Appendices October 2012

MOVING PASSAIC COUNTY

TRANSPORTATION ELEMENT OF THE PASSAIC COUNTY MASTER PLAN

FINAL PLAN - APPENDICES OCTOBER 2012

Prepared By: Passaic County Department of Planning and Economic Development with assistance from Parsons Brinckerho MOVING PASSAIC COUNTY PASSAIC COUNTY TRANSPORTATION ELEMENT

2012 Passaic County Board of Chosen Freeholders Pat Lepore, Freeholder Director Bruce James, Deputy Freeholder Director Theodore O. Best, Jr. Deborah E. Ciambrone Terry Duffy Michael Marotta Edward O’Connell Passaic County Planning Board Commissioner Joseph Metzler, Chairman Commissioner Stephen Martinique, Vice Chairman Commissioner Miguel Diaz Commissioner William Gervens Commissioner Thomas Williamson Commissioner Kenneth Simpson Commissioner Sam Mirza, Alternate #1 Steve Edmond P.E., County Engineer Pat Lepore, Freeholder Director Terry Duffy, Freeholder Michael Marotta, Freeholder Alternate James Marotta, Esq., Planning Board Attorney Michael La Place AICP, P.P., Planning Director Passaic County Department of Planning and Economic Develoment Staff

Michael La Place, AICP, P.P., Planning Director Elizabeth Newton, P.P., Prinicipal Planner Michael Lysicatos, AICP, P.P., Senior Planner Kathleen Caren, Open Space Coordinator Jennifer Gonzalez, Environmental Planner Richard Ferrigno, GIS Specialist Kevin Cwalina, Assistant Planner Deborah Hoffman, Economic Development Division Director Brenda Minnella, Executive Assistant, Economic Development Helen Willis, Office Manager Qushonda Hamilton, Administrative Assistant MOVING PASSAIC COUNTY PASSAIC COUNTY TRANSPORTATION ELEMENT

This report has been prepared as part of the North Jersey Transportation Planning Authority’s Subregional Studies Program, with financing by the Federal Transit Administration and the Federal Highway Administration of the U.S. Department of Transportation. This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The NJTPA and the County of Passaic are solely responsible for its contents.

APPENDIX A COMPLETE STREETS GUIDELINES

MOVING PASSAIC COUNTY

COMPLETE STREETS GUIDELINES

OCTOBER 2012

Prepared By: Passaic County Department of Planning and Economic Development with assistance from Parsons Brinckerho

PASSAIC COUNTY COMPLETE STREETS GUIDELINES

Table of Contents

I. General Standards...... 1

II. Regional Streets...... 22

III. Highlands Regional Streets...... 29

IV. Downtown Streets...... 38

V. Community Streets...... 46

VI. Neighborhood Streets...... 52

VII. Green Streets...... 55

Map 1 - Complete Streets Classifi cations Northern Passaic County

Map 2 - Complete Streets Classifi cations Southern Passaic County

This report has been prepared as part of the North Jersey Transportation Planning Authority’s Subregional Studies Program with fi nancing by the Federal Transit Administration and the Federal Highway Administration of the U.S. Department of Transportation. This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The NJTPA and the County of Passaic are solely responsible for its contents. Jersey Highlands Regional Master Plan, and any other Passaic County applicable regulations. Complete Streets The Complete Streets Guidelines should be used with Design Guidelines the Transportation Element of the Passaic County Master Plan to determine priorities for bicycles and pedestrians, freight movement, public transportation Purpose access, motor vehicle access, and scenic and historic The purpose of Complete Street Design assets on specifi c County roadways. Guidelines is to provide standards and guidance to planners, engineers, developers, and other What are “Complete Streets”? interested parties in the preparation and design of Complete Streets are streets for everyone. They are roadway facilities under Passaic County jurisdiction. designed to provide safe access for all users including The basis of these guidelines is formed from two motor vehicles, pedestrians, bicycles, and transit policy documents: The Complete Streets Policy riders. It also includes mobility for persons of all ages document, adopted in 2009 by the New Jersey and abilities. Complete Streets make it easy to cross Department of Transportation (NJDOT), serves as the street, walk to shops, bicycle to work, and operate the planning basis of the guidelines; A Policy on motor vehicles safely. Geometric Design of Highways and Streets, published by the American Association of State Highway and Roadway Classiﬁ cation Deﬁ nitions Transportation Offi cials (AASHTO), serves as the engineering basis of the guidelines. The guidelines A new County Roadway Classifi cation System are intended to be used by planners, developers, provides the framework for implementation of designers and engineers, as well as the general a Complete Streets approach in Passaic County. public in understanding intent and mechanism These classifi cations have been developed in for implementing Complete Streets throughout conjunction with the Passaic County Planning and Passaic County. The guidelines are not meant to Engineering departments, which have set goals be all inclusive with regard to the design of these for the design, function and appearance of County facilities, but rather to outline design priorities and roadways. County roadways are grouped by common preferences that refl ect the local land use goals and land use characteristics and development goals promote better transportation access for all users, communicated during the public outreach process. including pedestrians and bicyclists. Groupings are further defi ned by current and future needs to access transportation services. The The guidelines should be used in conjunction classifi cation standards represent the simplest and with all other applicable standards and policies, most unique set of requirements to facilitate both including Passaic County Land Development land use and transportation needs. The County roads Review Resolutions, Stormwater Management have been categorized into fi ve street types shown Policies, Development Agreement Resolutions, New on Maps 1 and 2 at the end of the guidelines:

PASSAIC COUNTY PLANNING DEPARTMENT -1- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

• Regional Street are balanced with the needs of the surrounding • Highlands Regional Street communities. • Downtown Street Green Streets • Community Street The section on “Green Streets” provides guidance on • Neighborhood Street how structural and non-structural measures can apply to all County Roadway Classifi cations. These measures Some of these types encompass multiple functional can aid in reducing the quantity of stormwater road classifi cations as defi ned by AASHTO, and are that enters drainage systems during storm events, represented in the NJDOT Straight Line Diagrams. decrease the impacts of “heat island eff ect” in urban It should be noted that several roadway corridors areas and beautify communities with continuous tree- are currently not classifi ed and are distinct. It is lined streets. Appendix B outlines detailed guidance not the intent of this document to change the on potential Green Streets applications. AASHTO classifi cation, but to defi ne the standards that guide transportation improvements that

Figure 1.1 - Complete Streets Roadway Design Elements

F E D C B A B C D E F

A. Median B. Travel Lane C. Shoulder or Dedicated Bicycle Lane D. Curb Zone E. Sidewalk Zone F. Frontage Zone

PASSAIC COUNTY PLANNING DEPARTMENT -2- GENERAL STANDARDS

Roadway Design Elements and Priorities The Complete Streets standards utilize a consistent set of typical design elements to which priorities and technical specifi cations are applied. Figure 1.1 depicts the typical design elements along each County roadway. While each of the County Roadway Classifi cations use a distinct set of standards to achieve diff erent priorities, there are some general priorities that should be applied to all County roadways. Below are key design priorities and “Road Diets” allow for more Complete Streets guidelines that warrant consideration for new and elements, including medians and shared travel lanes reconstructed County roadway facilities. A brief Photo courtesy of Streetblogs.net general description for each design element is provided along with general goals and priorities for countywide application. These elements are further defi ned with specifi c applications for each of the fi ve roadway classifi cations. Where practical, the designer shall incorporate these standards into project design plans. For those elements not identifi ed, AASHTO requirements shall govern for the given AASHTO roadway classifi cation. Medians provide an opportunity to beautify Travel Lanes and Medians – Vehicular travel lanes roadways and add safety measures, such as pedestrian refuges widths shall be minimized as much as possible on Photo courtesy of Humantransport.org all County roadways. Considerations will be made through the design process on any road or through the process of “Road Diets” that narrow travel lanes on existing roadways. Minimizing lane widths will help reduce speeds and promote traffi c-calming. Road diets also reduce pedestrians crossings and increase shoulder widths to provide a buff er for pedestrians as well as roadway width for bicycle mobility. Minimizing travel lanes also reduces the amount of land required for road improvement, Medians can also be used to protect turning movements on busy roadways and allow easier which can impact the cost of capital improvements fl ow-through traffi c as well as the stormwater quantity and quality with a Photo courtesy of Sitelines.org

PASSAIC COUNTY PLANNING DEPARTMENT -3- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

smaller footprint of impervious surfaces. According Shoulders / Bicycle Facilities – Paved shoulders to AASHTO, most lane widths should be a minimum shall be provided for all County roads between of 11 feet. Ten-foot lane widths maybe utilized for the Travel lane and the streetside curb wherever turn lanes and or travel lanes where ten-foot lanes possible. Shoulders along county roadways provide already exist and do not present hazards to the a buff er between vehicle traffi c and pedestrians, motorist, bicyclist and pedestrian. Ten-foot lanes provide space for potential bicycle facilities, and can also be used where roadway widening will enhance safety. At a minimum, shoulder widths shall result in adverse impacts to surrounding properties, be bicycle compatible in accordance with AASHTO environmental resources or signifi cant project guidelines and provide opportunities for shared costs. Narrow and variable lane widths may also be lanes or dedicated bicycle lanes. Shoulders may be considered as a traffi c-calming measure. The use of provided through “Road Diets” wherever possible. lane widths less than 11 feet requires review and The roadway along planned bicycle routes shall approval by Passaic County. Travel lanes wider than provide suffi cient width for future bicycle facilities 11 feet should only be considered along roadways as identifi ed in the Bicycle Pedestrian and River with considerable bus and truck traffi c. Priority Access section of this plan. Shoulders, bike lanes and freight routes, as well as potential Bus Rapid Transit shared lanes along bicycle routes shall be properly (BRT) lines, are identifi ed in the Moving Goods and People and Public Transportation sections of the Transportation Element. Medians and pedestrian refuge islands provide a safe way to separate traffi c, provide safe crossings for pedestrians, and create green boulevards along County roads. Where right-of-way is available, and accident history does not refl ect the potential for head-on collisions, the use of median islands Bicycle parking or bicycle lockers should be considered shall be considered. Median islands are highly when designing any transportation facility recommended for four-lane roadways/ boulevards Photo courtesy of One Speed Go to separate traffi c where practical. Landscaped medians shall also be considered to complement land use characteristics, such as a “Main Street” or downtown shopping area, and provide a potential avenue for additional street trees and green infrastructure. The use of concrete “Jersey Barriers” between travel lanes is not a preferred treatment. Median islands shall be designed in a manner to Way-fi nding and pavement markings should follow the provide shelter for crossing pedestrians between Complete Streets guidelines along all County roadways opposing travel lanes. Photo courtesy of BikeWalkLee Blog

PASSAIC COUNTY PLANNING DEPARTMENT -4- GENERAL STANDARDS

delineated and signed, and provide continuity for access to businesses in areas such as downtowns the safety of bicyclists and drivers alike. Any new and CBDs. Backing out onto County roadways from facilities should aim to connect existing or planned private driveways or parking is expressly prohibited bicycle facilities to create a countywide network. except along Neighborhood Streets. These connections can be to on- or off -road bicycle and pedestrian facilities. Consideration will Streetside Features – The area from the curb be given to amenities (bicycle racks and lockers) at to the building or property line is referred to as locations such as Central Business Districts (CBD), the Streetside. The Streetside is made up of three train stations, junctions with off -road trail systems, areas, the Curb Zone, the Sidewalk Zone, and and attractions highlighted in the Scenic and the Frontage Zone. This is a critical component Historic Byways section of the Transportation of the Complete Streets Guidelines as it provides Element.

Parking – Parking is a major issue along any roadway, especially those with sections that pass through downtowns, and function as “Main Streets”, business districts and as tourist attractions. In some cases on-street parking serves several purposes, such as customer parking for retailers or employees, providing a buff er between busy pedestrian areas and traffi c, or an area to stop and enjoy scenic or historic attractions. In other cases, on-street parking creates confl icts Off -street parking located behind buildings with traffi c along Regional Streets that do not provides easier access for pedestrians and serve major commercial areas. This variation in mass transit services needs is accounted for in the County Roadway Photo courtesy of Passaic County Planning Classifi cation System and serves as the basis for diff erent approaches on this important issue. In all instances the need for way-fi nding and organized access to parking is a priority. The County should work with municipalities to provide shared access to parking wherever possible. Standards should also promote land uses that locate parking in the rear of buildings instead of the front to better organize traffi c fl ow and minimize Surface parking lots should be screened confl icts between pedestrians and automobiles. along all County roadways Considerations should be made for delivery truck Photo courtesy of Passaic County Planning

PASSAIC COUNTY PLANNING DEPARTMENT -5- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

safe access for pedestrians, creates an attractive environment for Passaic County residents and visitors that promote downtowns and commercial areas, links public transportation to jobs, and provides a link to recreational facilities and housing. The Frontage Zone provides a transition space between properties and the sidewalk. The Curb Zone allows for a transition between parking and the sidewalk. It provides a place for street trees or other plantings. Within commercial centers, streetscaping should be implemented or refurbished to complement the The Streetside is made up of three zones that service distinct roles in each of the Roadway Classifi cations context and character of the commercial district Photo courtesy of Institute of Transportation Engineers and follow local streetscape standards if they exist. Consideration shall be given to features such as awnings and signage that hang into the Frontage Zone or Sidewalk Zone. This should be of particular signifi cance within historic districts. All improvements should be coordinated with local historic preservation ordinances, historic commissions and/or local historians. Each County Roadway Classifi cation calls for diff erent curb and sidewalk considerations, but a continuous Streetside elements connect the land uses to sidewalk should be provided along County transportation resources while defi ning the look roadways wherever possible in the Sidewalk Zone. and feel of communities Sidewalk widths should provide enough access for Photo courtesy of National Resource Defense Council pedestrians with disabilities and be based on the street classifi cation and pedestrian activity level. The recommended minimum width for any sidewalk is fi ve (5) feet. During the design phase, consideration will be made for street furniture, public transportation facilities such as bus shelters or kiosks, and decorative lighting in the Curb Zone. If needed the space or footprint for such facilities should be made available until the necessary resources become available to Street trees are a critical feature along any roadway install such improvements. and should be included in the beginning of any design process Photo courtesy of Local Ecologist

PASSAIC COUNTY PLANNING DEPARTMENT -6- GENERAL STANDARDS

Street trees should also be a part of every Public Transportation – The majority of Passaic pedestrian area along a County road, with specifi c County roads have access to bus or rail facilities, treatments based on the road classifi cation and making safe and effi cient public transit access local regulations that pertain to streetscape essential. Roadway designs should consider bus elements. Consideration will be made in the access on and off the roadway facility, including design phase for the space needed to properly suffi cient shoulder widths or bus turnouts, where plant and maintain trees in tree pits in the Curb appropriate. The optimum solution for public transit Zone or Frontage Zone. Tree planting species providers is to have the buildings and residences should follow the recommendations in the Passaic they serve as close to the roadways on which they County Community Forestry Plan when adopted. operate. These types of solutions can be suggested Tree species native to New Jersey should be used. through the County Development Review Process. Lighting should refl ect the context of The Passaic County Planning Board and Passaic the surrounding land use and follow the County staff will work with municipalities to promote recommendations of the specifi c road these solutions in local zoning ordinances. All public classifi cation. Pedestrian-scale lighting is of transit facilities should be made bicycle-friendly particular importance at intersections, pedestrian with amenities such as bicycle racks and lockers. Bus crossings, public transportation facilities, and access and operations should be made as effi cient recreational facilities. and safe as possible. Bus shelters should be installed

Intersection Designs – Pedestrians shall be encouraged to cross at signal controlled intersections. Signalized intersections and minor Turn lanes, through lanes cross streets should be properly delineated for and lane widths all have pedestrian crossings. Crosswalks shall be ADA an impact on intersection compliant and signalized intersections shall size. Reducing the size of intersections helps include countdown pedestrian signal heads. At calm traffi c and reduce intersections within commercial districts and the distance pedestrians areas conducive to pedestrian traffi c, crosswalks need to travel at road should be properly signed and striped, and the crossings. use of longitudinal thermoplastic stripes should Image courtesy of be considered to delineate crosswalks. Ideally, Knoxville TPO Complete signalized intersections should have lighting Streets Guidelines in commercial areas. Where feasible, traffi c- calming measures should be implemented on the approaches to these highly walkable areas.

PASSAIC COUNTY PLANNING DEPARTMENT -7- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

whenever possible with high bus ridership or a islands, and improve the aesthetics of County history of pedestrian crashes. All consideration roads. Guidance on “Green Streets” can be found should be made for future bus shelters when in the corresponding section of County Roadway designing roadways or during the development Classifi cation section with specifi c emphasis on review process. If possible bus shelters should Community Streets. have a consistent design throughout the County or along specifi c corridors. The NJTPA Bus Stop Implementation of Complete Streets Safety Toolbox also provides more detailed Standards for Engineers guidance on how to design facilities that allow safer connections for pedestrians using public Relevance of Complete Streets Guidelines to transportation. Functional Roadway Classifi cations The design of roadways shall be in accordance Traffi c-Calming Measures / Safety – Where with the AASHTO classifi cations and defi nitions as deemed appropriate and necessary to calm traffi c, defi ned in “A Policy on Geometric Design of Highway the use of roundabouts shall be considered along and Streets”. It is not the intent of this document to County roads, such as the one on Allwood Road reclassify County facilities, but rather to prioritize in the City of Clifton. Roundabouts should only standards that conform to a future “Vision of Use” be considered along roadways where they will that are complimentary to existing and future land operate safely and effi ciently, and will not inhibit use initiatives. The roadway’s AASHTO classifi cations pedestrian access. Other traffi c-calming measures shall govern for all roadway design requirements. shall also be considered where excessive speeds are encountered. Simple techniques for traffi c- Passaic County Engineering Policies calming such as “Road Diets” have been proven Roadway reconstruction shall comply with standards to work within Passaic County and can serve as a and guidelines that govern roadway facilities, model for future improvements. Other measures including but not limited to the latest editions of A such as curb bulb-outs, shifting traffi c lanes, Policy on Geometric Design of Highway and Streets, and reducing the size of traffi c lanes should all Manual on Uniform Traffi c Control Devices for Streets be investigated for new and existing roads. For and Highways, NJDOT Local Aid Handbook and other Downtown Streets, pedestrian safety and access documents deemed appropriate by Passaic County. shall take precedence. AASHTO’s policies that govern highways represent Utilities – Where practical, utility facilities along nationwide standards which may not be suitable on Downtown Streets shall be installed underground. some County routes, especially those that lie within Implementation of structural and non-structural urban environments. features affi liated with “Green Streets” should be investigated wherever possible. These measures can help alleviate the quantity of stormwater during storm events, reduce the eff ects of heat

PASSAIC COUNTY PLANNING DEPARTMENT -8- GENERAL STANDARDS

Design Exceptions Roadway facilities and design speeds must take Situations may arise where deviations from into account the intended land use setting as well, these standards are warranted to provide the complete streets guidelines and/or any planned least disruptive, most effi cient and cost-eff ective improvements (i.e., greenways, bicycle routes, design solutions. In these situations, sound streetscape plans, forestry plans, visioning studies, engineering judgment and an assessment of or redevelopment plans). The designer shall take crash history must demonstrate that past safety these initiatives into consideration in the creation concerns in the project setting do not exist. The of roadside design measures and demonstrate proposed improvements must not result in unsafe that safety or accident history are not present that travel conditions for bicyclists and pedestrians, would justify implementation of the ARM. Roadside or inhibit traffi c operations which currently treatments will be reviewed on a case-by-case basis exists. Implementation of non-standard design and approved by the County. elements shall be approved by Passaic County and warrant the preparation of a Design Exception for Roadway Classiﬁ cation Design Matrix Controlling Substandard Design Elements (CSDE) A Roadway Classifi cation Design Matrix sets the as defi ned by NJDOT. A Design Exception Report ranges for the major design elements for each shall be prepared for all substandard CSDE and roadway classifi cation category. The Roadway be justifi able and mitigated in accordance with Classifi cation Design Matrix is presented for each NJDOT guidelines. of the fi ve (5) classifi cations on pages 10 through 21. The individual Roadway Classifi cation sections Applicability of Design Guidelines contain a subset of this matrix, which outlines the Passaic County warrants implementation of design priorities for each Typical Design Element. As Roadside Design treatments and guidelines in designers consider developing or updating roadway accordance with the AASHTO Roadside Manual facilities, they should use the matrix along with the (ARM). Where practical, the Designer shall utilize typical cross-sections, and guidance provided for standard roadside treatments as outlined in this each Roadway Classifi cation. manual, NJDOT Roadway Design Manual and Standard Details. It should be noted that the AASHTO Roadside Design Manual is not intended to be used as a standard or a policy statement. AASHTO notes that the ARM is to be used by each agency as a reference from which to build roadside design criteria. Consideration as to the use and implementation of these standards including Clear Zone width shall be implemented in situations that best suit the location in which they are used.

