADAMS STGRAND STPARK AVECOURT STHUDSON STHUDSON STHUDSON STSHIPYARD LANECASTLE POINT TERRACESINATRA DRIVECity of HobokenBicycle & Pedestrian PlanWEEHAWKENHARBOR BLVDMAP 4. ENHANCEDWeehawken/Hoboken CoveBIKE NETWORK16TH STDecember 2010CLINTON ST15TH STUNION CITYMANHATTAN AVE13TH STClearviewCinemaGRAND STCLINTON ST13TH ST14TH ST12TH STGWASHINGTON STSINATRA DR NMONROE ST11TH ST11TH ST10TH STElysian ParkMaxwell PlaceBeachShopRiteColumbusParkWILLOW STGARDEN STI29TH STCastle PointParkWalkway/Fishing PierSINATRA DR8TH STMADISON ST7TH STPARK AVEBLOOMFIELD STStevens Instituteof Technology6TH STWASHINGTON STSinatraPark5TH STcJERSEY CITYChurch SquarePark4TH STStevens ParkGMOUNTAIN ROADOBSERVER HWYPATERSON PLANK RDI2MARSHALL STHARRISON STPATERSON AVEJACKSON STMONROE STNEWARK ST1ST STMADISON STJEFFERSON STADAMS ST3RD STMulti-ServiceCommunityCenterCLINTON STOBSERVER HWYWILLOW STPARK AVE2ND STGARDEN STBLOOMFIELD STCarlo’sBakeryaRIVER STI2½I2Pier CPier AMARIN BLVDGROVE STNORTHJERSEY AVEJERSEY CITYHOLLAND TUNNEL0.25MilesLEGENDEXISTING BICYCLE FACILITIESBIKE PATH(physically separatedfrom motor vehicle traffic)BIKE LANE(5’ lane for preferential useby bicyclists)ROAD with SHAREDLANE MARKINGS(road right-of-way shared bycyclists and motor vehicles)PLANNED BICYCLE FACILITIESBIKE LANEROAD with SHAREDLANE MARKINGSRECOMMENDED BICYCLEPRIORITY ST/“BIKE BLVD”2acRAIL STATIONFERRY TERMINAL½ BUS TERMINALCITY HALLPOLICE STATIONHOSPITALLIBRARYPOST OFFICEMUNICIPAL PARKINGGARAGEBRIDGECOBBLESTONE ALLEYACTIVE RAILROADONE WAY STREETSources: City of Hoboken; NJDOT; State of NJ Division of Taxation, NJ Office of Technology (NJOIT), Office of Geographic Information Systems (OGIS)

CITY OF HOBOKEN BICYCLE & PEDESTRIAN PLANAppendices (Separate Document)Appendix A.Design GuidelinesAppendix B.Appendix C.Appendix D.Appendix E.Appendix F.Appendix G.Appendix H.Funding SourcesField Visit Memo and Photo LogLocal Ordinance ReviewBicycle and Pedestrian Demand and Suitability Technical MemorandumSummary of Crash DataBicycle and Pedestrian Safety Education Resource ListSample Policies and Programsi. Burlington, Vermont Bicycle Parking Ordinanceii. CityRyde “Bicycle Sharing Systems Worldwide: Selected Case Studies,” September 2010iii.iv.B-cycle Bicycle Sharing Community Assessment and Example of Residential CommunityProgramSan Francisco Planning Department – RFP for Temporary Sidewalk Extensions “Parklets”v. Bike Maryland’s Community Pace Car ProgramAppendix I.Appendix J.Appendix K.Manual on Uniform Traffic Control Devices (MUTCD) Request to ExperimentDocument BibliographyMeeting Summariesi. Kick-Off Meetingii.iii.Public Visioning MeetingPublic Information Center