PASSAIC COUNTY PLANNING DEPARTMENT -9- AVERAGE DAILY VISION AASHTO DESIGN SPEED1 LEVELS OF SERVICE GRADES CROSS SLOPE NUMBER OF LANES LANE WIDTHS TRAFFIC (ADT)2 CLASSIFICATION CLASSIFICATION AASHTO AASHTO AASHTO AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION Minimum 0.30% Desirable 0.50% 1 lane in each (or more) directoin plus 30 mph or higher 10ft min. (10ft for Maximum based shoulders/parking (posted 25-40 mph 10-12ft (12ft in turn lanes or low- URBAN COLLECTOR 2,000-12,000 Designed for LOS D on design speed 1.5% - 3% (which could be based on actual industrial areas) speed roads). 11ft and type of terrain converted to data) preferred. Less than (Max. 5% where through lanes in 11ft shall be sidewalks are the future) approved by the present) County.

Minimum 0.30% Desirable 0.50% 1 lane in each 10-12ft, 12ft is (or more) directoin plus most desirable, 30-60 mph (posted Designed for LOS C, LOS D Maximum based shoulders/parking however may use 10ft min. (10ft for URBAN PRINCIPAL 25-55 mph based 12,000-40,000 may be appropriate in on design speed 1.5% - 3% (which could be 10ft in highly turn lanes or low- ARTERIAL on actual data) heavily developed areas and type of terrain converted to restricted areas speed roads). 11ft (Max. 5% where through lanes in having little or no preferred. Less than sidewalks are the future) truck traffic. 11ft shall be present) approved by the County. -10- 1. Posted speed is 10 mph less than the design speed 2. Taken from the Civil Engineering Reference Manual COMPLETE STREETS PARKING LANES MEDIANS SHOULDERS SIDEWALKS DRIVEWAYS/ACCESS BORDER AREA INTERMODAL - BIKE LANES3 CLASSIFICATION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION

Located on both For shared roadways, paved sides of street for Streets with 4 or more shoulders should be at least 4ft access to schools, lanes should include wide (5ft recommended from parks, shopping width for median Regulated as to width 8-11ft, used for face of curb or guiderail), For Based on ADT areas, transit stops, treatment (1) paint of entrance, placement sidewalk, exclusive bike lanes, the and ranges from and commercial Parking lanes parallel to curb stripe separation, 2-4ft with respect to underground and minimum width should be 4ft 2-8ft. For areas; at least one where street width is available. (2) narrow raised curb, property lines and above-ground for roadways with no curb or 2,000+ ADT side of street for Residential areas = 7-8ft 2-6ft (3) raised curb, 10- intersecting streets, utilities such as gutter. If parking is permitted, shoulders should residential areas Commercial areas = 8-11ft 16ft (4) paint stripe with angle of entrance, traffic signals, the minimum width is 5ft. Shoulder be a minimum of (both sides space for left-turns 10- Sidewalk vertical alignment, and parking meters, Where parking is permitted but widths shall be 8ft. desired). Minimun 16ft (5) raised curb with should be number of entrances. and fire hydrants. a parking stripe or stall is not bicycle width 4ft in space for left-turns 18- continuous, Curb zone utilized, the shared area should compatible . residential areas, 4- 25ft. Median Paved and provided and sidewalk be a minimum of 11ft without On low volume 8ft in commercial On street parking islands shoulders on both sides Driveways should be a a curb and 12ft with a curb. roads shared areas. is not should be shall be of the street are minimum 9' in lanes shall be recommended. considered. provided. if possible. acceptable. border area. utilized.

Where four lanes For shared roadways, paved are warranted, shoulders should be at least 4ft Medians are a shoulders are In residential areas, wide (5ft recommended from Parallel parking may be desireable feature of desirable. The the border area 8-11ft, used for face of curb or guiderail), For considered, however it is arterial streets and width of usable While access to should include a sidewalk, exclusive bike lanes, the undesirable on high-speed should be provided outside abutting property may sidewalk and a underground and minimum width should be 4ft roadways. 10-12ft should be where space permits shoulders should be required, it should buffer strip. In fully above-ground for roadways with no curb or provided; a min. of 8ft may be (minimum 4ft width). be at least 8ft. be regulated to limit developed areas, utilities such as gutter. If parking is permitted, used where it is unlikely that To accomdate left-turn The width of the the number of access the entire border traffic signals, the minimum width is 5ft. there will be a future need to use movements at inside shoulder points and their Median area is usually Sidewalk parking meters, Where parking is permitted but the parking lane as a through intersections, the on a divided locations. islands are devoted to should be and fire hydrants. a parking stripe or stall is not lane. median should be at arterial with two highly sidewalk. continuous, Curb zone utilized, the shared area should least 12ft wide. lanes in each recommende Paved and provided and sidewalk be a minimum of 11ft without Shoulder direction should On street parking d for 4 lane shoulders on both sides Driveways should be a a curb and 12ft with a curb. widths shall be is not roadway/ be 4ft wide. shall be of the street are minimum 9' in bicycle recommended. boulevard. provided. if possible. acceptable. border area. compatible . -11- 3. Taken from the AASHTO Guide for the Development of Bicycle Facilities AVERAGE DAILY VISION AASHTO DESIGN SPEED1 LEVELS OF SERVICE GRADES CROSS SLOPE NUMBER OF LANES LANE WIDTHS TRAFFIC (ADT)2 CLASSIFICATION CLASSIFICATION AASHTO AASHTO AASHTO AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION Provide the flattest grades practical while 10-12ft, 12ft is Depends on traffic providing min. grades most desirable, demand and 10ft min. (10ft for 30-60 mph (posted Designed for LOS C, LOS D for adequate however may use URBAN MINOR availability of right- turn lanes or low- 25-45 mph based 12,000-40,000 may be appropriate in drainage. Maximum 1.5% - 3% 10ft in highly ARTERIAL of-way; usually 2 speed roads). 11ft on actual data) heavily developed areas based on design restricted areas to 4 lanes in both preferred. Less than speed and type of having little or no directions. 11ft shall be terrain, ranging from truck traffic. approved by the REGIONAL 5-11% County. BOULEVARD Provide the flattest grades practical while 10-12ft, 12ft is Depends on traffic providing min. grades most desirable, demand and 10ft min. (10ft for 30-60 mph (posted Designed for LOS C, LOS D for adequate however may use URBAN PRINCIPAL availability of right- turn lanes or low- 25-55 mph based 12,000-40,000 may be appropriate in drainage. Maximum 1.5% - 3% 10ft in highly ARTERIAL of-way; usually 2 speed roads). 11ft on actual data) heavily developed areas based on design restricted areas to 4 lanes in both preferred. Less than speed and type of having little or no directions. 11ft shall be terrain, ranging from truck traffic. approved by the 5-11% County. -12- 1. Posted speed is 10 mph less than the design speed 2. Taken from the Civil Engineering Reference Manual PARKING LANES MEDIANS SHOULDERS SIDEWALKS DRIVEWAYS/ACCESS BORDER AREA INTERMODAL - BIKE LANES3 VISION CLASSIFICATION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION

For shared roadways, paved Where four lanes Min. border is 8ft shoulders should be at least are warranted, wide, but 4ft wide (5ft recommended Medians are a shoulders are In residential areas, preferably 12ft or from face of curb or Parallel parking may be desireable feature of desirable. The the border area more. In guiderail), For exclusive bike considered, however it is arterial streets and While access to width of usable should include a residential areas, lanes, the minimum width undesirable on high-speed should be provided abutting property may outside shoulders sidewalk and a the border area should be 4ft for roadways roadways. 10-12ft should be where space permits be required, it should should be at least buffer strip. In fully should include a with no curb or gutter. If provided; a min. of 8ft may be (minimum 4ft width). be regulated to limit 8ft. The width of developed areas, sidewalk and a parking is permitted, the used where it is unlikely that To accomdate left-turn the number of access the inside shoulder the entire border buffer strip. In minimum width is 5ft. Where there will be a future need to use movements at Sidewalk points and their on a divided area is usually fully developed parking is permitted but a the parking lane as a through intersections, the Median islands should be locations. Curb zone arterial with two devoted to areas, the entire parking stripe or stall is not lane. median should be at are highly continuous, and sidewalk lanes in each sidewalk. border area is utilized, the shared area least 12ft wide. recommended Paved and provided should be a Shoulder direction should be usually devoted to should be a minimum of 11ft On street for 4 lane shoulders on both sides Driveways minimum 9' widths shall 4ft wide. sidewalk. without a curb and 12ft with a parking is not roadway/ shall be of the street if are in border be bicycle curb. recommended. boulevard. provided. possible. acceptable. area. compatible . REGIONAL BOULEVARD For shared roadways, paved Where four lanes Min. border is 8ft shoulders should be at least are warranted, wide, but 4ft wide (5ft recommended Medians are a shoulders are In residential areas, preferably 12ft or from face of curb or Parallel parking may be desireable feature of desirable. The the border area more. In guiderail), For exclusive bike considered, however it is arterial streets and While access to width of usable should include a residential areas, lanes, the minimum width undesirable on high-speed should be provided abutting property may outside shoulders sidewalk and a the border area should be 4ft for roadways roadways. 10-12ft should be where space permits be required, it should should be at least buffer strip. In fully should include a with no curb or gutter. If provided; a min. of 8ft may be (minimum 4ft width). be regulated to limit 8ft. The width of developed areas, sidewalk and a parking is permitted, the used where it is unlikely that To accomdate left-turn the number of access the inside shoulder the entire border buffer strip. In minimum width is 5ft. Where there will be a future need to use movements at points and their on a divided area is usually Sidewalk fully developed parking is permitted but a the parking lane as a through intersections, the locations. Median islands arterial with two devoted to should be areas, the entire Curb zone parking stripe or stall is not lane. median should be at are highly lanes in each sidewalk. continuous, border area is and sidewalk utilized, the shared area least 12ft wide. recommended direction should be Paved and provided usually devoted to should be a should be a minimum of 11ft Shoulder On street for 4 lane 4ft wide. shoulders on both sides Driveways sidewalk. minimum 9' without a curb and 12ft with a widths shall parking is not roadway/ shall be of the street if are in border curb. be bicycle recommended. boulevard. provided. possible. acceptable. area. compatible . -13- 3. Taken from the AASHTO Guide for the Development of Bicycle Facilities AVERAGE DAILY VISION AASHTO DESIGN SPEED1 LEVELS OF SERVICE GRADES CROSS SLOPE NUMBER OF LANES LANE WIDTHS TRAFFIC (ADT)2 CLASSIFICATION CLASSIFICATION AASHTO AASHTO AASHTO AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION

Provide the flattest grades practical while providing Depends on traffic min. grades for 30 mph or higher demand and adequate (posted 25-40mph availability of right- 10-12ft (12ft in 10ft min. (10ft for URBAN COLLECTOR 2,000-12,000 Designed for LOS D drainage. 1.5% - 3% based on actual of-way; usually 2 industrial areas) turn lanes or low- Maximum based data) to 4 lanes in both speed roads). 11ft on design speed directions. preferred. Less than and type of 11ft shall be terrain, ranging approved by the from 5-11% County.

Provide the flattest grades practical while providing 10-12ft, 12ft is Depends on traffic min. grades for most desirable, demand and HIGHLANDS 30-60 mph (posted Designed for LOS C, LOS D adequate however may use URBAN MINOR availability of right- 10ft min. (10ft for REGIONAL 25-45 mph based 12,000-40,000 may be appropriate in drainage. 1.5% - 3% 10ft in highly ARTERIAL of-way; usually 2 turn lanes or low- STREET on actual data) heavily developed areas Maximum based restricted areas to 4 lanes in both speed roads). 11ft on design speed having little or no directions. preferred. Less than and type of truck traffic. 11ft shall be terrain, ranging approved by the from 5-11% County. Provide the flattest grades practical while providing 10-12ft, 12ft is Depends on traffic min. grades for most desirable, demand and 30-60 mph (posted Designed for LOS C, LOS D adequate however may use URBAN PRINCIPAL availability of right- 10ft min. (10ft for 25-55 mph based 12,000-40,000 may be appropriate in drainage. 1.5% - 3% 10ft in highly ARTERIAL of-way; usually 2 turn lanes or low- on actual data) heavily developed areas Maximum based restricted areas to 4 lanes in both speed roads). 11ft on design speed having little or no directions. preferred. Less than and type of truck traffic. 11ft shall be terrain, ranging approved by the from 5-11% County. -14- 1. Posted speed is 10 mph less than the design speed 2. Taken from the Civil Engineering Reference Manual PARKING LANES MEDIANS SHOULDERS SIDEWALKS DRIVEWAYS/ACCESS BORDER AREA INTERMODAL - BIKE LANES3 VISION CLASSIFICATION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION

For shared roadways, paved Located on both Min. border is 8ft shoulders should be at least sides of street for Streets with 4 or more wide, but 4ft wide (5ft recommended Shoulder widths access to schools, lanes should include preferably 12ft or from face of curb or shall be bicycle parks, shopping width for median Regulated as to width more. In guiderail), For exclusive bike compatible . On areas, transit stops, treatment (1) paint Based on ADT and of entrance, placement residential areas, lanes, the minimum width low volume roads and commercial Parking lanes parallel to curb stripe separation, 2-4ft ranges from 2-8ft. with respect to the border area should be 4ft for roadways shared lanes shall areas; at least one where street width is available. (2) narrow raised curb, For 2,000+ ADT property lines and should include a Curb zone with no curb or gutter. If be utilized. side of street for Residential areas = 7-8ft 2-6ft (3) raised curb, 10- shoulders should intersecting streets, sidewalk and a and sidewalk parking is permitted, the Bicycle lanes residential areas Commercial areas = 8-11ft 16ft (4) paint stripe with be a minimum of Sidewalk angle of entrance, buffer strip. In should be a minimum width is 5ft. Where should utilize (both sides space for left-turns 10- 8ft. should be vertical alignment, and fully developed minimum 9' parking is permitted but a existing desired). Minimun 16ft (5) raised curb with continuous, number of entrances. areas, the entire in border parking stripe or stall is not pavement or use width 4ft in space for left-turns 18- and border area is area. Green utilized, the shared area pervious residential areas, 4- 25ft. Median Paved provided on usually devoted to Streets should be a minimum of 11ft materials in 8ft in commercial On street parking islands shoulders both sides Driveways sidewalk. elements can without a curb and 12ft with a shoulders along areas. is not should be shall be of the street are be applied in curb. Highlands recommended. considered. provided. if possible. acceptable. border areas. Regional Streets.

For shared roadways, paved Where four lanes Min. border is 8ft shoulders should be at least are warranted, wide, but 4ft wide (5ft recommended Shoulder widths Medians are a shoulders are In residential areas, preferably 12ft or from face of curb or shall be bicycle Parallel parking may be desireable feature of desirable. The the border area more. In guiderail), For exclusive bike compatible . On considered, however it is arterial streets and While access to width of usable should include a residential areas, lanes, the minimum width low volume roads undesirable on high-speed should be provided abutting property may outside shoulders sidewalk and a the border area should be 4ft for roadways shared lanes shall HIGHLANDS REGIONAL roadways. 10-12ft should be where space permits be required, it should should be at least buffer strip. In fully should include a Curb zone with no curb or gutter. If be utilized. STREET provided; a min. of 8ft may be (minimum 4ft width). be regulated to limit 8ft. The width of developed areas, sidewalk and a and sidewalk parking is permitted, the Bicycle lanes used where it is unlikely that To accomdate left-turn the number of access the inside shoulder the entire border Sidewalk buffer strip. In should be a minimum width is 5ft. Where should utilize there will be a future need to use movements at points and their on a divided area is usually should be fully developed minimum 9' parking is permitted but a existing the parking lane as a through intersections, the locations. arterial with two devoted to continuous, areas, the entire in border parking stripe or stall is not pavement or use lane. median should be at lanes in each sidewalk. and border area is area. Green utilized, the shared area pervious least 12ft wide. Median direction should be Paved provided on usually devoted to Streets should be a minimum of 11ft materials in On street parking islands 4ft wide. shoulders both sides Driveways sidewalk. elements can without a curb and 12ft with a shoulders along is not should be shall be of the street are be applied in curb. Highlands recommended. considered. provided. if possible. acceptable. border areas. Regional Streets. For shared roadways, paved Where four lanes Min. border is 8ft shoulders should be at least Shoulder widths are warranted, wide, but 4ft wide (5ft recommended Medians are a shall be bicycle shoulders are In residential areas, preferably 12ft or from face of curb or Parallel parking may be desireable feature of compatible . On desirable. The the border area more. In guiderail), For exclusive bike considered, however it is arterial streets and While access to low volume roads width of usable should include a residential areas, lanes, the minimum width undesirable on high-speed should be provided abutting property may shared lanes shall outside shoulders sidewalk and a the border area should be 4ft for roadways roadways. 10-12ft should be where space permits be required, it should Curb zone be utilized. should be at least buffer strip. In fully should include a with no curb or gutter. If provided; a min. of 8ft may be (minimum 4ft width). be regulated to limit and sidewalk Bicycle lanes 8ft. The width of developed areas, sidewalk and a parking is permitted, the used where it is unlikely that To accomdate left-turn Sidewalk the number of access should be a should utilize the inside shoulder the entire border buffer strip. In minimum width is 5ft. Where there will be a future need to use movements at should be points and their minimum 9' existing on a divided area is usually fully developed parking is permitted but a the parking lane as a through intersections, the continuous, locations. in border pavement or use arterial with two devoted to areas, the entire parking stripe or stall is not lane. median should be at and area. Green pervious lanes in each sidewalk. border area is utilized, the shared area least 12ft wide. Median Paved provided on Streets materials in On street parking islands direction should be shoulders both sides Driveways usually devoted to elements can should be a minimum of 11ft shoulders along is not should be 4ft wide. shall be of the street are sidewalk. be applied in without a curb and 12ft with a Highlands recommended. considered. provided. if possible. acceptable. border areas. curb. Regional Streets. -15- 3. Taken from the AASHTO Guide for the Development of Bicycle Facilities AVERAGE DAILY VISION AASHTO DESIGN SPEED1 LEVELS OF SERVICE GRADES CROSS SLOPE NUMBER OF LANES LANE WIDTHS TRAFFIC (ADT)2 CLASSIFICATION CLASSIFICATION AASHTO AASHTO AASHTO AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION

Provide the flattest grades practical 10ft min. (10ft for 10-12ft, 12ft is while providing Depends on traffic Two-way turn lanes or low- most desirable, min. grades for demand and streets are speed roads). 11ft 30-60 mph (posted Designed for LOS C, LOS D however may use URBAN MINOR adequate drainage. availability of right-encouraged. preferred. 12' 25-45 mph based 12,000-40,000 may be appropriate in 1.5% - 3% 10ft in highly ARTERIAL Maximum based on of-way; usually 2 One-way maximum to on actual data) heavily developed areas restricted areas design speed and to 4 lanes in both streets in accommodate high- having little or no type of terrain, directions. retail or volume of buses. Less truck traffic. ranging from 5- commercial than 11ft shall be 11% areas should approved by the be prohibited County. DOWNTOWN STREET Provide the flattest grades practical 10-12ft, 12ft is while providing Depends on traffic 10ft min. (10ft for most desirable, min. grades for demand and Two-way turn lanes or low- 30-60 mph (posted Designed for LOS C, LOS D however may use URBAN PRINCIPAL adequate drainage. availability of right-streets are speed roads). 11ft 25-55 mph based 12,000-40,000 may be appropriate in 1.5% - 3% 10ft in highly ARTERIAL Maximum based on of-way; usually 2 encouraged. preferred. 12' on actual data) heavily developed areas. restricted areas design speed and to 4 lanes in both One-way maximum to having little or no type of terrain, directions. streets in accommodate high- truck traffic. ranging from 5- retail or volume of buses. Less 11% commercial than 11ft shall be areas should approved by the be prohibited County. -16- 1. Posted speed is 10 mph less than the design speed 2. Taken from the Civil Engineering Reference Manual PARKING LANES MEDIANS SHOULDERS SIDEWALKS DRIVEWAYS/ACCESS BORDER AREA INTERMODAL - BIKE LANES3 VISION CLASSIFICATION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION

Provide the flattest grades practical 10ft min. (10ft for turn 10-12ft, 12ft is while providing Depends on traffic lanes or low-speed most desirable, 30 mph or higher min. grades for demand and roads). 11ft preferred. Designed for LOS C, LOS D however may use (posted 25-40 mph adequate drainage. availability of right- 12' maximum to URBAN COLLECTOR 2,000-12,000 may be appropriate in 1.5% - 3% 10ft in highly based on actual Maximum based on of-way; usually 2 accommodate high- heavily developed areas. restricted areas data) design speed and to 4 lanes in both volume of buses. having little or no type of terrain, directions. Shared lanes should be truck traffic. ranging from 5- minimum 14'. Less 11% than 11ft shall be approved by the County.

Provide the flattest grades practical 10ft min. (10ft for turn 10-12ft, 12ft is while providing Depends on traffic lanes or low-speed most desirable, min. grades for demand and roads). 11ft preferred. 30-60 mph (posted Designed for LOS C, LOS D however may use COMMUNITY URBAN MINOR adequate drainage. availability of right- 12' maximum to 25-55 mph based 12,000-40,000 may be appropriate in 1.5% - 3% 10ft in highly STREET ARTERIAL Maximum based on of-way; usually 2 accommodate high- on actual data) heavily developed areas. restricted areas design speed and to 4 lanes in both volume of buses. having little or no type of terrain, directions. Shared lanes should be truck traffic. ranging from 5- minimum 14'. Less 11% than 11ft shall be approved by the County.

Provide the flattest 10ft min. (10ft for turn grades practical 10-12ft, 12ft is lanes or low-speed while providing Depends on traffic most desirable, roads). 11ft preferred. min. grades for demand and 30-60 mph (posted Designed for LOS C, LOS D however may use 12' maximum to URBAN PRINCIPAL adequate drainage. availability of right- 25-55 mph based 12,000-40,000 may be appropriate in 1.5% - 3% 10ft in highly accommodate high- ARTERIAL Maximum based on of-way; usually 2 on actual data) heavily developed areas. restricted areas volume of buses. design speed and to 4 lanes in both having little or no Shared lanes should be type of terrain, directions. truck traffic. minimum 14'. Less ranging from 5- than 11ft shall be 11% approved by the County. -18- 1. Posted speed is 10 mph less than the design speed 2. Taken from the Civil Engineering Reference Manual PARKING LANES MEDIANS SHOULDERS SIDEWALKS DRIVEWAYS/ACCESS BORDER AREA INTERMODAL - BIKE LANES3 VISION CLASSIFICATION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION

For shared roadways, paved Where four lanes Min. border is 8ft shoulders should be at least are warranted, wide, but 4ft wide (5ft recommended Dedicated bicycle lanes are Medians are a shoulders are In residential areas, preferably 12ft or from face of curb or preferred. 4' where these is Parallel parking may be desireable feature of desirable. The the border area more. In guiderail), For exclusive no parking and no curb, 5' considered, however it is arterial streets and width of usable While access to should include a residential areas, bike lanes, the minimum where there is no parking undesirable on high-speed should be provided outside shoulders abutting property may sidewalk and a the border area width should be 4ft for and curb. Where there is roadways. 10-12ft should be where space permits should be at least be required, it should buffer strip. In should include a roadways with no curb or parking, a 4' buffer area provided; a min. of 8ft may be (minimum 4ft width). 8ft. The width of be regulated to limit On-street parking Shoulders fully developed Sidewalk sidewalk and a gutter. If parking is should be provided between used where it is unlikely that To accomdate left-turn the inside the number of access shall be provided should be areas, the entire should be of buffer strip. In permitted, the minimum the bicycle lane and the there will be a future need to use movements at shoulder on a points and their and striped. If utilized for border area is sufficent width fully developed width is 5ft. Where parking parked car. Shared lanes are the parking lane as a through intersections, the divided arterial locations. shared bicycle shared travel usually devoted to to areas, the entire is permitted but a parking also a preferred treatment lane. median should be at with two lanes in lane is present, a lanes or sidewalk. accommodate border area is stripe or stall is not utilized, and should be used in least 12ft wide. each direction 4' buffer should Median dedicated pedestrian usually devoted to Minimum 9' to the shared area should be a conjuction wtih a sharrow should be 4ft he incorporated islands bicycle traffic. A 5' Driveways sidewalk. accommodate minimum of 11ft without a that also incorporates a 4' wide. in the "Door should be facilities were sidewalk is are not sidewalk and curb and 12ft with a curb. buffer area between bicyclists Zone". considered. feasible. preferred. limited. curb zone. and parked cars. -19- 3. Taken from the AASHTO Guide for the Development of Bicycle Facilities AVERAGE DAILY VISION AASHTO DESIGN SPEED1 LEVELS OF SERVICE GRADES CROSS SLOPE NUMBER OF LANES LANE WIDTHS TRAFFIC (ADT)2 CLASSIFICATION CLASSIFICATION AASHTO AASHTO AASHTO AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION Provide the flattest grades practical 10-12ft, 12ft is while providing Depends on traffic most desirable, min. grades for demand and 30-60 mph (posted Designed for LOS C, LOS D however may use URBAN MINOR adequate availability of right- One 14' drive lane 25-45 mph based 12,000-40,000 may be appropriate in 1.5% - 3% 10ft in highly ARTERIAL drainage. of-way; usually 2 can be shared by on actual data) heavily developed areas. restricted areas Maximum based to 4 lanes in both two-way traffic on having little or no on design speed directions. these low-speed, truck traffic. and type of low-volume terrain, ranging roadways. NEIGHBORHOOD Provide the flattest STREET grades practical while providing 10-12ft, 12ft is Depends on traffic min. grades for most desirable, demand and 30-60 mph (posted Designed for LOS C, LOS D adequate however may use URBAN PRINCIPAL availability of right- 25-55 mph based 12,000-40,000 may be appropriate in drainage. 1.5% - 3% 10ft in highly ARTERIAL of-way; usually 2 on actual data) heavily developed areas. Maximum based restricted areas to 4 lanes in both 11ft min. (10ft for on design speed having little or no directions. turn lanes). Less and type of truck traffic. than 11ft shall be terrain, ranging approved by the from 5-11% County. -20- 1. Posted speed is 10 mph less than the design speed 2. Taken from the Civil Engineering Reference Manual PARKING LANES MEDIANS SHOULDERS SIDEWALKS DRIVEWAYS/ACCESS BORDER AREA INTERMODAL - BIKE LANES3 VISION CLASSIFICATION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION AASHTO VISION

Where four lanes Min. border is 8ft For shared roadways, paved are warranted, wide, but shoulders should be at least 4ft Medians are a shoulders are In residential areas, preferably 12ft or wide (5ft recommended from Parallel parking may be desireable feature of desirable. The the border area more. In face of curb or guiderail), For considered, however it is arterial streets and While access to width of usable should include a residential areas, exclusive bike lanes, the undesirable on high-speed should be provided abutting property may outside shoulders sidewalk and a the border area minimum width should be 4ft roadways. 10-12ft should be where space permits be required, it should should be at least buffer strip. In should include a for roadways with no curb or provided; a min. of 8ft may be (minimum 4ft width). be regulated to limit 8ft. The width of fully developed sidewalk and a gutter. If parking is permitted, used where it is unlikely that To accomdate left-turn the number of access the inside shoulder areas, the entire buffer strip. In the minimum width is 5ft. there will be a future need to use On-street parking movements at Sidewalk points and their Shoulder widths on a divided border area is fully developed Where parking is permitted but the parking lane as a through shall be provided. intersections, the should be of locations. shall be bicycle arterial with two usually devoted to areas, the entire a parking stripe or stall is not lane. Striping parking is median should be at sufficent width compatible . On lanes in each sidewalk. border area is utilized, the shared area should not least 12ft wide. Shoulders ar to low volume recommended. 7' direction should not required on accommodate Driveways usually devoted to be a minimum of 11ft without a roads shared minimum and 8' Medians are not be 4ft wide. Neighborhood pedestrian are not sidewalk. 4' Minimum curb and 12ft with a curb. lanes shall be NEIGHBORHOOD maximum width. recommended. Streets. traffic. limited. preferred. utilized. STREET Where four lanes Min. border is 8ft For shared roadways, paved are warranted, wide, but shoulders should be at least 4ft Medians are a shoulders are In residential areas, preferably 12ft or wide (5ft recommended from Parallel parking may be desireable feature of desirable. The the border area more. In face of curb or guiderail), For considered, however it is arterial streets and While access to width of usable should include a residential areas, exclusive bike lanes, the undesirable on high-speed should be provided abutting property may outside shoulders sidewalk and a the border area minimum width should be 4ft roadways. 10-12ft should be where space permits be required, it should should be at least buffer strip. In should include a for roadways with no curb or provided; a min. of 8ft may be (minimum 4ft width). be regulated to limit 8ft. The width of fully developed sidewalk and a gutter. If parking is permitted, used where it is unlikely that To accomdate left-turn the number of access On-street parking the inside shoulder areas, the entire Sidewalk buffer strip. In the minimum width is 5ft. Shoulder widths there will be a future need to use movements at points and their shall be provided. on a divided border area is should be of fully developed Where parking is permitted but shall be bicycle the parking lane as a through intersections, the locations. Striping parking is arterial with two usually devoted to sufficent width areas, the entire a parking stripe or stall is not compatible . On lane. median should be at not lanes in each Shoulders ar sidewalk. to border area is utilized, the shared area should low volume least 12ft wide. recommended. 7' direction should not required on accommodate Driveways usually devoted to be a minimum of 11ft without a roads shared minimum and 8' Medians are not be 4ft wide. Neighborhood pedestrian are not sidewalk. 4' Minimum curb and 12ft with a curb. lanes shall be maximum width. recommended. Streets. traffic. limited. preferred. utilized. -21- 3. Taken from the AASHTO Guide for the Development of Bicycle Facilities PASSAIC COUNTY COMPLETE STREETS GUIDELINES

Regional Boulevards are similar to Regional Regional Streets Streets. However, travel speeds may be lower, A Regional Street in Passaic County is a major parking may be permitted and raised medians travel route that handles the highest volume of are a preferred design treatment. Examples of traffi c on County roadways, supporting all modes Regional Streets and Boulevards in Passaic County of transportation. Land uses along Regional are Paterson-Hamburg Turnpike in Wayne and Streets tend to be single-use but may have some Goffl e Road in Hawthorne. mixed-uses in the more urbanized portions of the County. They are often used for longer intra- Design Priorities county trips and inter-county travel and provide Regional Streets should be designed to move access to major highways. They tend to be well traffi c effi ciently while considering safety and served by public transit, including inter-county movement of all types of traffi c, including and interstate services, connecting major activity pedestrians and bicycles. Design speeds are centers through the County. Regional Streets higher than the other county roadway classes. make up the majority of County roadways used Shoulders, medians (Regional Boulevards) and for freight movement as highlighted in the Goods bicycle facilities should be considered as key Movement section. design elements to optimize both throughput and

Figure 2.1 - Regional Street Typical Cross-Section

E D C B A A B C D E

A. Travel Lane – 10’ Minimum, 11’ Preferred, 14’ Maximum (to accommodate trucks and buses) B. Shoulder or Dedicated Bicycle Lane –8’ Preferred (6’ Minimum for Dedicated Bicycle Lane) C. Curb Zone – 4’ Minimum, 8’ to 12’ Preferred D. Sidewalk Zone - 4’ Minimum, 5’ to 8’ Preferred E. Frontage Zone - 2’ Minimum for Residential , 4’ Minimum Preferred for Commercial

PASSAIC COUNTY PLANNING DEPARTMENT -22- REGIONAL STREETS

safety. Because of the higher design speeds and each typical design element. The table is drawn from higher volumes, an emphasis is placed on having the Roadway Classifi cation Design Matrix found at intersections clearly marked and highly visible for the end of the General Standards section of these pedestrian safety. On-street parking is generally guidelines. prohibited as this would reduce the capacity of the roadway. To the greatest extent possible, Regional Typical Design Elements Streets should be walkable, with continuous Travel Lanes – Travel lanes should be a minimum sidewalk facilities that provide access to and of 11 feet. The maximum travel lane width should from public transportation and major activity be no greater than 14 feet and could be used to centers. In addition, intersections and roadway accommodate truck travel or wider truck turns facilities should be designed to accommodate the at intersections. Ten-foot lane widths may be movement of larger trucks while still maintaining utilized for turn lanes and or travel lanes where safety for all modes of transportation. roadway widening will result in adverse impacts to Figures 2.1 and 2.2 show a typical cross-section surrounding properties, environmental resources design of a Regional Street and a Regional or signifi cant project costs. However, the use of lane Boulevard. Figure 2.3, at the end of this section, widths less than 11 feet need to be submitted to provides an overview table of design guidelines for Passaic County for review and approval.

Figure 2.2 - Regional Boulevard Typical Cross-Section

F E D C B A B C D E F

A. Median – 4’ Minimum striped/4’ to 6’ for Narrow Curb/ 10’ to 16’ for raised and planted or left turns B. Travel Lane – 10’ Minimum, 11’ Preferred / 14’ Maximum (to accommodate trucks and buses) C. Shoulder or Dedicated Bicycle Lane –8’ Preferred (6’ Minimum for Dedicated Bicycle Lane) D. Curb Zone – Curb Zone – 4’ Minimum, 8’ to 12’ Preferred E. Sidewalk Zone - 4’ Minimum, 5’ to 8’ Preferred F. Frontage Zone - 2’ Minimum for Residential , 4’ Minimum Preferred for Commercial

PASSAIC COUNTY PLANNING DEPARTMENT -23- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

The use of barrier curb and Jersey barriers between travel lanes is not a preferred treatment. Landscaped median islands are a preferred alternative.

Medians are recommended for Regional Boulevards where there are four lanes of traffi c. Raised medians (rather than painted) are preferred because they provide a physical separation between opposing traffi c, off er refuge for crossing pedestrians and an area to introduce plantings. All medians should provide pedestrian refuge wherever possible. For this reason, closed medians (i.e., concrete Jersey barriers) are not recommended on Regional Boulevards. Pedestrian refuge islands should be a minimum of eight (8) feet wide. Landscaped medians shall also be considered where the project setting allows and to Bicycle lane pavement markings and examples of signage complement land use characteristics. The minimum Images courtesy of the FHWA - Manual on Uniform Traffi c width for a landscape median (plants or street trees) Control Devices (MUTCD) should be 10 feet. Medians shall be a minimum of 11 feet where they are used as a buff er for turn lanes. There is no stated maximum width for a median as the other roadway features (travel lanes, curbs and sidewalks) will dictate the maximum median available within the right- of-way (ROW). Medians (splitter islands) should be used to lead into roundabouts to enhance separation of traffi c as they enter the roundabout, provide a pedestrian An example of how narrowing lanes and using turn lanes refuge for crossings, and provide a visual queue that allows for Complete Street elements on a Regional Street something is diff erent in the intersection. Image courtesy of Virginia DOT

Shoulders / Bicycle Facilities – Paved shoulders are recommended in the design of Regional Streets. On these higher-volume, higher-speed facilities, a minimum shoulder width of eight (8) feet is preferred. To the extent possible, separate bicycle lanes should be provided. Bicycle lanes should be designed and installed to produce continuous bicycle treatments that create an expectation for both bicyclists and motorists Medians can be used to organize traffi c fl ows at major intersections or roundabouts Photo courtesy of Ingham County Road Commission

PASSAIC COUNTY PLANNING DEPARTMENT -24- REGIONAL STREETS

alike. Dedicated bicycle lanes should be a Consideration should be given to “gateway” minimum of six (6) feet. signage, as many Regional Streets act as the main Signs designating the bike lanes and potential access into various Passaic County municipalities. confl icts should be clearly marked according to The Frontage Zone on regional Streets should be state and federal guidelines and described in the a minimum of two (2) feet but could be as wide as Manual on Uniform Traffi c Devices (MUTCD). four (4) feet to allow for street furniture or awning overhang for the businesses along the street. Parking is prohibited on most Regional Streets and Boulevards. Parking should be sited behind Public Transit – Regional and local buses are buildings with way-fi nding to better organize expected to be a signifi cant portion of the traffi c access to parking facilities. Off -street or side-street volume, therefore public transit access is critical on parking and access is preferred to reduce the Regional Streets. Roadways should be designed number of ingress/egress points along a Regional to consider bus access on and off the roadway Street. This technique creates a more organized facility, including suffi cient shoulder widths or bus traffi c fl ow and reduces vehicle confl icts on these turnouts, where appropriate. Bus shelters should faster moving roadways. Existing parking areas be included near commercial nodes, residential should be allowed to continue to be utilized. developments or areas with high foot traffi c. Backing onto the County roadways from private Locating buildings as close to the street as possible driveways is strictly prohibited. will improve access to public transportation. Streetside Features – In urban areas, sidewalks Designers should work with local municipalities, and curbs are preferred on both sides of the street NJ Transit, the NJTPA, and the Transportation to allow access to transit services along these Management Associations (TMAs) to determine roads. Continuous sidewalks create walkable the appropriate location, footprint and design of corridors along these regional facilities. Sidewalks bus shelters. Designs should also provide suffi cient should be a minimum of four (4) feet, but fi ve (5) pedestrian and bicycle access to these facilities, as to eight (8) feet is preferred. Where sidewalks are well as proper roadway delineations. All attempts present, pedestrian signals, signs, transit stops, shall be made to make bus access and operations and facilities shall be designed, constructed, as effi cient and safe as possible. For more operated, and maintained so that all pedestrians, information on bus stop safety, the reader should including people with disabilities, can travel safely refer to the North Jersey Transportation Planning and independently. Authority’s (NJTPA) Bus Stop Safety Toolbox The Curb Zone should range from four (4) to 12 (http://www.njtpa.org/Plan/Studies/documents/ feet to accommodate clearance for higher design BusStopSafetyToolboxweb.pdf ). speeds and to accommodate planting strips, Bicycle racks and/or lockers should also be planter boxes, bus shelters and street trees. The considered at or near major bus stops, park-and- spacing of street trees should allow for growth of ride lots, schools or businesses as appropriate. mature trees and create a canopy along the street. Designers should work with local parking authorities as well as the other entities mentioned

PASSAIC COUNTY PLANNING DEPARTMENT -25- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

to determine the location, design and size of bicycle facilities. Design of bicycle and public transportation facilities should be a routine part of the development review process.

Intersections are an important design feature of the Regional Street. When designed correctly they safely accommodate pedestrians, bicyclists and motorists. Traffi c signals should be designed to optimize traffi c Image courtesy of the FHWA, MUTCD fl ow on the Regional Street (usually the major street), while also considering the competing interests of the side streets. Intersections under stop or yield control should be designed to optimize fl ow along the Regional Street, while providing gaps to allow safe movements for side-street and non-motorized (bicycle and pedestrian) traffi c.

When designing the turning radii at intersections, Crosswalk markings and pedestrian refuges provide safer consideration will be given to areas with signifi cant environments for pedestrians at intersections truck and bus traffi c in order to ensure that there is Photo courtesy of Los Angeles County Bike Coalition suffi cient room for safe turning movements. The use of corner islands and right-turn slip lanes will be restricted whenever possible. These facilities increase the number of confl icts for pedestrians and promote unrestricted turn movements for vehicles. Consideration will be given to limit the turning radii at intersections, or adding a pedestrian island where these facilities already exist. These facilities can also be constructed to promote traffi c-calming, provide safer pedestrian movements Photo courtesy of © BrokenSphere / Wikimedia Commons and control vehicle speeds through intersections.

Crosswalks provide a safe and visible area for people to cross streets. At-grade crosswalks are preferred and can be dyed or made of stamped materials, which also increases visibility to motorists. Crosswalks can be marked with paint but thermoplastic material is preferred as it is more durable and continues to provide visibility long after painted lines have faded away. Bus Shelters and bicycle racks should enhance transportation connections along Regional Streets Photo courtesy of Ride PSTA

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Figure 2.3 - Regional Streets Design Guildelines

PASSAIC COUNTY PLANNING DEPARTMENT -27- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

Figure 2.4 - Regional Boulevards Design Guildelines

PASSAIC COUNTY PLANNING DEPARTMENT -28- HIGHLANDS REGIONAL STREET

on Highlands Regional Streets should minimize Highlands Regional the amount of water runoff while enhancing Streets access for pedestrians, bicyclists and motorists Highlands Regional Streets are ideal for “Green to make regional trips. The Highlands Water Streets” (see the Green Streets Section). They Protection and Planning Act establishes the serve the same type of transportation needs as a protection and restoration of natural resources Regional Street except that it is located within the as priority goals. To that end, the HRMP provides New Jersey Highlands Region, shown in Figure policies and requirements for land use decisions 3.1 on the following page. Highlands Regional to preserve vital environmental and scenic Streets are characterized by single-use, low assets, support economic development, improve intensity development that transitions between links to transportation, and enhance safety for residential, commercial and rural settings. In many all transportation modes. These policies are cases, development is separated by large natural addressed in each of the typical design elements areas and winding roadways. They are major of Highlands Regional Streets in order to address travel routes that handle the most diverse traffi c these special considerations from project initiation modes including cars, buses, trucks, bicycles, through development. and pedestrians. Highlands Regional Streets are Some transportation improvement projects, for characterized by intra- and inter-County travel, example bridge replacements, operational traffi c that result in longer regional trips. These streets improvements and in-kind roadway reconstruction are served by intra-county and inter-county/state projects, are exempt from Highland Preservation bus travel so accommodations should be made rules provided they do not result in traffi c capacity to support easy transit access. Many of Highlands improvements, such as the inclusion of new Regional Streets run adjacent to watershed lanes. Improvement projects will still abide by properties, lakes and forests, providing some of the Highlands Regional Streets design guidelines the most scenic views in the Highlands Region. although it is recommended that all rules be The scenic and historic character of many of these thoroughly reviewed in advance of project design streets makes way-fi nding elements paramount to to determine conformity with the HRMP. their function in moving Passaic County residents and tourists alike. Some examples of Highlands Design Priorities Regional Streets are Skyline Drive in Ringwood, Highlands Regional Streets should be designed Macopin Road in West Milford and Glenwild to be “Green Streets” that protect water resources Avenue in Bloomingdale. and minimize the adverse aff ects of surface water These streets require diff erent specifi cations runoff using low impact development approaches. due to the development rules that are part of Design speeds are higher than the other county the New Jersey Highlands Regional Master Plan roadway classes so shoulders and/or bicycle (HRMP), as well as the rural nature of some of facilities should be designed and installed where these streets. The application of improvements appropriate and where they do not introduce

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Figure 3.1 - Highlands Region

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confl icts with motor vehicles, compromise safety should be designed to accommodate turning radii or increase the impervious surface of a roadway. for large trucks. On-street parking is generally prohibited but Because transit is an integral part of Highlands provisions should be made for pull-off areas at Regional Streets, design features like bus turnouts scenic vistas along scenic and historic corridors should be considered. Bus turnouts allow buses (outlined in the Scenic and Historic Byways section). to load and unload while also allowing traffi c to Although mostly in rural areas, to the greatest continue around the bus, thereby reducing traffi c extent possible Highlands Regional Streets delay and increasing safety along Highlands should create or maintain pedestrian connectivity Regional Streets. between clusters of residential areas, commercial Figures 3.2 shows a typical cross-section design activities and public transportation. Because of of a Highlands Regional Street. Figure 3.8, at the the higher design speeds and higher volumes, end of this section, provides an overview table of intersections shall be clearly marked and highly design guidelines for each typical design element. visible for pedestrian safety. All intersection curbs The table is drawn from the Roadway Classifi cation must be compliant with the Americans with Design Matrix found at the end of the General Disabilities Act (ADA) rules. Also intersections Standards section of these guidelines.

Figure 3.2 - Highlands Regional Street Typical Cross-Section

C B A A B C D E

A. Travel Lane – 10’ Minimum, 12’ Preferred , 14’ Maximum (for high volumes of truck and bus traffic) B. Shoulder/Bicycle Lane - 8’ Preferred (6’ Minimum for Dedicated Bicycle Lane) C. Curb Zone – 4’ Minimum, 8’ to 12’ Preferred (curb zone in rural areas ideal for Green Streets treatments) D. Sidewalk Zone – 4’ Minimum, 5’ to 8’ Preferred E. Frontage Zone – 2’ Minimum for Residential; 4’ Minimum for Commercial

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Typical Design Elements volume higher speed facilities an 8-foot minimum shoulder is preferred. Minimizing lane widths on Travel Lanes – Travel lanes should be a minimum existing and planning improvements through “Road of 10 feet with an 11- or 12-foot lane preferred. Diets” will allow for large shoulders and reduce the Travel lanes can be as wide as 14 feet, but need to add new impervious surfaces. only to accommodate signifi cant truck or bus Bicycle facilities should be provided where there traffi c, particularly to enable larger vehicles to is connectivity to existing on-road and off -road turn at intersections. The reader should refer bicycle facilities, commercial nodes or residential to the Moving Goods and People section of areas. These facilities can be dedicated bicycle the Transportation Element for major goods lanes, shared lanes or large shoulders. Regardless movement corridors in the Highlands region. Ten- of treatment, bicycle facilities should be consistent foot lane widths may be utilized for turn lanes and along roadways to promote predictability and safety or travel lanes where roadway widening will result for both bicyclists and drivers. Separate bicycle lanes in adverse impacts to surrounding properties, should be considered if the roadway is designated environmental resources or signifi cant project as a Bicycle and Pedestrian Priority Corridor under costs. The use of lane widths less than 11 feet the Bicycle Pedestrian and River Access chapter of shall be approved by Passaic County. The use of the Master Plan. Any dedicated bicycle lanes should barrier curb between travel lanes is not a preferred be a minimum of six (6) feet, although an eight-foot treatment. New impervious surfaces should not bicycle lane is preferred along Highlands Regional be created in the redesign of existing facilities. Streets. Diff erent confi gurations and pavement Utilizing methods such as “Road Diets” on existing markings for dedicated bicycle lanes are shown in streets can help control speeds through narrowing Figure 3.3. All bicycle facilities should be coordinated lanes. This technique also provides more space for with local partners and consistent with existing a shoulder or bicycle facilities while limiting the municipal bicycle and pedestrian plans. amount of impervious surface and runoff in the Off -road bicycle facilities adjacent to roads should Highlands Area. be considered where existing traffi c conditions, roadway confi gurations, and any other conditions Medians are not recommended for Highlands create a threatening or dangerous environment for Regional Streets. Restrictions on widening bicyclists. When designing or investigating off -road roadways would minimize the size of the median facilities all consideration should be given to using and the opportunity for plantings, trees and Green materials with pervious surfaces that decrease Streets treatments. Green Streets treatments are stormwater runoff . better served in the existing natural areas along the Streetside of Highlands Regional Streets. Signs designating the bike lanes and potential confl icts should be clearly marked according to the Shoulders / Bicycle Facilities – Continuous guidelines approved by the FHWA and described in paved shoulders are recommended in the design the Manual on Uniform Traffi c Devices (MUTCD). of Highlands Regional Streets. On these higher

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Parking is prohibited on most Highlands Regional Streetside Features – Sidewalks should be provided Streets. If there are businesses or residences on at least one side of all Highlands Regional Streets along the street, off -street “shared parking” is adjacent to residential areas, commercial nodes strongly encouraged. Access to parking should be or where conditions warrant pedestrian facilities. designed to minimize the amount of driveways All bus stops or other transit facilities shall have along Highlands Regional Streets, thus reducing sidewalks leading to commercial and residential confl icts. Shared parking allows for a lower net destinations. Sidewalks should be designed to be (5) parking requirement in commercial areas and to eight (8) feet in width. The design of the Sidewalk reduces stormwater runoff in-line with the HRMP Zone and Curb Zone should create a buff er between policies. Way-fi nding is suggested in order to better pedestrians and motorists, and meet all the service organize access to off -street parking facilities from needs along the street frontage. Pervious/porous Highlands Regional Streets. Consideration should paving materials such as asphalt concrete, paving be given to potential “pull-off ” parking areas along stones or bricks should be considered to allow Highlands Regional Streets that provide scenic precipitation to fi lter through the soil below and vistas and exceptional views of the numerous lakes minimize stormwater runoff . Where sidewalks are and watersheds in northern Passaic County. present, pedestrian countdown signals, signs, transit

Figure 3.3 - Bicycle Pavement Markings Image courtesy of USDOT

All bicycle lane confi gurations shown should be six (6) feet minimum in width

PASSAIC COUNTY PLANNING DEPARTMENT -33- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

stops and facilities shall be designed, constructed, Tree box fi lters or tree pits are one way to reduce operated, and maintained so that all pedestrians, and fi lter stormwater runoff while making the including people with disabilities, can travel safely surrounding environment more aesthetically and independently. pleasing. Figure 3.4 illustrates a typical tree pit. In the Highlands Area the design of curbs must This application could be applied in areas where be coordinated with drainage in mind. In areas streetscape improvements are planned or currently where there is open drainage, curbs should not be exist. A continuous planting strip increases constructed. stormwater retention. Green Streets – “Green Streets” elements along Other treatments such as vegetated swales (Figure Highlands Regional Streets speak directly to the 3.5) should also be considered in the design goals and policies of the HRMP. The following low- or redesign of Highlands Regional Streets. This impact development approaches are examples application can apply to areas where excess Right-of of how to reduce the impacts of stormwater -Way (ROW) currently exists. The design of vegetated runoff on water quality and quantity. The Green swales should take into account the context of the Streets section of the Complete Streets Guidelines land uses, access to the facility for maintenance, and provides more examples and guidance on net eff ect on stormwater runoff of the location and structural and non-structural techniques. total watershed management area.

Figure 3.4 - Tree Pit Illustration Figure 3.5 - Vegetated Street Swale Images courtesy of Portland BES, 2004 Image courtesy of Portland 2004 Stormwater Management Plan

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Public Transit – Regional and local buses are expected to be a signifi cant portion of the traffi c volume, therefore public transit access should be a high-level design feature on Highlands Regional Streets. Roadways should consider bus access on and off the roadway facility, including suffi cient shoulder widths or bus turnouts, where appropriate. Bus shelters should be installed at all areas adjacent to commercial and residential areas. Designers should work with local municipalities, NJ Transit, Photo courtesy of Yambol Daily Picture the NJTPA, and Transportation Management Associations (TMAs) to determine the appropriate location and footprint of shelters. The type of shelter could promote a unifi ed countywide design or relate to the surrounding context. Designs should also provide suffi cient pedestrian and bicycle access to these facilities, as well as proper roadway delineations. All attempts shall be made to make bus access and operations as effi cient and safe as possible. Bicycle racks and/or lockers should also be considered at or near major bus stops, park-and- Photo courtesy of Passaic County Planning ride lots, and schools or businesses as appropriate. Designers should work with local parking authorities as well as the other entities mentioned to determine the location, design and size of bicycle facilities. For more information on bus stop safety, the reader should refer to the North Jersey Transportation Planning Authority’s (NJTPA) Bus Stop Safety Toolbox (http://www.njtpa.org/Plan/Studies/documents/ BusStopSafetyToolboxweb.pdf ).

Intersections are an important design feature of the Highlands Regional Street. When designed correctly they safely accommodate pedestrians, bicyclists and Bus Shelters provide a safe environment for mass motorists. One of the key features at intersections transit users and an opportunity to refl ect the are crosswalks. On these higher-speed roadways, unique qualities of local communities Photo courtesy of Larry Neilson Photography crosswalks should provide a safe and visible area

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for people to cross streets. The rural character of needed for safe pedestrian movements. Limiting land uses along many Highlands Regional Streets right turns on red also provides a safer environment dictates that crosswalks be provided where for the vision impaired. The Federal Highway residential areas, commercial nodes, existing Administration (FHWA) recommends a walking sidewalks, and public transportation facilities exist. speed of no more than 3.5 feet of crosswalk per Crosswalks can be marked in a standard style with second of crossing time. Roundabouts may also be parallel solid white-line markings, but ladder or considered where conditions permit. continental style markings are preferred because When designing the turning radii at intersections, they are more visible to motorists. Figure 3.6 shows consideration will be given to areas with signifi cant an example of each of these patterns. At-grade truck and bus traffi c in order to ensure that there is crosswalks are preferred and can be colored, which suffi cient room for safe turning movements. Page also increases visibility to motorists. Crosswalks 11 of the NJTPA’s Bus Stop Safety Toolbox provides can be marked with paint, but thermoplastic additional details on corner curb radii. material is preferred as it is more durable and The use of corner islands and right turn slip lanes continues to provide visibility long after painted will be restricted whenever possible. These facilities lines have faded away. All crosswalks must be ADA increase the number of confl icts for pedestrians and compliant. promote unrestricted turn movements for vehicles. Pedestrian countdown signals shall be installed Overall, intersections should be designed in at new or redesigned signalized intersections. conjunction with the rules of the Highlands Regional Figure 3.7 shows examples of countdown displays. Master Plan with a goal of minimizing water runoff Pedestrian lead phases and restrictions on right and impervious surfaces, and using environmentally turns on red should be given consideration at designed drainage features to help achieve this goal. intersections as a means of providing the time

Figure 3.6 - Types of Crosswalk Markings Figure 3.7 - Pedestrian Countdown Signal Indicators

Images courtesty of FHWA, MUTCD

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Figure 3.8 - Highlands Regional Streets Design Speciﬁ cation

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Downtown Streets Downtown Streets are County roadway corridors characterized by mixed-use commercial and traditional downtown services and activities. Downtown Streets serve Central Business Districts (CBD) and Special Improvement Districts (SID) that use distinctive streetscape treatments such as lighting, signage or street furniture. Downtown Streets tend to be highly transit-oriented and experience high levels of pedestrian activity. These are typically high-volume, low-speed and Photo courtesy of SJV Blueprint Implementation undivided arterial roadways that have narrow lanes and Handbook are used by a mix of cars, delivery trucks and buses. Parking on Downtown Streets is curbside (parallel or angled) and often metered. Examples of Downtown Streets are Main Avenue in Passaic, Main Street in Paterson, Union Avenue in Totowa, Van Houten Avenue in Clifton, Wanaque Avenue in Pompton Lakes, and Paterson-Hamburg Turnpike in Bloomingdale. Design Priorities The primary function of a Downtown Street is to optimize both functionality and form of public space in Photo courtesy of Passaic County Planning a downtown or business district to support economic development and community activity. The streetside area is critical in this function as it provides amenities that create a pleasant pedestrian environment and defi ne the physical character of the businesses that front along these streets. Design standards should accommodate existing and potential pedestrian traffi c, street furniture, awnings and signage, outdoor dining areas, decorative lighting, shade trees and tree pits, and public transportation facilities. Standards should Downtown Streets share a number provide fl exibility in order to enhance or compliment of common characteristics including the character of the community and adhere to any local walkability and streetscaping elements streetscape standards if they exist. that combine form and function to allow Providing a safe environment along Downtown Streets both businesses and patrons to thrive is another priority. Traffi c-calming measures should Photo courtesy of Passaic County Planning

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be implemented to maintain safe interaction Standards section of these guidelines. The street between all modes of transportation. This is separated into discrete elements representing includes designing intersections that promote the key design features. The Frontage Zone safe pedestrian crossing, way-fi nding signage that provides a transition space between properties clearly marks parking areas and access for local and the sidewalk. The Sidewalk Zone is of upmost truck deliveries, and prioritizing access and safety importance in commercial districts and should at bus facilities. Minimizing driveways will prioritize maximize the ability for patrons to comfortably the commercial buildings that front on Downtown access businesses and, if possible, outdoor seating. Streets, consolidate parking and truck deliveries The Curb Zone allows for a transition between and reduce confl icts between pedestrians and parking and the sidewalk. It provides a place for vehicles. street trees or other plantings. Figure 4.1 shows a typical cross-section design of a Downtown Street. Figure 4.4, at the end of this Typical Design Elements section, provides an overview table of design Travel Lanes – Travel lanes shall be a minimum guidelines for each typical design element. The of 10 feet but 11-foot travel lanes are preferred. table is drawn from the Roadway Classifi cation The maximum travel lane width shall be no more Design Matrix found at the end of the General than 12 feet. Twelve-foot lanes should only be

Figure 4.1 - Typical Downtown Street Cross-Section

F E D C B A B C D E F

A. Median – 6’ Minimum for Pedestrians, 10’ Minimum for planted, 16’ Minimum for turning lanes B. Travel Lane – Auto Only: 10’ Minimum; 11’ Preferred (to be shard with bicycles); 12’ Maximum (to accommodate high volume of bus traffic) C. Parking – 8’ Minimum; 4’ Buffer area if dedicated bicycle lanes installed adjacent to parking to accommodate “Door Zone” D. Curb Zone – 4’ Minimum/6’ to 8’ Preferred E. Sidewalk Zone - 5’ Minimum/6’ to 8’ Preferred F. Frontage Zone - 2’ Minimum for Residential , 4’ to 8’ Preferred for Commercial

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used when considering safer access, travel and turning for trucks and buses. Downtown Streets accommodate the most needs of any street type, including a large number of pedestrians, frequent bus service, local deliveries, motor vehicle movements, and parked vehicles. As a result, Downtown Streets are often very constrained and do not off er enough space to provide dedicated bicycle facilities. On these lower volume and lower speed roads, it is expected that bicyclists and motorists can share the road. The appropriate signage needs to be in place to raise the awareness of motor vehicles to the presence of bicycles. The minimum for turning lanes should be ten feet. Narrow and variable lane widths may also be considered as a traffi c-calming measures. Streets that provide signifi cant bus or truck access should be given consideration during the design process. Traffi c Calming - Traffi c calming is one of the key goals along any Downtown Street. Slowing traffi c allows for safer pedestrian movements, higher visibility for commercial businesses and easier Curb extensions and chokers are two techniques that can be used to promote traffi c-calming along a navigation for buses and vehicles into parking Downtown Street areas. The use of bulb outs, curb extensions, Photos courtesy of Richard Drdul chokers, raised cross walks, speed tables, and defl ector islands should all be considered as traffi c -calming measures. These techniques make for a more visually interesting street environment and more area to be used for streetscape elements, such as trees, bus shelters and outdoor dining areas in the Frontage Zone of the Streetside. Narrower travel lanes foster slower speeds and helping the driver become more aware of crossing pedestrian traffi c. These facilities also provide an opportunity to enhance commercial areas with Medians provide safety for pedestrians and motorists as well as a place for streetscaping plantings or other decorative elements. features such as plantings Photo courtesy of Richard Drdul

PASSAIC COUNTY PLANNING DEPARTMENT -40- DOWNTOWN STREETS

Medians are permitted for Downtown Streets lanes are also not recommended along Downtown where there are four lanes (including parking) and Streets. In general, on the lower speed (35 mph enough Right-of-Way (ROW) to accommodate or less) Downtown Streets, bicycles and motor them. Raised medians are preferred because they vehicles are expected to share the road. Share- provide a physical separation between opposing the-road signage is a preferred treatment that traffi c, off er refuge for crossing pedestrians, control reinforces existing traffi c laws. Dedicated bicycle left turns across opposing traffi c, and provide for lanes must take into account the four-foot area context sensitive streetscaping. By preference, occupied by open car doors between parked cars medians should provide pedestrian refuge. For and bicyclists, known as the “Door Zone”. Bicycle this reason closed medians (i.e., concrete Jersey lanes can be installed, if suffi cient ROW exists to barriers) are not recommended on Downtown create a four-foot buff er for the “Door Zone” , while Streets. Pedestrian refuge areas should be a providing a minimum fi ve-foot bicycle lane. minimum of six (6) feet wide. Parking shall be provided on Downtown Streets. Landscaped medians shall also be considered Parallel parking is recommended. Parking stall where the project setting allows and to boundaries should be clearly marked. Figure 4.2 complement land use characteristics. If the median shows several types of parking space markings and contains landscaping (plants or street trees) it on-street parking layouts. Signs should be installed should be a minimum of 10-feet wide. Medians identifying all parking restrictions and conditions. shall be a minimum of 16-feet where they are All sign color, size and location should follow the used as a buff er for turn lanes. In general, median Manual of Uniform Traffi c Control Devices (MUTCD). plant materials should be “high-low” to provide for Considerations should be made for delivery truck corridor visibility; i.e., high-branching trees and access to businesses along these facilities. Shared low-growing shrubs. There is no stated maximum width for a median as the other roadway features (travel lanes, parking, curbs, and sidewalks) will dictate the maximum median available within the ROW. Medians should incorporate “Green Streets” elements in order to minimize stormwater runoff . Medians (splitter islands) should be used to lead into roundabouts in order to enhance separation of traffi c as they enter the roundabout, provide a pedestrian refuge for crossings, and provide a visual queue indicating a downtown or central business district. Bicycles and Motor Vehicles should share the road on Shoulders / Bicycle Facilities – Shoulders are not Downtown Streets. Dedicated Bicycle lanes should be recommended for Downtown Streets in order to designed to take into account the “Door Zone” Photos courtesy of USDOT and VinnyR accommodate on-street parking. Exclusive bicycle

PASSAIC COUNTY PLANNING DEPARTMENT -41- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

Figure 4.2 - Typical Roadside Parallel Parking Space Markings and Layouts (Areas in grey highlight the portion of the street utilized for parking conﬁ gurations) Image courtesy of USDOT

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parking practices are strongly recommended along Downtown Streets. This allows more organized fl ow, less confl icts between pedestrians and vehicles, and it maximizes the development of land along these crucial commercial corridors. Backing onto County roadways from any private driveways is strictly prohibited. Way-fi nding is also suggested in order to better organize access to parking facilities. Off -street parking should be sited behind the buildings and provide safe and effi cient access to businesses and the street front. Streetside Features – The Streetside along a Downtown Street serves the most purposes of any other road classifi cation category. This area is the lifeblood of any downtown and serves as the face of the commercial businesses, direct access to public transportation, a civic space for residents and visitors, and the identity of a community. The Streetside is broken down into three zones: the Frontage Zone, the Sidewalk Zone; and the Streetside features such as awnings, hanging signs Curb Zone. Each of these zones is displayed in the and outdoor dining should be accommodated typical cross-section in Figure 4.1. along all Downtown Streets Photos courtesy of Passaic County Planning The Frontage Zone is the area between the front of the commercial business or residential property and the sidewalk. Features in the Frontage Zone include awnings, canopies, hanging signs, furniture and allowable portable displays (i.e., menus and placards). The Frontage Zone can range from two (2) feet for residential properties, and four (4) to eight (8) feet for commercial properties, depending on density and type of land use. The Passaic County Planning Board should negotiate with applicants along Downtown Streets to promote and permit features such as awnings and Bus shelters promote mass transit connectivity and signage, that may encroach onto the County ROW provide an avenue to incorporate distinctive design elements of a Downtown located in the Frontage Zone. Photo courtesy of Mike’s Transit Stop

PASSAIC COUNTY PLANNING DEPARTMENT -43- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

The Sidewalk Zone is the area between the Intersections are an important feature of the Frontage Zone and the Curb Zone. The sidewalk Downtown Street. When designed correctly, needs to be wide enough for pedestrians to walk they safely accommodate both pedestrians and pass each other unimpeded by features from and motorists. One of the key features at the Frontage or Curb Zones. The Sidewalk Zone can intersections are crosswalks. Crosswalks range from fi ve (5) feet, although a six- to eight- provide a safe and visible area for people to foot sidewalk is preferred. Wider sidewalks should cross streets. New Jersey State Law requires be considered to accommodate higher pedestrian drivers to stop for pedestrians at crosswalks. volumes in more active areas. Appropriate signage should be used to reinforce the law, including movable signs that The Curb Zone is the area between the Sidewalk can be placed in the roadway. Zone and the Parking or Travel Lane. It contains the most fl exibility and includes features such as street trees, tree pits and other plantings, parking meters, signage, street furniture, bike racks, and bus shelters. The Curb Zone should be at least four (4) feet but a six-foot area is preferred in order to properly accommodate bus shelters and tree pits. Local streetscaping plans should be taken into consideration whenever designing or reviewing elements in the Curb Zone or Streetsde area. Sidewalks and curbs shall be provided on both Signage should be used to raise awareness of “stop sides of the street. In addition to providing a for pedestrian laws” at intersections along protective area for walking, sidewalks link public Downtown Streets transportation access to local commerce and Images courtesy of USDOT, MUTCD residential communities. Downtown Street sidewalks shall provide for the maximum available width to accommodate two-way pedestrian travel, merchant zones, public transportation facilities and street furniture. Shade trees are of particular importance and should be allowed enough room to mature, provide shade on sidewalks, and minimize confl icts with overhead and underground utilities or infrastructure. The use of underground utilities Pedestrian crosswalks can be marked in various is encouraged to allow for a more enhanced patterns but they need to be highly visible to streetscape environment through removal of utility approaching motorists poles from the road side. Photo courtesy of Pattern Paving Products

PASSAIC COUNTY PLANNING DEPARTMENT -44- DOWNTOWN STREETS

Figure 4.3 Downtown Streets Design Guidelines

PASSAIC COUNTY PLANNING DEPARTMENT -45- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

design element. The table is drawn from the Community Streets Roadway Classifi cation Design Matrix found at Community Streets provide connections for the end of the General Standards section of these local communities to reach regional through- guidelines. Examples of Community Streets are routes and local commercial and downtown McBride Avenue in Paterson and Woodland Park, centers. Traffi c-calming allows all users to share the Passaic Avenue in Passaic, High Mountain Road road safely and introduce a network of connected in North Haledon, and Allwood Road in Clifton. bicycle facilities throughout the County. Safe street crossings and access to mass transit for Design Priorities pedestrians shifts the focus from motor vehicles The design of Community Streets shall take to people on these streets. Community Streets are into consideration the mobility of all users, of the ideal for implementing the “Green Street”. The all abilities, including the motorist, transit user, Green Street is one that promotes more pedestrian pedestrian, and bicyclist. On-street parking shall be and bicycle activity, green infrastructure to maintained to provide access to local businesses reduce fl ooding, and a continuous canopy of and residences. The design should include features street trees. Figure 5.1 illustrates a typical cross- to enhance and compliment the character of the section design of a Community Street. Figure 5.4, community and should adhere to local streetscape at the end of this section, provides an overview standards if they exist. Because of the density table of design guidelines for each typical of uses, intersections shall be clearly marked for

Figure 5.1 - Community Streets - Typical Cross-Section

F E D C B A A B C D E F

A. Travel Lane - Auto Only 11’ Preferred, 14’ Minimum if shared lane with bicycles B. Shoulder/Bicycle Facility - 14’ shared lane ; 4’ with no parking and no curb, 5 with no parking and curb; 6’ Minimum with parking C. Parking - 8’ Minimum, 11’ Preferred (if shared with bicycle lane) D. Curb Zone - 4’ Minimum E. Sidewalk Zone - 5’ Preferred F. Frontage Zone - 2’ Minimum, 4’ Preferred

PASSAIC COUNTY PLANNING DEPARTMENT -46- COMMUNITY STREETS

pedestrian safety. All curbs must be Americans with Disabilities Act (ADA) compliant. Where feasible, traffi c- calming measures should be implemented to promote safety for all modes of transportation. The curb, sidewalk and building frontage should be of suffi cient width to accommodate pedestrian traffi c, lighting, street trees and tree pits, and public transportation facilities. Typical Design Elements

Travel Lanes and Medians – Drive lanes that do not Shared lane with “sharrow” and marked provide bicycle access shall be a minimum of 10 feet but parking lane 11-foot travel lanes are more desirable. The maximum Photo courtesy of CITYPHILE travel lane width shall be no more than 12 feet. The maximum lane width can be considered in areas with higher bus and truck traffi c. The wider lanes allow buses and trucks to move safely with other motorists and other modes. Lanes that provide shared access between vehicles and bicycles should be at least 14-feet wide. Appropriate pavement markings (such as “sharrows”) and signage that designate these as shared lanes should be used. Although Community Street speeds often do not warrant separating travel lanes, medians may be used to create a boulevard where space permits. Exclusive bicycle lane (painted) Boulevards should include “Green Street” elements such Photo courtesy of BIKE NOPA as street trees that help create a more complete canopy.

Shoulders and Bicycle Facilities – Delineating travel lanes and parking areas helps enforce lower speed limits, promote traffi c calming and provide room for bicyclists, although striped shoulders are not the preferred treatment along Community Streets. Exclusive bicycle lanes should be installed where space permits, along with proper signage and pavement markings. The minimum width of the bicycle lane where there is no A bike box provides an area for bicyclists to on-street parking is four (4) feet where there is no curb jump ahead of cars when stopped at signalized intersections. This allows for safer interaction and gutter, and fi ve (5) feet where there is a curb. When between vehicles and bicyclists there is adjacent on-street parking, bicycle lanes can be Photo courtesy of Doug Beghtel/The Oregonian

PASSAIC COUNTY PLANNING DEPARTMENT -47- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

fi ve (5) feet wide with the parking spots widened to Figure 5.2 - Sharrow Placement Alongside take into consideration the space between an open Parked Vehicles door and a bicyclist know as the “Door Zone”. Bicycle Image courtesy of FHWA, MUTCD lanes can be painted green to add visibility to these facilities. Shared travel lanes are also a preferred treatment for bicycle facilities along Community Streets where ROW width does not permit an exclusive bicycle lane. A “sharrow” is a pavement marking (shown in fi gure 5.2) that signifi es that a roadway should be shared by motor vehicles and bicyclists. Share-the- road signage should be used in conjunction with “sharrows” to alert motor vehicles of the presence of bicyclists. “Sharrows” also provides a visual route for bicyclists to follow throughout the County. Figures 5.2 and 5.3 provide details on how to incoporate “sharrows” with parking and the proper dimensions of pavement markings. Bicycle facilities should be continuous and as consistent as possible. The Bicycle Pedestrain and River Access section of the Transportation Element outlines priority corridors that can lead to a connected countywide system of bicycle and Figure 5.2 - Sharrow Dimensions pedestrian facilities. Image courtesy of NJDOT, NJ Bicycle Manual

Parking – Parallel parking is recommended on Community Streets. It uses the least amount of space when compared to front-in angled parking and is safer when used with adjacent bicycle lanes. Parallel parking spaces should be a minimum of eight (8) feet. If there is a bicycle lane on the street then parking lanes may be 11 feet wide (from curb to the inside line) to help bicyclists avoid traveling within the “door zone” of parked cars. Parking-stall lane boundaries should be clearly marked where in the presence of shared or dedicated bicycle lanes. If there is enough roadway width then angled parking

PASSAIC COUNTY PLANNING DEPARTMENT -48- COMMUNITY STREETS

may be considered to increase parking capacity. However, back-in parking is recommended when used in conjunction with bicycle lanes to provide for safer sight distances between motorists and bicycles. Traffi c Calming is a key goal along Community Streets. Slowing traffi c allows for safer pedestrian and bicycle movements, higher visibility for commercial businesses and easier navigation for vehicles into parking areas and at intersections. Back-in angled parking with dedicated bicycle lane The use of curb extensions, bump-outs, defl ector Photo courtesy of SFMTA Livable Streets islands, and chokers should be considered as traffi c calming measures. These techniques make for a more visually interesting street environment and more area to be used for streetside features in the curb zone, larger sidewalks or enhanced storefront access. Curb bump-outs can also be used to narrow travel lanes approaching pedestrian walkways or intersections.

Signs can be used to enhance safety on Community Streets. Share-the-road or “stop for pedestrians” signs can be used as visual cues to motorists to alert them of bicycles or pedestrians sharing or entering the roadway. Curb extensions and defl ector islands provide enough space to install bus shelters, green space and narrow intersection crossings Streetside Features – The streetside along Photos courtesy of Streetsblog.com and Autoevolution a Community Street serves to facilitate a safe and pleasant environment for all users. Where sidewalks are present, pedestrian signals, signs, transit stops and facilities shall be designed, constructed, operated, and maintained so that all pedestrians, including people with disabilities, can travel safely and independently. Sidewalks and curbs should be provided on both sides of the street where appropriate. Where there are Signs can be used to alert motorists and businesses, street furniture should also be part increase safety on Community Streets of the design feature. Streetside areas should be Images courtesy of FHWA, MUTCD

PASSAIC COUNTY PLANNING DEPARTMENT -49- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

designed to accommodate features, such as bus shelters, municipal parking meters, as well as “Green Street” features including tree plantings, bio-swales and pervious pavement. The preferred width of the Streetside is at least eight (8) feet in order to accommodate the Sidewalk Zone and Curb Zone. In addition to providing a protective area for walking, sidewalks link public transportation access to local commerce and residential communities. Shade trees are of particular The Curb Zone along the Streetside should be importance on Community Streets as they will designed to accomodate street furniture, trees, provide green corridors between communities and signage and other amenities Photo courtesy of Dwell a pleasant environment to promote higher levels of pedestrian and bicycle activity. Street trees should be allowed enough room to mature, provide shade on sidewalks, and not confl ict with overhead and underground utilities or infrastructure. The use of underground utilities is encouraged to allow for a more enhanced streetside environment and to eliminate utility poles from the road side. Intersections are an important safety feature of Community Streets. When designed correctly they safely accommodate both pedestrians Types of Crosswalk Markings and motorists. One of the key features at Image courtesy of FHWA, MUTCD intersections are crosswalks. Crosswalks provide a safe and visible area for people to cross streets. Crosswalks can be marked in a standard style with parallel solid white-line markings, but ladder or continental style markings are preferred as they are more visible to motorists. Crosswalks can be at-grade or raised, and can be colored or made of stamped materials, which also increases visibility to motorists. Crosswalks can be marked with paint Pedestrian crosswalks can be marked in various but thermoplastic material is preferred as it is more patterns but they need to be highly visible to durable and continues to provide visibility long approaching motorists after painted lines have faded away. All crosswalks Photo courtesy of University of California, Berkley must be ADA compliant.

PASSAIC COUNTY PLANNING DEPARTMENT -50- COMMUNITY STREETS

Figure 5.4 - Community Streets Design Guidelines

PASSAIC COUNTY PLANNING DEPARTMENT -51- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

Design Matrix found at the end of the General Neighborhood Streets Standards section of these guidelines. Neighborhood Streets are walkable roads that Design Priorities typically serve the residents or local businesses Neighborhood Streets are low volume and low located along the street and no other users. speed roadways that are designed to promote local These streets are not used as thorough fares or neighborhood interaction through walking and for anything except local trips. The nature of a bicycling. Street design is such that the travel lanes neighborhood street requires little in the way of are narrow, which promotes lower speeds, and improvements that would promote intra-municipal should be shared with bicyclists. On-street parking trips or regional facilities. The improvements made may be allowed on one or both sides of the street. on these streets are strictly for the residents or Amenities such as street trees, grass beds and property owners directly along the street or in that lighting may enhance the neighborhood character neighborhood. Figure 6.1 shows the typical cross and should be designed with local streetscape section of a Neighborhood Street. Figure 6.2, at the priorities if they exist. Sidewalks can be installed on end of this section, provides an overview table of both sides of the street and should be continuous design guidelines for each typical design element. The table is drawn from the Roadway Classifi cation to enhance walkability on Neighborhood Streets.

Figure 6.1 - Typical Neighborhood Street Cross-Section

PASSAIC COUNTY PLANNING DEPARTMENT -52- NEIGHBORHOOD STREETS

Typical Design Elements Lanes and Medians – Because of the low volumes and low speeds, one 14-foot wide (minimum) travel lane can accommodate two-way traffi c and bicyclists. These streets tend to require less right-of-way and width for the cartway. Also combined with the low speeds, medians are not recommended on Neighborhood Streets. Consideration must be taken to design the street so that emergency vehicle access is possible. Exclusive shoulders and bicycle facilities are Photo courtesy of airbnb.com unnecessary as the roadway should be designed to accommodate the safe travel of bicyclists as part of the travel lanes/cartway. On-street parking can be accommodated on either one or both sides of the street. Parking lanes should be a minimum of seven (7) feet with an eight- foot maximum. Parking spaces do not have to be delineated; however, parking restrictions should be marked by either paint or signs, whichever is more appropriate for the context of the street.

Sidewalks and curbs are standard for Neighborhood Photo courtesy of Bigelow Homes Streets. Sidewalks should be a minimum of four-feet wide, while the curb zone should be at least four-feet wide to allow for streetscaping features such as grass or trees. When designed correctly, intersections safely accommodate both pedestrians and motorists. The design of crosswalks at intersections is dependent on the street context. Intersections can go from no pavement marking to raised intersections where there is an intersection with a higher-speed roadway. All intersections must meet the current Americans with Disabilities Act (ADA) design guidelines. This Neighborhood Street design can be fl exible and involves adequate lane widths, restricted parking near creative, combining safety with aesthetic features Photo courtesy of Away Together intersections and parking enforcement.

PASSAIC COUNTY PLANNING DEPARTMENT -53- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

Figure 6.2 - Neighborhood Streets Design Speciﬁ cations

PASSAIC COUNTY PLANNING DEPARTMENT -54- GREEN STREETS

development of a Passaic County Green Streets Green Streets Program. The goals of Green Streets include: A Green Street is a transportation corridor that incorporates low-impact design elements and Stormwater Management promotes non-vehicular forms of transportation. Green Streets minimize impervious coverage, These streets are ideal for the installation of utilizing the natural water retention and structural and non-structural green infrastructure absorption provided by native vegetation and facilities for stormwater management. Green permeable soils to reduce both stormwater runoff Infrastructure is defi ned by the US Environmental volumes and peak fl ows. This can minimize the Protection Agency as, rate and severity of fl ood events, and indirectly, the An array of products, technologies, and negative economic, societal and environmental practices that use natural systems – or impacts of fl ooding. engineered systems that mimic natural In Passaic County, where portions of the processes – to enhance overall environmental stormwater infrastructure is a combined sewer quality and provide utility services.1 system, decreasing the volume of stormwater Low-impact development is a holistic view of green runoff into the system and delaying stormwater infrastructure in which an entire site, roadway, or discharges can reduce the frequency of region is designed to mimic natural processes, combined sewer overfl ow events, relieve an aging using multiple smaller green infrastructure design infrastructure system and improve water quality. elements. Maintain Drinking Water Supply Goals and Objectives Green infrastructure allows stormwater to Green Streets will provide various environmental, naturally infi ltrate soils, improving the recharge economic and public health benefi ts to the rate for groundwater aquifers. According to the residents of Passaic County. The primary objectives Environmental Protection Agency, groundwater of incorporating green infrastructure and low- provides approximately “40% of the water needed impact development design elements in County to maintain normal base fl ow rates in our rivers capital planning are decreased infrastructure costs, and streams.”1 Therefore, green infrastructure can better asset management, and improved quality of replenish groundwater supplies through more life for Passaic County residents. rapid and eff ective infi ltration of stormwater.

Passaic County will promote Green Streets pilot Improve Environment and Public Health projects in various municipalities and track their Green infrastructure provides environmental and performance. This data and technical assistance public health benefi ts, including improving water from the U.S. Environmental Protection Agency and air quality as well as mitigating the impacts of ,Offi ce of Sustainable Communities will lead to the heat islands. Low impact development encourages

1 http://www.epa.gov/npdes/greeninfrastructure

PASSAIC COUNTY PLANNING DEPARTMENT -55- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

vegetation and street trees as design elements, including stormwater planters, rain gardens and which fi lter and absorb air pollution, capture and vegetated roadways. remove carbon dioxide from the atmosphere, and Studies show that vegetation and green spaces in provide much needed wildlife habitat, recreational urban areas reduces inner-city crime and violence areas, and open space. while increasing recreational opportunities and Southern Passaic County’s dense concentrations a sense of community.4 Across the United States, of pavement and development absorb heat, case studies demonstrate that surrounding creating a “heat island” eff ect where annual property values increase when green infrastructure air temperatures can be 1.8 - 5.4°F higher, on is integrated into site design and streetscape. average, than surrounding communities.2 Trees For example, converting abandoned lots in and increased vegetation cool air temperature, Philadelphia, PA to green landscapes resulted in a which reduces energy demands and slows the 30% increase in surrounding housing values.5 formation of ground-level ozone or smog, a known Decrease Capital Costs of Public Infrastructure contributor to childhood asthma. Increased green space in cities has been linked to other public Green infrastructure can decrease capital costs health benefi ts such as lower childhood obesity for the County of Passaic, bringing tax relief to rates and reduced hyperactivity.3 residents. Valuing green infrastructure requires not only comparing the design and construction, Untreated stormwater can fl ow across paved operation, and maintenance costs of traditional surfaces into streams and rivers while collecting infrastructure, but accounting for avoided chemicals, bacteria and other pollutants that damages, such as property loss during fl ood contaminate watersheds. This is common in events, added value (higher property values), and Passaic County’s urban areas, where both the Molly benefi ts to the environment and public health, Ann and Goffl e Brooks do not meet NJDEP surface such as decreased medical costs for residents. water quality standards. Green Infrastructure enables stormwater to infi ltrate near its source, Many of the costs and benefi ts of green preventing sheet runoff , and allowing soil to fi lter infrastructure are unquantifi able, including hazard runoff before it enters streams and rivers. mitigation, wildlife habitat preservation or a better quality of life for Passaic County residents. Green Better Quality of Life for Passaic County infrastructure therefore provides “net benefi ts” Residents to the County. According to the Center for Clean Green infrastructure will beautify Passaic County’s Air Policy, “Green alleys or streets, rain barrels, public spaces and roadways. Increasing the and tree planting are estimated to be three to six number and variety of shade trees is the fi rst times more eff ective in managing storm-water per step toward a more aesthetically pleasing urban $1,000 invested than conventional methods. ”6 environment, enhanced by other design elements

2 http://www.epa.gov/heatisld/about/index.htm 4 http://lhhl.illinois.edu/all.scientifi c.articles.htm 3 http://lhhl.illinois.edu/all.scientifi c.articles.htm 5 http://water.epa.gov/infrastructure/ greeninfrastructure/upload/gi_philadelphia_bottomline.pdf 6 www.ccap.org/docs/resources/989/Green_Infrastructure_FINAL. pdf PASSAIC COUNTY PLANNING DEPARTMENT -56- GREEN STREETS

Typical Design Elements Shoulders, traffi c circles, rotaries, medians, and Passaic County encourages the use of the islands should be vegetated in order to receive and following low-impact design elements in all capital fi lter stormwater before it enters the storm sewer improvement projects and site development to system or nearby bodies of water. Accordingly, further the goals and objectives of Green Streets. roadways should be sloped or graded to direct All design elements located within the right-of- stormwater into vegetated stormwater receiving way of County roads will require approval from the areas. Passaic County Engineering Department. Green Streets promote all forms of transportation Roadways that reduce congestion on roadways, including bicycling. Roadways should be designed with Green Streets minimize impervious surface the highest possible level of bicycle facilities, coverage and disconnect the fl ow of stormwater including vehicular traffi c calming, appropriate runoff over impervious surfaces. With appropriate bicyclist signage and striping, and shoulders. consideration given to traffi c density, safety, Public facilities and amenities to promote on-road emergency vehicles, and necessary street parking, bicycling should be installed, including bicycle street widths should be designed with the lowest parking areas, bike lockers and racks, rest areas minimum pavement or cartway width allowable and comfort stations. by state and federal standards. On-street parking lanes should be made of pervious paving materials Public Transit when possible, designed appropriately for the soils When feasible, the green infrastructure design and infrastructure beneath the roadway. Pervious elements detailed for roadways and streetscapes paving is not recommended for travel lanes. should be integrated into public transit facilities, including bus stops and train stations. Pervious

Rain Garden, Haledon, NJ Curb Inlet ,Burnsville, MN Bioswale, Bloomfi eld, MI Photo courtesy of Amy Rowe, Rutgers Photo courtesy of US Environmental Photo courtesy of Lawrence Tech Cooperative Extension of Essex & Protection Agency c/o City of College of Engineering Passaic Counties Burnsville and Barr Engineering

PASSAIC COUNTY PLANNING DEPARTMENT -57- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

paving, street trees and stormwater planters, On-Site Design Elements green roofs, and energy effi cient lighting are all The goals of Green Streets are advanced by on-site applicable design elements for public transit detention of stormwater and drainage. Section V of facilities. the County of Passaic Right of Way Entry Opening Passaic County supports investment by NJ Transit Resolution states that the diversion of surface and in expanding passenger rail service, priority other runoff waters to and upon County roadways, bus service, and bus rapid transit to minimize right-of-ways, drains, gutters, bridges, and culverts congestion on Passaic County roads, reduce is prohibited in Passaic County. Using low impact greenhouse gas emissions and the formation development tools on-site, similar to green streets of ground-level ozone, and to provide multiple design elements, can prevent runoff in County modes of transportation for all Passaic County roadways and increase compliance with the residents. County standard for no net increase of stormwater in County roads. Expanded public transportation necessitates integrating public transportation with bicycling, On-site design elements are practices that treat walking, and driving. Public transportation facilities and reduce stormwater runoff from individual lots, require adequate seating areas, bus shelters and primarily through detaining runoff from rooftops covered train platforms for pedestrians, bicycle and driveways. Managing runoff from these lockers and bike, and parking areas for motorists. impervious sources on-site means disconnecting Passaic County supports the NJ Transit Bike them, which reduces the overall imperviousness Program and encourages NJ Transit to install bike of the watershed and speed of stormwater runoff , racks on buses and expand hours that standard which is critical in Passaic County’s fl ood prone bicycles are permitted on trains. watersheds.

Green Roof ,Chicago, IL Rain Barrel, Paterson, NJ Bus Stop with Green Roof and Photo courtesy of Natural Resources Photo courtesy of Passaic County Alternative Fuel Bus, Philadelphia, PA Defense Council c/o Roofscapes, Inc. Planning Department Photo courtesy of Inhabitat

PASSAIC COUNTY PLANNING DEPARTMENT -58- GREEN STREETS

Streetscape Features Where pervious paving is not feasible, impervious Green infrastructure can be integrated into nearly sidewalks may be disconnected from the drainage any streetscape plan, as the recommended system to allow some of the runoff from the design elements can be tailored to meet various impervious surfaces to re-infi ltrate in adjacent aesthetics. pervious areas. Plant Street Trees Integrate Vegetated Stormwater Receiving Areas Urban tree canopies intercept rainfall before it Green Streets should be designed to minimize reaches the pavement and becomes stormwater; stormwater runoff directly entering the storm therefore street trees can reduce stormwater sewer system. Streetscape features should be runoff and treat increased runoff from existing vegetated in order to receive and fi lter stormwater. development. Street trees are also vital for air Vegetated streetscape design elements include quality and public health by fi ltering air pollution rain gardens, vegetated swales and median and lessening the urban heat island eff ect. planting strips. Street trees are only eff ective components of Green Install Bicycle Facilities Streets if they thrive; therefore the critical root Green Streets are designed to accommodate zone, the area around a tree required for the tree’s on-road bicycling, therefore streetscape features survival, must be protected. Within the critical root should include public facilities and amenities zone, adequate soil volume and mixture should be to promote on-road bicycling. Bicycle facilities provided, not compacted and have access to both include bicycle parking areas such as bike lockers air and water. and racks, shelters, rest areas and comfort stations, Utilize Stormwater Planters as well as bicycle-on-transit accommodations. Stormwater planters can both reduce peak fl ows Energy-Effi cient Lighting of stormwater during storm events and treat Energy-effi cient lighting uses a balance of stormwater before it enters the storm sewer energy effi cient technology, design, and siting system and watersheds. to make Passaic County roads safe, functional Use Pervious Paving Materials for Sidewalks and aesthetically pleasing for pedestrians, bicyclists and motorists. Beyond engineering Sidewalks and bicycle lanes should be made of requirements, street lighting should consider pervious paving materials when possible, designed energy-effi cient lamp technologies to provide appropriately for the soils and infrastructure greater light distribution with fewer fi xtures, beneath the sidewalk. Pervious paving materials optimum pole placement and reduced number including pervious asphalt, pervious concrete, of poles. The Borough of Pompton Lakes installed interlocking pavers, grass-crete, and crushed stone LED street lights downtown, resulting in an energy provide runoff storage and infi ltration into layers of savings of 50% and estimated reduction of future stone base. Pervious paving materials are designed maintenance costs by nearly 75%. for precipitation only, not stormwater runoff .

PASSAIC COUNTY PLANNING DEPARTMENT -59- PASSAIC COUNTY COMPLETE STREETS GUIDELINES

Street Trees

Grouped plantings in a bioswale Street trees in large tree pit Street trees in connected tree pits Photo courtesy of US Environmental Brooklyn, NY Boise, ID Protection Agency Photo courtesy of Gotham Gazette Photo courtesy of City of Boise

Pervious Paving Materials

Pervious concrete walkway Grass-crete & crushed stone bikeway Interlocking pavers in parking area Washington, DC Little Falls, NJ Photo courtesy of US EPA Photo courtesy of US EPA

Stormwater Receiving Areas

Contained stormwater planter with Flow-through stormwater planter with Infi ltration stormwater planter with disconnected downspout street bench seattle, WA curb cut Philadelphia, PA Photo courtesy of US EPA Photo courtesy of SvR Design Photo courtesy of Philadelphia Water Company Department

PASSAIC COUNTY PLANNING DEPARTMENT -60-

Map 1 Complete Streets Classifications Northern Passaic County

ORANGE COUNTY

M ELINDA LA

ERD NNP N FAI NEW YORK

ANTA R LADSTO LAWN DR P URG RD G B AT SBORO RD S ERD E RO RDERSON LONGHOUSE DR D JAM TAFT RD RIVERSI EITRD HEWITT UNHAM RD D RD OE

PA PS C Surprise Lake

AWC TPK WARWICK

DELAW

BAYONNE DR

A ORD DR

RE F L R BE RD EDR SUSSEX COUNTY R SUSSEX COUNTY D R TRACK D G LAKESIDE RD (CR 511)

AKE SHO RACE L ANDIN ) L 4 0 ) 7 BANKER RD Upper Greenwood Lake 1 1 R 5 C ( R EDR C D ( R LAK D E R R DAYTON O E FORESTH RD D HADDON R I S

E D E Greenwood Lake WAYSIDE RD K A 04) E 7 TDR L N K R LA (C OD D CHMO SAN CAP O R R W E N R E O NNP LA MountLaurelLake E SH GR

IDY PL RD WHITE RD RE G BROOK RD N

ELM ST REEK HERC BELC AWOSTI

G ) R 3 EE 1 N B TIN R 5 O O TLE AVE PINE LA K Lookover Lake R

C ( CEDAR LA SPEN LA A D CAMP HOPE Bearfort Waters R Y Belcher Creek ) E AVE TRANQUILITY RIDGE PARK (STERLING FOREST) L L NCOLN Green Turtle Lake 143 A LI RCK OK 51 V O CHE R LA BEL VE B T Y N IT EDGECUMB RD EL A W Beaufort Waters LOUIS A R 511) 161 W CR O VE ( HE I SOPHIE DR K O LAU TP E R N AK IDE LA D L C U WOO ( SHAD G EN RE Lazy Acres Pond D ILLS R H EISENH RD E Terrace Pond OW N D ER D I R H Shepherd Pond M Furnace Dam Pond 96) C 6 S ER R (CR T HILL RD R L EE E L T R B IDE TE A CLEVELAND DR E

ADELA H P Pinecliff Lake RS MOORE A RD M 698) R R K VI (C E D E MORR R IS AV STA LA E E GEORGE V C BU ST A T G D LE FIRST AVE N O AIRPORT I BEARFORT RD R RET K O LA MARGA W West Milford Lake G N I ) Mine Pond R 3 1 D 5 A SH RD E R A R V E A T C JOS W ( E R D A N P E KRA FTPL L D OMP T P R VI H K L E TO A Y EC D C R CEN RI N E IN R U R D L P D R A L CA I R E S ERDGE W Swan Pond E AVETER C A Wanaque Reservoir H R A R R D W WRD T V C Grasmere Ponds ) L A A L ET L I C R 7 M A D N R D 9 R O N O N O 6 I N E WILL LA T K E N SRD P R DAL P S MT CIR DR N C L T OM ( U D P Collins Pond LL CRO D E Reflection Lake HI R R GP RCT CA MT R A G R CIR DR S Wanaque Reservoir D R

BURNT MEADO Cupsaw Lake ZIE R C DA R DRD E

E H L I U LO C C I AV O K C B

E K W W S Pettet Pond O RR H A T R IT S Weyble Pond CAM Y P E D A EL U OT DR Melody Lake Lake Riconda R R D O C R D D N L LANDS RD T SKY M S R Carpi Lake R A D E W B IE Gatun Pool Cliffwood Lake R YV Cedar Pond SPL D SK CK TER D KRO E C IT R S LA Cliffwood Lake R PK B G T N O T L STE O PHENS RD CK R D E R Harrison Mountain Lake I K LAND RD D N T D LA R D E R D W L ER A L T BER WN RD O A Brushwood Pond A N O O T TR M M RT DERSO O C O W W RL O NT K N T N O O E T E CU RGEN DR E E M N H W S E OUTH AVEE A HEN R C D B R ST G ARF R D OH S MORRIS AVE ) E CA USSE H MORS M B CONTIN ERD 1 LPINE RIDGE RD Buckabear Pond 1 O S EY X Pinecrest Lake A L DR CUPS AW BROOK PE UM LAN 5 D LA AL RIDG M K R Lake Sonoma R P V C L I C T

( PT ND RD DGE I Lake Erskine NNP K BRADRI LA

ISTEAR RD SEMINOLE P Green Valley Lake GR DR OL N T D L

R R I P CA VREE E V D D E L E OLLIN K D X N E RYAN CT I R R A R TR A K Lake Erskine R O Wanaque Reservoir L T P VREELAND RD L U LF L WIN D ERS E L A D S O DB E L R E O C A B M N LA O S W

SU S O W LAKE R VIEW AVE ) A D N D 3 RD P A E I C O 1 Y MA E E I N N L 5 E Kitchell Lake M ER DR N R R D L Bubbling Spring Lake T K R T CA O U F O R G I G O B SA C O ) L O D US D OO RN R BR C U K KR O C 3 R N ( W RO U G L C B R T O W 9 B T D T D E 2 O 3 N D E I R R 6 Y N P Dunker Pond L R D O O U L C R D ST CLI T M FF T R R D SID Y T D L E D E R AL E R C E A E S ERD FI D ( T R S E IS 23 A L I Y rs Clinton Reservoir HOL V L B D A Hanks Pond LE R LT Triangle Lake A S R D D A T SNA MAG O V E E D S EWO Nosenzo Pond PIN R W N R A E Y R N I D R L D K NR V E I L E O P E R Y E S D R DD I V T O EA E R C D R X L O U D R I N B E S H A R D SD W O EN R S I A H I V W HIGHLAND OO C I E U D E E S L H R R 23 A K W S D M D E A HR rs RD N A D L RLA D A K O T LA H HOU J C E T O M S E C P I O C OR Lower Mountain Glen Lake N D O M I R S T V W V MBE Y O L N R S I K K E UL T E Lindy Lake Y A P A Y A M N E T V Vreelands Pond A D L K O H Y T I C N G R RAVE ER Y I I S R W A L Y OV P D E H K D L A W V U I C A ER A H A N S N Y O COZ E B O OA VE BIRC D N Boy Scout Lake H RD R R R D E N D Skyline Lakes A E B OK D N WEST BRO D ER SN O YLA R D AK R D QU D E P Upper Mountain Glen Lake DE L E RD R E N R Hidden Valley Lake P N I ALE L D R D R R NA V EEN L E P R E E G K E D EN T P O V L ( ERD OW S PL O K L C HIRTH DR L D A A R C S A C A K T N R R R O L 23 C S O C N D R rs R N E R R 6 N N N E D W A A 9 D T O

U N ED H I 2 Q R D Skyline Lakes E K SUGAR MAPLE AVE R A NT ) P D I A Y T D L L L GRE Post Brook Farms Lake A R LI D N PASSAIC COUNTY K S D T ON PASSAICE COUNTY R U GAN LA L E N H S P D O A I O C NTEREN M S F L C T IL CRE F H

NEWL D RE PL Echo Lake High Mountain Brook R POST L Fountain Spring Lake S PA OTTERMONT P

W MU N R AND E RD A O DS RDADISE Indian Trail Lake D Y R OR N N D D R N W B I I

D N M OL O D IDV K R T R NT NTO R AL E C A E N F M LI A U VE M I Algonquian Waters P ER E C R O T N D P E LA OL CIR R S M N V E R A ADO M D A C S W BR M RO OOK A N B A ) VE Oak Ridge Reservoir CK R L S 1 V Gordon Lakes RI Greenwood Pond SO A DW S 1 D Stephens Lake L GR LI Oak Ridge Reservoir O 5 E VE R DE R S L E T E D Sunset Lake E T A T A D V Ta ll ma n P on d R R C PK N A T M R Gordon Lakes F ST S E R C K RIVE N R OC MI ( ANN C I U PEQ E E S S L V E Wallace Pond ) TY L O E V U R R RVO 23 5 rs L C M G ) RD 9 E S A A XAV SE 9 6 Matthews Lake LFA 9 P A CO COOPER RD W 6 O R D RE C R ( M R Shady Lake Wanaque Reservoir O D LLT I C 23 D L R L O ( C rs HI I E R D D W RDR K I R D WILD G C R R O A R EN K E SCEN L L E L A N O V G O OD D A I G E Zeliff Pond V R R O W E R D AR I T H WB C Genader Pond ( R O 2 C C D K 3 E A BLA R BERGEN A E BERGEN

O M

7 K

EL 0

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Mountain Springs Lake ) L FA A TH ER H AYE S DR Hird Lake L Ramapo Lake Ramapo Lake COUNTY Arcadia Lake P L

U E R ER VanNostrandLake A V V I ST ORMS AVE P A IVE

NR I Lake Thomas N KR P E C O

NO AC Wonder Lake D R M O AN T ST GEORGE PL E U YR GE Kampfe Lake B

EQ D P 5TH AVE R M 4TH AVE AN Rainbow Valley Lake OLD RT 23 NAV T Butler Reservoir Lake Iosco 2ND OWN R AV J T AJO E

P VE EQ UA Forest Hill Lake A VE NN PKA O D

Charlotteburg Reservoir CK O J RI R 287 V D A

E O § R ¨¦ C

IHCETRD CREST HIGH APSHAWA PRESERVE K

NW S

Star Lake E ON Charlotteburg Reservoir Willow Lake BUEN E Glen Wild Lake A VIS R TA R 1ST AVE S D G T

Lake Larriwien K Lower Morse Lake A

O L Pequannock River R

TR E B

Terwilliger Lake TS G CT I S C S

High Crest Lake D O IE A W LA Upper Morse Lake P L Lake Inez H T ) RO A H RK Y A VE E 1 D AT RD GE R A Upper Twin Lake N 1 D T S ST H T I IL RE LSIDE HE 5 S D R DR N O R NS R R C E L ( V C NDRA LA A AN SA A D X Cold Spring Lake E FA 23 Bogues Pond R V OL rs WA Oakwood Lake A T C A R

ND KNOLLS R D H I N Lower Twin Lake RA S K O D ACID BK VE I T PL P F P A N ARBA E K A A U AR EST HUN B R R ) R TE HS R A R P W 2 IN L ) I P E T NA 0 R FRIENDSHIP PARK EXTENSION O 86 V E 6 2 LAND A E H R V E E G H H E C R D ( R E O E V 287 T A ZAB T E C R N I A N ( R A § AV ¨¦ V I

S T Z A L FRIENDSHIP PARK V C E AV I O V

D 2 L E L A XA E ND A Y

H N 0 P R LF R VE 2 P

IG U MA A LA L A CO H E AVE ST L ESID S ID LAK OAK M E A M U V MA A INS D T E Pompton Lakes R N X AV E (CR LENO D 5 S L MON 11 VA A ) U B MMI K RIVER OD C UANNOC PE HILL CT E H PEQ Q LF AV T U THO T E AU A BAR I N A E Y NO V E K CK R SON E R N TER H D N T IV PA R E A EW R M IN G R B D A A I Y N U I R H A G D NR D R E B W E G M R N E D O L E E O S O T L C T B P C R A D O HT K K O V A K Pines Lake V C R TE E E D R R VE R D Y A V LU R N A ( D A BA 6 L L AL N UM 8 C RD N 9 H EO RD O C D EW E ERVI ) P S R D V S RI IN O A S D AR E RD R OW H L A ERDA R I A RIV V C D M O O E P M L O INE S I A V L S E L CEDAR AVE V F A A IZ A B V T E B CA DR R AKE E L WALNUT AV E X ES E V IN E I Y P R A R R OW AVE O CT V WILL E P D AAV I OLI A D F N S MAG W M A O A T R E AT ( N X ST S C BO MAPO T RA P A R R V P I R I L N V O E B O I E 6 O W R E I N C R

8 Y N POMPTONAQUATICPARK RD D C T RE S L D A R S R 7 V I R N N H I

) D I S E E ( D

C G 5 T W L A I E A N T E 0 D G D T Y N 2 P

E R P A D ) K R D

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R AVE D G A RON Y T W ARMS M R LL D D ST LOWE COLE R Point View Reservoir Lionshead Lake GATES PL RD LD IE FF D E R R R SH PE HOLLOWD PAS SA I C C OUN TY FA R M RI ANCAKE D N P IV VA ON RD WA DEERFIELD Y DR EY D R R UR S B

JA L D CKSO B D R N AV R A ANTWOO E (C RB R A R D G 678) OU NC T RD LP R GPOR FRIAR W G R P LON AY I O BA TONE PL B O N R DS B D R F FIEL S D

D R U A LA D ENDT R AN 202 S R W 01 M U Barbour Pond M S

M N I PL N RD O R EDF K ITH C G M I D W I A R S H D D R MAN PA UR A L ED T F L E A U R T A SO DR NI E L ) AN N H HM P E ILG M R 2 T S A G R ILL RD R H E S I T T ONE H E T R S DR ST C HUR A A N N R W MORRIS HI MORRIS D L M K 20 H R S O L B D N T O E F U LYNC O A D R R R C R SA J I L B NP ND O D S ATHE G R HM A TON R C C KR A T T Y Y ( R C P P R D I R K A S C L EM T L RA ( A C B R 2 RD O TO E D R CK N BRI D B C ( 0 W N LO ( L 5 EL A AL Y L A A 2 R 5 R 0 Y P VE 4 D P 0 D L P 7 ) S L R 012 R W 4 COUNTY L K 0 NO COUNTY X D E DR E C U VERKAD ) T T I 1 N S K ) B P T E ) R 23 TTIG TER 04 E ATZ rs WI W 5 R E ( R A Miles CR RD (CR PPLE LA RD O 7 R C 0 E A TZ A 5 A S PL ) R O E K AED L G U

202 SD W T NA RD 01 R N A D P UM OLA C S R T O S I R S OXB B L A D E OW NDR LER S S PL D E O A N O LA CHA N OI ) TT D L PI R

A D N

E D RD 8

R G

FE A RNDALE R RD

RD X A L N G R R ( U H HB O I S E C RY

K A A I L L R6 N N PL L KL E N L T ERGRE A EV R S L E O D C E

O I L PO T (C V E D W E 6 R A D HUFF RD R L N R P R D H 7 A DO D I IC C N L K A R O M E R P N O 0 V G R T A R N R D A MA Y A D P ) ILSO R L R R L WISS TE W R BURNS H Legend T D S D IDE M D P S ER RRY L R D DE T E E E B EY E ILLSI H O V R O R I L

L R C O L W TER L E DR IE L L W AIRV V F E ON I H TER A T R D H C CHWOO A L E IR APO MP B E PL V Packanack Lake I H O E UT W P B S SS TER KO W U T RPL K T O County Roadway Classification Roadways L CEDA MLOC OD A U E ST HE ST D JAMES OC A X L K L O N P DR R ARRE L E PA C W ELLA P P RD KA R D E G N D E UN A R L CH CK D OD L L AR LA RD SYL M KE FO O E A DR LIF VAN AV W R O E DR E C TE C E R LAK AV E V R A GD R ED A D C E N AV R R ID G E D S IE LAG IL L R K V A E N S A N P AR E R E L Y

E O A L O Regional Street Major Highways R K R N N L

T N O O H E A E C L N C N E T L S L G A C I IS L R DR T S U R A I AT M E V FF E L D ( ON 202 E H C 01 V R 6 S R P O 66 R O SU ) W D D

U W E S T AN R F I EDERICK CT D E FR EM V C A R HAM E A V AV T E K N V Highlands Regional Street County AN YOR E T D I S E NEW T ON R E N L ISLE RD V O RIS T CARL J D A U C HAR N O ULIE PL OR N T O N F O E H SA M A E A S T C S C K VE R L I A L E D LA T D E A B E E A RY I M H O E A Y V TR L TOSCHAVE RD

E E N L W P G

O E B P A W N L A LARKSPU L H G Y KUIKENCT R RD DR O U G J D A A C S A E I L N D

N I O R

Y E R J T I C ATHYANN HARMER N R T L U O R C TER D T N C N D UN L H D ME NDE O O Community Street Local RA A L I E I

G A T E E DR L L AR N D DELAW A IN H P I L ST I

W P L G AD R R O T RD L R S R C H T EW D N D T R E RD S G ADOW ( E C R D M VE R I A T N D NDO 68) R PREAKNESS VALLEY PARK R A 6 S BR (CR Y Downtown Street Rail Road DR T 6

H OT R S 4 I I AK ST WA E O R (C R 0 OTO B 202 R T I US A R T ) L 2 P D A R P 0 D ( C T 2 EY E R V ) P 6 A A N DR 4 GE L R DISO F D E 4 D S Neighborhood Street Municipal Boundary D I A R ) U Y R B R E E M HO T T L U L T HS R T B G J E I XTE T O E A H A I A C RT A C O V B AV V N K T PL E E K R S E VE O R N A E Designated Redevelopment Area County Boundary N R V D R A N D R B E R Passaic River E I D E D ) D E M R D IN 6 A W G L 4 ER RD E B 6 R RK Pequannock River PA R ) O E F G R L D I 2 E P S 4 C T N R ( S T Y OD R 6 T N WO KW S D D R O Potential Development Area Watershed Properties P DR WI R E T T T TES ( C D V R L MAL RD E C ( L G ALE B E NSD DE B N BAR W D I I V R R S LL H A Passaic County K I S Y ON DR 6 H I A W END N T 4 SI N S W 0 I U N EWE N R D ) O IN C Parks \ Open Space M A GA 640) FUR L LE R E R S 80 S T ¨¦§ E C B T V ( E ET S 80 I RK D R R MA § SA K ¨¦ ESS B R U D G REAKN F P 46 F E 01 U W N Water Bodies D E Planning DepartmentI B Passaic River L Passaic River E V V V D P 23 A R P AS rs S A R G R L E S E R A AI E V IL R I V E Y L R K W C I V C P I A N W R R V AI K R C I S I VE E A A S L S A Y A S R P A P ¨¦§287 Map 2 Complete Streets Classifications

Lake Inez Southern Passaic County

POMPTON RIVER

BK HARDING AVE

ACID PA RK P L WH R D I AM ST TE WA H LAKE A R BARBARA DU Y DUPONT PL SCHUY VE T P ERRI PO RIVER COLFAX AVE N L O E RAMA R RA N EE AV NLA VE STARVIEW C GRANT AV E H ORIZOND BERGEN E I BROADWAY V COLFAX AVE (CR 686) YPL R ECT

AK L LAKESIDE AVE CIR DR ROMAIN AVE

ANAVE N VA

LDER AVE

ARC A P RAMAPO AVE 691) (CR COUNTY Pompton Lakes COUNTY LENOX AVE

CHEYE N LA APACHE T LAMOUREUX A BODI POMPTON TRUK N NE WAY E

RD LAKES RD HI

LL WHITNEY AVE RD JAMES TER CENTER ST T OP NNY RIDGEGL SU CT E

HEML MOHAWK TR

D BEECH T I ) R AL OCK RD 2 OQUOIS TR 0 Pines Lake GONQUIN TR 2 VE R ER (C 2 BROOK TER HERSHFIELD PKE PL ANNOCK A 20 BANY AV S AL PEQU U LU DLUM RD POMPTON RIVER A RD ARCADI RIVERVIEW RD RD HI RD IN A DIA AVE GHVI E WATERVLIET IOW NR OPIN DR VA L DALE RD H D RIVER E EE C R WC B

IVEREDGE ALS OLIVE AVE BEECH AV BEECH AVE LINCOLN AVE MADISON P ST MORITZ PL CEOLA RD PINE ST T

A OS MD C O R P AVE ONTIA LAUREL V L D L VI IS F DR E R LAKE ZC TA A PINES CDR DAWES HWY AYA C T X MAPLEAVE R SEQUO

R B

T D E R F R682) I OXB VE (C ( AP D C POPLAR A L A T R N O RAMAPO S CRESCE RO RD 6 W A 8

EST R BIRCH AVE V

7 D PINE P

) E M O E E VIEW DR B

N I

APLEW V N R NT VIE LI C RESERVOIR DR I A POMPTONAQUATICPARK TRD A CT YAN DU RS TERCREST SRD ONSHE R L

R ( E RK

E 5 D

M O IDNRLINDEN R 0 DWO LE Y

WPKWY E DEPLIDGE 2 Haledon Reservoir O VE ) Y BROOKSIDE W H O E AD LIN C EE A AHNERT AVE I DAVE N L O T KRD TT ROC E L DY R AGA PLIT R D S P GRANT DR C AMHERS D LEE DR

R RW AVE

D D T HOY Lower Basin HIGHCREST DR E R A DRWAM AC RD E SACKERMAN AVE GLENW OOD DR S T T NG AVE TE WESTERV VE ON OKE

TRO ECIR Z S R G WOODLAND A A D I ARM D BRID R W UR WIGW V Pequannock River ST T ICOM N E

E I S CT

OR AVE V H LDR R ELT AVE

H D LOWEL MAINE R AM AV H EPL D BOGERT P RO G OLE ST D I C A WOO OD RD CHINC SURREYPL OPE H

BRIARWO Point View Reservoir D T GROVUST PL EDR E E LR 208 R IL LOC G rs S DR RAVINE DR GATESPL M L O Lionshead Lake INDIAN T

O P D

N AN N H R L F SAW AVE A AY GRAHAM AVE F BRAEN

ES PL SO D

W IGH M T L

J R H AMESCT E B ED GA R PYRAMID WAY Y

W RD U AVE L S H E PAS SA I C C OUN TY FA R M R ELLIS DR U O V D N I A G GEOFFREY R O PANCAKE HOLLOW DR L 208 ROCK EL I rs H D LUCAS LA I Molly Ann Brook S T E L RIDG T R S D P H BEVER D R R R ID K I G E OU TA M D E E C L SHEFF HILLSIDE DR F MANCHESTER A LE H V VIEW TER P R R IELD RD V N DEERF CT ( A E ( F I C E E A 6 M BOER DR D GLEN PL D Y V S 9 DR EVEN TRAILS LA RUF UNK R O E 8 G D Y R A T E NNP E T R ON W REY 9 RL V YC E H R A DIV UR N S ) R T 6 E E

A R A RD A 6 D P D H V D E V R E 7 E ELD RD ON RD PHI WER ( NORTH A D ) V AY NER AV C E T W CHIMNEY LA E A FI C TON LHALLA G GREGORY SUTERAV R L JAC VA H FOREST R N NTI PL E K E E S U O TR 6 H ADEL N BARBOUR POND D IO HARTWIG PL X GAR A A INGS H

CAN T VE (CR 67 RDR RAV T 7 HALEDON T WINKLE AVE L 8 G K ) C VA N IN HORNT E E T 7 9 ELA T E T D ) 7 8 ROOSEVELT AVE A 6 PORT RD FRIA IN R T H NG WAY ( T GIBBS A T LO RDALP Goffle Brook C A 1

RR S W E TOMS LAKE RD C H H RROW DR T H T A F 0 FL T MANO O T V RE C NC A V E R A T A N R R D I A VE SM A F M D ON DR V ARLT H ON DR OROTHY DR V E DR V FIELDSTONE PL U D R BRD STURRSTU ST T E E E J ITH E 202 O 6 A U 3 H TH U E 01 T E K T JOAN ST L BELMONT A R V ER A WENDT LA M 6 BR R A V FFE E RO Barbour Pond O C D E L OY VE V E O PITMAN PL A EN TER 4 U ERA M R UTT AVE M A E DATER S

WAYNE C B O SC O SUN WAYNE A 1 V R MOUNTAIN AAVE O RIGHTON F B L E LSR CR(504)ALPS RD 2 DPL ) E DHOM L YRD P U N MEDFOR AR ) F 42) T DE F F N RI URBAN D 9 O E(CR66 I F L KW KIW T R G EA AV R A R A S 5 DR OBERT ST A E N L GRAY S AV EST S RMINGDA V INGS URMA EDR K F I 6 T E P P ROOK RD T CADMUS P A BROOKVIEW DR NA AP OOD D E ANIS TERS VE WHI DAWN AV N E RIDGE DR L O A

SQUAW B ) AD RD R LAN N R LINDA VIST E V V

TILGHMAN DR ERSON PL H 5 M C D E ) E E DR PPLE RD CHURCH LA (CR 701) ASTER A 675)(CR VE

D (C 6 R A NIGHT RD T 3 R STONEHILL M S K HURST TER 6 VEY RD FURNO B 5 T AR AT W B LE G RD TE TER AVE D SELL PL U A C 6 PA HAWTHORNE DYKERS FARM RD A A T R M E R LLEN DR HIN G R O F R OLGA S CR

T E D CT O ARALYN LESLIE DR OD PL P E AVE S K V C C R TRAL F LEON L EN (

AT HE R C ROS A C HMA E( I TO R D SK N CT SLA F (5 A E

A T 0 V 4 F 3RD ST ) V

JO R E V

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BRAEMAR DR NPL D O V DEN LA V KIME AVE LIN DIXO A

YCE LA M A AV

G E A

LOOK AVE ET E T N

EVER BRICK RD N

N GR

W ER VE LLO V N

YE LER RD O E E MIL RO A L ST AVE T

NTRY RD R TO

US 202 (CR 202) CRE U COVE SALIS N A O

NRD BURYRD SU E O

B L G N ER V ST H SC

BBARDTO EAV

STALTE Y N HU AY AVE E DEBBIE CT I D C WIN T S D E

AL WALR DAR CT R K LI R B OWENS DR CE A ROBIN HOOD WAY T L A WT N KNOX CT B A T

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W R ALA R EGE W AGATH LL NASS L PO CO AUST NE DR A DR NS

BSTER D P BALLENTI GE E WEB D R 654) IN AVE LOTZ ST TO C WITTIG TER WHEELERW RD BOURBON ST R I E AVE ( A R rs23 TZE APPLE LA AVE L R N A RD MA ER CT OOD DIAMOND BRIDG P D VANS L KING CT (C OAKW E E R LA R

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01 SCT I SU N A

WAYNE YA A HIL OAK PK ST S EYER O KIEVIT R Oldhorn Pond

O W M AVE LO S T N T OX R LO R GIANNO BOW R DR S PL G ET SLO E E A LA NDLER HER ST ITAV GOFFLE BROOK PARK TO A A TEET R YN AV M N T R D KE LL CH DUBEL RD COO ER UM V SAND LA S LLEWE I E C AVE H L M R KATH ONT PKWY P ( LOOK S H SHEY OUT DR C TLA D IN LEONH A A COUR COSDEN LA L E T I OAV Y V ER PL IDGE PL P R SE I I W GHILLTER RGINI V AC HOO POM ARD D E T BEAUM P S AVE VE K INE LEEN DR T ARL A N 23 K T R T 6 BELMONT AVE RIS RD RIS rs XRD O AMBOY RD E IT DR NETE H M 7 A ASHBURN RD O M N T U CR T O NT S W S CK LA S VINCE 0 I T G SE TER ON AVE O C M R ILLO R E R ) RY ELBE C P ) W A E D LEN VERGREEN PL AS POST LA E T A R NEVA CT OAK L EPROS M TIMBERL DER C T R S O GROVER DR CAM R K H R DR ARD DR T N PL ( S H 4) C H 5 H D 50 ( P ELERO 0 HALEDON N 16T A (CR HU R W D FF RD T N O 4 R N15T S R T FIN RILLO D D ) H W R K NDON DR R MER CIR A M MAGNOLIA MA 4T R S Passaic River PL DR D L E AUGUSTA DR ABER P N1 A GA E LA LEY OMP NTY A V NTY P AV ) A 504 N EVEL AV YN P R TER TOWSEN RD E W rs L 7 T NE L WILSO D TRA A E TO SHORE D E 2 E CEN HP 5 NDA LEN LA O HARWOOD E ) E T T V 3T OAKWOOD H PL V N T V ILLSIDE TER DR N S 1 S V E WOOD ELMARY PL JO A 3 P N 6 Y SEPH S A E A AK I N C LA SWISS TER R H EL V V L K TH ALPI R 6 N BE E PH ST E T 12 L 7 AV R R CH K L ( T N T I IMBE T RLY PL VE ) 1 S H D HT C

R D (CR 681) S L R N H DR E ER D N E T C R IA 9 20 P G O Y R6 0 (

O LATON H T R E RA R 1 O IG rs

T ER E G 5 KE N K B SOUTHSID B C 6T )

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E N T ON ST O O F T M ( IO S S D O N E E A C A W D N R V N T ARLB S GT H A L HU E R R A U N I A D M I L S O N 6 V S RD L V T E L E N E 08 A T A B A V S T R V S VE ) HA E L E T S U VD P R L C D A B R A G P L R R K P L R W W E IN O E ) U E R IN T A M T V R ER S K W IN 3 F H Y A S A P H E D N O L E E R L 0 N R IE K S C R O O S L F T S O D P E LL A O O TA C W T N R V ER D A S I O T W R6 BL B V O C D V LV E R D K (C E D T IS V T D TE E A O A C R R B O E VE H E B E R A U V L N LL L E E A A L V FR S A E O RK V 21 S AP P E rs ESSEX T B N I A A R A ESSEX C R N P U I A C K O I M C T N C Y E H W Legend A N R R S E A S R Y S A T O T F A N O 21 S P S R rs T D A B P E LV V D A E E E N N V L T Passaic River V P E I A A N R D R N R D I County Roadway Classification Roadways COUNTY I E N V COUNTY W A I L R D A L E O O RD D E E W LA R C M IL A C L RD D VE IA W R M A R A E ST N D V N A AA AY H BRI K T D V E Regional Street Major Highways U T E E W E( R S E P L L C PR L L R IN A PL C H 61 ETO 0) N 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E A Community Street Local S A V S E PA

Downtown Street Rail Road Passaic River Neighborhood Street Municipal Boundary Designated Redevelopment Area County Boundary

Potential Development Area Watershed Properties PassaicPassaic River County Parks \ Open Space Water Bodies Planning Department

APPENDIX B GREEN STREETS REFERENCE MATERIALS

Complete Streets Reference Material Appendix B Section 3 – Green Streets A. What is a Green Street? The Green Street is a transportation corridor that incorporates low-impact design elements and promotes alternative forms of transportation to help reduce greenhouse gas emissions. These streets are ideal for the installation of structural and non-structural green infrastructure facilities for stormwater management. Reclaiming parts of the on-road and off-road environment will improve both water quality and reduce peak stormwater volumes, which can incrementally reduce flood events and their impacts throughout Passaic County. Green Infrastructure is defined by the US Environmental Protection Agency as An array of products, technologies, and practices that use natural systems – or engineered systems that mimic natural processes – to enhance overall environmental quality and provide utility services. As a general principal, Green Infrastructure techniques use soils and vegetation to infiltrate, evapotranspirate, and/or recycle stormwater runoff… In addition to effectively retaining and infiltrating rainfall, these technologies can simultaneously help filter air pollutants, reduce energy demands, mitigate urban heat islands, and sequester carbon while also providing communities with aesthetic and natural resource benefits.1 Low-impact development is a more holistic view of green infrastructure in which an entire site, roadway, or region is designed to mimic natural processes, using multiple smaller green infrastructure design elements. B. Goals and Objectives Green Streets will provide various environmental, economic, and public health benefits to the residents of Passaic County. The primary objectives of incorporating green infrastructure and low-impact development design elements in County capital planning are decreased infrastructure costs, better asset management, and improved quality of life for Passaic County residents. Passaic County will promote Green Streets pilot projects in various municipalities and track their performance. This data and technical assistance from the U.S. Environmental Protection Agency Office of Sustainable Communities will lead to the development of a Passaic County Green Streets Program. The goals of Green Streets include: 1. Stormwater Management Green Streets minimize impervious coverage, and utilize the natural water retention and absorption provided by native vegetation and permeable soils to reduce both stormwater runoff volumes and peak flows. Increasing the permeability of ground cover allows stormwater runoff to infiltrate the ground, reducing the volume of runoff entering storm sewer system and watersheds. Reduction in stormwater volumes can minimize the rate and severity of flood events, as well as the negative economic, societal, and environmental impacts of flooding. Specifically in the City of Paterson, where much of the stormwater infrastructure is a combined sewer system, decreasing the volume of stormwater runoff into the system

1 http://www.epa.gov/npdes/greeninfrastructure

Complete Streets Reference Material Appendix B and delaying stormwater discharges can reduce the frequency of combined sewer overflow events, relieve an aging infrastructure system, and improve water quality. 2. Maintain Drinking Water Supply Green infrastructure allows stormwater to naturally infiltrate soils, improving the recharge rate for groundwater aquifers. According to the Environmental Protection Agency, groundwater provides approximately “40% of the water needed to maintain normal base flow rates in our rivers and streams.”2 Therefore, green infrastructure can replenish groundwater supplies through more rapid and effective infiltration of stormwater. 3. Improve environment and public health Green infrastructure provides additional environmental and public health benefits, including improving water and air quality as well as mitigating the impacts of urban heat islands. Left untreated, stormwater can sheet flow across paved surfaces into streams and rivers, all the while collecting chemicals such as engine oil or pesticides, bacteria from animal refuse and other pollutants, which end up contaminating watersheds. This process is very common in Passaic County’s urban areas, where both the Molly Ann Brook and Goffle Brook do not meet NJDEP surface water quality standards. Green infrastructure enables stormwater to infiltrate near its source, preventing sheet runoff, and allowing soil to filter runoff before it enters nearby streams and rivers. Green infrastructure and low-impact development encourage vegetation and street trees as design elements, which filter and absorb air pollution. In addition to pollutants, increased vegetation can capture and remove carbon dioxide from the atmosphere through photosynthesis. Green infrastructure can also provide much needed wildlife habitat, recreational space and open space. Southern Passaic County was one of the first urban hubs in New Jersey, with Paterson at the center of industrial growth and manufacturing. Nearly two centuries of urban growth saw the disappearance of the naturally vegetated landscape as roads were paved and buildings were erected. Such dense concentrations of paved land absorb heat, and tall buildings surrounding narrow streets trap and concentrate released heat from vehicles and heating or cooling units. Annual air temperature in cities can be 1.8- 5.4°F higher, on average, than their surrounding communities.3 Trees and increased vegetation cool air temperature, which reduces energy demands for air conditioning, and slows the formation of ground-level ozone or smog, a known contributor to childhood asthma. In addition to reducing asthma rates attributed to ground-level ozone, increased green space in cities has been linked to other public health benefits such as lower childhood obesity rates and reduced hyperactivity.4 4. Better Quality of Life for Passaic County Residents While serving the active infrastructure functions of stormwater management, groundwater recharge, and filtering air and water pollutants, green infrastructure will

2 http://www.epa.gov/npdes/greeninfrastructure 3 http://www.epa.gov/heatisld/about/index.htm 4 http://lhhl.illinois.edu/all.scientific.articles.htm

Complete Streets Reference Material Appendix B also beautify Passaic County’s public spaces and roadways. Increasing the number and variety of shade trees is the first step toward a more aesthetically pleasing urban environment, enhanced by other design elements including stormwater planters, rain gardens and vegetated roadways. Studies show that vegetation and green spaces in urban areas reduces inner-city crime and violence yet increases recreation opportunities and sense of community. Similar studies show increased academic performance and concentration among children in greener cities.5 Green infrastructure design elements have been implemented all across the United States, in rural and urban communities alike. Case studies from many urban areas demonstrate increases in surrounding property values when green infrastructure is integrated into site design and streetscapes. For example, converting abandoned lots in Philadelphia to green landscapes resulted in a 30% increase in surrounding housing values, or a $4 million gain in property values through tree plantings and $14 million through lot improvements.6 5. Decrease Capital Costs of Public Infrastructure Green infrastructure can provide decreased capital costs for the County of Passaic, and tax relief to residents. Valuing green infrastructure requires not only comparing the design and construction, operation, and maintenance cost of traditional infrastructure, but accounting for avoided damages, such as property loss during flood events, added value (higher property values), and the benefits to environment and public health, such as decreased medical costs for residents. Many of the costs and benefits of green infrastructure are unquantifiable, including hazard mitigation, wildlife habitat or a better quality of life for Passaic County residents. Green infrastructure therefore provides “net benefits” to the County. According to the Center for Clean Air Policy, “Green alleys or streets, rain barrels, and tree planting are estimated to be 3-6 times more effective in managing storm-water per $1,000 invested than conventional methods.7” Green infrastructure design and construction ranges from lower cost design elements such as rain gardens and rain barrels to higher cost design elements such as pervious paving and connected tree pits. Maintenance of green infrastructure varies per design element, but is often comparatively lower than traditional infrastructure when designed properly. Rather than requiring frequent patching, paving or mowing, the native grasses and vegetation utilized in green infrastructure may require seasonal weeding, and permeable paving requires occasional vacuuming or power washing. Green infrastructure should be designed as self-sustaining as possible, avoiding the need for regular replacement or reconstruction. Proof of the cost effectiveness of green infrastructure has been seen in Portland, Oregon, where a $8 million green infrastructure investment saved $250 million in traditional infrastructure costs, and in Philadelphia, Pennsylvania, which has saved approximately $170 million since 2006 through green infrastructure8.

5 http://lhhl.illinois.edu/all.scientific.articles.htm 6 http://water.epa.gov/infrastructure/greeninfrastructure/upload/gi_philadelphia_bottomline.pdf 7 http://www.ccap.org/docs/resources/989/Green_Infrastructure_FINAL.pdf 8 http://www.ccap.org/docs/resources/989/Green_Infrastructure_FINAL.pdf

Complete Streets Reference Material Appendix B C. Design Elements Passaic County encourages use of the following low-impact design elements in all capital improvement projects and site development to further the goals and objectives of Green Streets. All design elements located within the right-of-way of County roads will require approval from the Passaic County Engineering Department. Roadways Green Streets minimize impervious surface coverage and disconnect the flow of stormwater runoff over impervious surfaces. By reducing the amount of impervious surface used as roadways, green streets can minimize the volume and speed of stormwater runoff, and mitigate the heat island effect in the County’s urban areas. Green Streets design elements for roadways include: 1. Minimize travel lane widths - With appropriate consideration given to traffic density, safety, emergency vehicles, and necessary street parking, street widths should be designed with the lowest minimum pavement or cartway width allowable by state and federal standards. Please see the Passaic County Complete Streets Guidelines, Subchapter 4: Streets and Parking of the Residential Site Improvement Standards, N.J.A.C. 5:21, and AASHTO guidelines. 2. Vegetate stormwater receiving areas - Green Streets should be designed so that stormwater is directed into vegetated receiving or infiltration areas, resulting in less runoff directly entering the storm sewer system. Shoulders, traffic circles, rotaries, medians, and islands should be vegetated in order to receive and filter stormwater before it enters the storm sewer system or nearby bodies of water. Accordingly, roadways should be sloped or graded to direct stormwater into vegetated stormwater receiving areas. Please see Chapter 2: Low Impact Development Techniques, New Jersey Stormwater Best Management Practices Manual, 2004 and Reducing Stormwater Costs through Low Impact Development (LID) Strategies and Practices, EPA, 2007.

Courtesy, Low Impact Development Center, Inc.

Complete Streets Reference Material Appendix B Recommended vegetated stormwater receiving areas include: Vegetated stormwater receiving areas Bioretention swales Vegetated swales are densely planted, gently sloping depressions which treat runoff from roadways, parking areas or other impervious surfaces. The vegetation acts as a natural filter that allows stormwater runoff to slowly infiltrate into the ground. Often located adjacent to the edge of roadway pavement, swales are recommended in areas with well permeable soil, and may be used in Courtesy, Lawrence Tech College of Engineering conjunction with an infiltration basin. Swales should be located at least 10 feet from any building foundation, and stormwater should be conveyed directly into the swale, either by grading the impervious surface from which the swale will collect stormwater toward the swale or by using a trench or berm to direct stormwater into the swale. Rain Gardens Also known as vegetated infiltration basins, rain gardens are planted depressions with a berm that collects and temporarily stores stormwater runoff from impervious surfaces, an inlet pipe, or disconnected downspout until it infiltrates into the ground. Rain gardens should be sized appropriately Courtesy, Amy Rowe to accommodate the volume of stormwater to be collected. As with swales, rain gardens should be located at least 10 feet from any building foundation. Rain gardens should not be located on a site with >12% grade, directly on top of septic systems, or in areas prone to flooding. The purpose of a rain garden is to capture stormwater and allow it to infiltrate before it gets to the area where it pools or floods; therefore rain gardens should not be installed Courtesy, Rain Garden Manual of New in extremely wet areas. For specific details on rain Jersey, Rutgers Water Resources Program garden design and installation, please consult the Rain Garden Manual of New Jersey, Rutgers Water Resources Program. Curb inlets On roadways where curbs are necessary per the Passaic County Complete Streets Guidelines, such as downtown, community or neighborhood streets, curb cuts should be used as inlets to direct storm water into infiltration design elements such as swales, trenches or rain gardens. Courtesy, EPA

Complete Streets Reference Material Appendix B Infiltration basins Trenches or infiltration basins are shallow impoundments designed to allow stormwater to infiltrate the soil while removing pollutants. Infiltration basins can help recharge groundwater, in effect increasing baseflow to stream systems. Infiltration basins should only be used in areas with highly permeable and uncontaminated soil, and are Courtesy, EPA most often used in rural areas where continuous, flat areas are available without existing underground infrastructure.

3. Promote on-road bicycling – As mentioned in previous sections of the Complete Streets Guidelines, Green Streets promote all forms of transportation that reduce congestion on roadways, including bicycling. Roadways should be designed with the highest possible level of bicycle facilities, including vehicular traffic-calming, appropriate bicyclist signage and striping, and shoulders, in accordance with the NJDOT Bicycle Compatible Roadways and Bikeways Planning and Design Guidelines, and AASHTO. 4. Use pervious paving materials for on-street parking lanes – On-street parking lanes should be made of pervious paving materials when possible, designed appropriately for the soils and infrastructure beneath the roadway. While pervious paving is not recommended for travel lanes or entire roadways, some pervious paving materials are adequate to withstand parking. Consideration should be given to types of vehicles that park in the specific on-street parking area under design, road classification, and surrounding land use. Further information on pervious paving materials is provided in the following section, Streetscape Features. Please see the US EPA National Menu of Stormwater Best Management Practices for detailed guidance. Streetscape Features 1. Integrate vegetated stormwater receiving areas – As previously described in the Roadways section, Green Streets should be designed to minimize stormwater runoff directly entering the storm sewer system. Streetscape features should be vegetated in order to receive and filter stormwater. Vegetated streetscape design elements include rain gardens, vegetated swales and median planting strips. Please see Roadways recommendation 2. Vegetate stormwater receiving areas for further guidance. 2. Plant street trees – Urban tree canopies intercept rainfall before it reaches the pavement and becomes stormwater, therefore street trees can reduce stormwater runoff and treat increased runoff from existing development. According to the Natural Resources Defense Council, trees with mature canopies can absorb the first half-inch of rainfall. Street trees are also vital for air quality and public health by filtering air pollution and lessening the urban heat island effect. For more guidance on planting street trees, please consult the Passaic County Forestry Management Plan and municipal shade tree ordinances. Street trees are only effective components of Green Streets if they thrive, therefore the critical root zone, the area around a tree required for the tree’s survival, must be

Complete Streets Reference Material Appendix B protected. The critical root zone is determined by tree size, species and surrounding soils. Often street trees fail when they are planted in highly disturbed soils with poor drainage, aeration, structure, and little organic matter. Within the critical root zone, adequate soil volume and mixture should be provided that are not compacted and have access to both air and water. Recommended street tree planting methods include: Street Trees Grouped plantings Grouped plantings are single trenches, tree pits, or planting beds planted with multiple street trees or trees and other forms of native vegetation. Grouped plantings provide increased shading, higher soil volume and less soil compaction, and reduced evapotranspiration.

Courtesy, EPA Structural soils and cells Also known as “cells,” structural soils are rigid frames and platforms installed under sidewalks or paved surfaces and filled with lightly compacted soil that suspend and support the pavement while allowing tree roots to grow. Structural soils provide better access for street trees to air and water, and also accommodate surrounding utilities. Courtesy, Baum Publications Ltd. Deep tree pits Tree pits should be as large and deep as possible given surrounding conditions and local ordinances to accommodate future tree growth in the critical root zone, ideally five (5) feet by 10 feet.

Courtesy, Gotham Gazette Connected tree pits Connected or continuous tree pits are areas with a continuous soil panel between trees. Often concrete footings or other structural elements, similar to structural soils frames, are used to help suspend the sidewalk paving over the continuous soils.

Courtesy, City of Boise

3. Use pervious paving materials for sidewalks - Locations for sidewalks and bicycle lanes should follow the Passaic County Complete Streets Guidelines based on road classification. Sidewalks and bicycle lanes should be made of pervious paving materials

Complete Streets Reference Material Appendix B when possible, designed appropriately for the soils and infrastructure beneath the sidewalk. Pervious paving materials including pervious asphalt, pervious concrete, interlocking pavers, grass-crete, or crushed stone provide runoff storage and infiltration into layers of stone base. Pervious paving materials are designed for precipitation only, not stormwater runoff. Where pervious paving is not feasible, impervious sidewalks may be disconnected from the drainage system to allow some of the runoff from the impervious surfaces to re- infiltrate in adjacent pervious areas. Please see the US EPA National Menu of Stormwater Best Management Practices for detailed guidance. Recommended pervious paving materials include: Pervious Paving Materials Pervious asphalt Pervious asphalt is similar to conventional asphalt but with a larger coarse stone aggregate, very little fine aggregate, and more air spaces or voids. The additional voids allow water to drain through the asphalt into a thick base of crushed aggregate or gravel prior to infiltrating the ground.

Courtesy, Low Impact Development Center, Inc. Pervious concrete Pervious concrete is similar to conventional concrete but with less sand and more air spaces or voids. The additional voids allow water to drain through the concrete into one or more layers of crushed stone aggregate and then a thick base prior to infiltrating the ground. Pervious concrete and asphalt are ideal for both sidewalks and bicycle lanes.

Courtesy, EPA Crushed stone A preferred treatment for bicycle trails and paths, gravel or stone dust is very small crushed stone aggregate that provides a stable enough surface similar to pavement but is permeable, allowing water to

infiltrate the soil. Passaic County Planning Dept. Interlocking pavers Permeable interlocking pavers are paving stones with openings at locking joints filled with small aggregate such as sand or gravel. Water drains between the pavers into one or more layers of sand prior to infiltrating the ground. Interlocking pavers can be

made of pre-cast concrete, brick or stone, and are able to withstand high volumes of traffic. Courtesy, EPA

Complete Streets Reference Material Appendix B Grass-crete Also known as turf block, grass-crete is similar to permeable interlocking pavers but with larger locking joints normally filled with soil and planted with turf grass or another groundcover. As noted in its name, grass-crete cells are made of concrete and sometimes

plastic. Water drains between the grass-crete through Passaic County Planning Dept. the vegetation into one or more layers of crushed aggregate prior to infiltrating the ground. Grass-crete functions best in low volumes of traffic such as patios, walkways, and terraces. Interlocking pavers and grass- crete are ideal for sidewalks, parking areas, and other streetscape facilities.

4. Install bicycle facilities – Green Streets are designed to accommodate on-road bicycling, therefore streetscape features should include public facilities and amenities to promote on-road bicycling. Bicycle facilities include bicycle parking areas such as bike lockers and bike racks, shelters, rest areas and comfort stations, as well as bicycle-on-transit accommodations. Bicycle facilities should be designed in accordance with the NJDOT Bicycle Compatible Roadways and Bikeways Planning and Design Guidelines. 5. Energy efficient lighting Energy efficient lighting uses a balance of energy efficient technology, design, and siting to make Passaic County roads safe, functional and aesthetically pleasing for pedestrians, bicyclists and motorists. Beyond engineering requirements, street lighting should consider energy efficient lamp technologies to provide greater light distribution with fewer fixtures, optimum pole placement and reduced number of poles9. The Borough of Pompton Lakes installed LED street lights, with a 16.3 year life span contrary to the 3.5 year life span of traditional metal halide lights, resulting in an energy savings of 50% and estimated reduction of future maintenance costs by nearly 75%. 6. Utilize stormwater planters – Stormwater planters can both reduce peak flows of stormwater during storm events and treat stormwater before it enters the storm sewer system and watersheds. Recommended stormwater planters include: Stormwater Planters Contained planters A contained planter, or traditional planter, is a container filled with soil and plants that is placed above ground on an impervious surface. Precipitation gradually filters through the planter’s soil, rather than into a stormwater system. Some contained planters have perforations or ‘weep holes’ at the bottom to allow any excess water to flow out of the planter. Contained planters are meant to collect precipitation, Courtesy, EPA not stormwater runoff.

9 http://www.rpi.edu/dept/lrc/nystreet/

Complete Streets Reference Material Appendix B Flow-through planters A flow-through planter is also a container filled with soil and plants, but can be placed above ground on an impervious surface or in the ground. Precipitation gradually filters through the planter’s soil, but instead of being contained in the planter or flowing through ‘weep holes,’ excess water is collected in a perforated pipe at the bottom of the planter that connects to a stormwater system. Flow-through planters are Courtesy, SvR Design Company recommended in areas with less permeable soil that does not drain well. Infiltration planters An infiltration planter is a structure filled with soil and plants, but it is unlike a container because it has either no bottom or an open bottom. Precipitation gradually filters through the planter’s soil, and excess water flows into the ground. Infiltration planters usually contain a layer of gravel or stone, and often have a

layer of sand in addition to soil as a planting medium. Infiltration planters are only recommended in areas Courtesy, Philadelphia Water Department with very permeable soil that drains well. All three types of planters can be made of various materials, from stone to wood or concrete, and can be aesthetically designed to fit a variety of settings.

Public Transit 1. Promote public transportation As mentioned in previous sections of the Passaic County Transportation Element, the County supports investment by NJ Transit in expanding passenger rail service, priority bus service and bus rapid transit to minimize congestion on Passaic County roads, reduce greenhouse gas emissions and the formation of ground-level ozone, and provide multiple modes of transportation for all Passaic County residents. 2. Integrate all modes of transportation Expanded public transportation necessitates integrating public transportation with bicycling, walking and driving. Public transportation facilities require adequate seating areas, bus shelters and covered train platforms for pedestrians, bicycle lockers and bike racks for bicyclists, and parking areas for motorists. Passaic County supports the NJ Transit Bike Program and encourages NJ Transit to install bike racks on buses, and expand hours that standard bicycles are permitted on trains. 3. Integrate green infrastructure into public transit facilities - When feasible, the green infrastructure design elements detailed for roadways and streetscapes should be integrated into public transit facilities, including bus stops and train stations. Pervious paving, street trees and stormwater planters, green roofs, and energy efficient lighting are all applicable design elements for public transit facilities.

Complete Streets Reference Material Appendix B

Courtesy, Low Impact Development Center, Inc. On-Site The goals of Green Streets are advanced by on-site detention of stormwater and drainage. Section V of the County of Passaic Right-of-Way Entry Opening Resolution states that the diversion of surface and other runoff waters to and upon County roadways, right-of-ways, drains, gutters, bridges, and culverts is prohibited in Passaic County. Using low-impact development tools on-site, similar to Green Streets design elements, can prevent runoff in County roadways and increase compliance with the County standard for no net increase of stormwater in County roads. On-site design elements are practices that treat and reduce stormwater runoff from individual lots, primarily through detaining runoff from rooftops and driveways. Recommended on-site design elements include: 1. Reduce parking – On-site parking requirements are determined through municipal zoning ordinances. Passaic County encourages municipalities to set maximums for the number of parking lots created, reduce the minimum required amount of parking spaces and utilize shared parking among multiple sites to reduce the amount of impervious coverage dedicated to parking. Commercial property owners are encouraged to utilize the minimum required amount of parking spaces, minimize dimensions of parking lot spaces, use pervious paving materials in parking lots, and vegetate stormwater receiving areas in or adjacent to parking lots. Mixed-use development wherein parking is provided on the ground floor for other uses above is preferable to surface parking. Residential property owners are encouraged to reduce driveway length or utilize shared driveways with neighbors. Reducing impervious coverage through a combination of various low-impact development parking design elements can significantly reduce stormwater runoff and flooding.

Complete Streets Reference Material Appendix B

Courtesy, Low Impact Development Center, Inc. 2. Retain stormwater on-site using green infrastructure – Managing runoff from impervious sources on-site means disconnecting them, which reduces the overall imperviousness of the watershed and speed of stormwater runoff, critical in Passaic County’s flood prone watersheds. Various design elements discussed in the Roadways or Streetscape Features sections could be utilized on-site to infiltrate rooftop runoff, divert runoff into a pervious area, or store runoff for later use, including pervious paving materials, trees and planters, and vegetated stormwater receiving areas. Additional recommended green infrastructure design elements for stormwater management include: On-Site Green Stormwater Infrastructure Green roofs Green roofs are vegetated roofs which absorb initial precipitation and release it later through evapotranspiration. Green roofs prevent precipitation from flowing directly into the storm sewer system, and can reduce both peak flow volumes and discharge of pollutants into waterways, which are especially beneficial in Passaic County’s urban areas with combined sewer Courtesy, Natural Resources Defense Council systems. In comparison to conventional asphalt or metal roofing, green roofs can increase energy efficiency and reduce the urban heat island effect. Please consult the US EPA National Menu of Stormwater Best Management Practices or industry organization, Green Roofs for Healthy Cities, for detailed guidance.

Complete Streets Reference Material Appendix B Rain barrels Rain barrels or cisterns are large drums, usually 55- 60 gallons in capacity, which collect rain water from a roof for nonpotable uses. Water drains from the roof surface to the gutter and then through the downspout, which is directed into a rain barrel. Water collected in rain barrels can prevent water from discharging directly from a roof onto an Passaic County Planning Dept. impervious surface while providing an alternative to using drinking water for gardening, washing cars or pets, and other nonpotable uses. Multiple rain barrels can be connected together to provide extra water storage, and overflow should be directed to a pervious surface at least ten (10) feet from any building foundation, where water can infiltrate the ground. Rain barrels should be elevated at least two (2) feet above the ground on cinder blocks or bricks to allow water to flow from the barrel, and should have a screen or netting cover to prevent mosquito larvae development. For more information on rain barrels, please consult the Rutgers Water Resources Program Fact Sheet Rain Barrels Part II: Installation and Use. Drywells A drywell refers to redirecting the storm drain to a linear underground trench, similar to the infiltration trench discussed in the Roadways section, with a perforated pipe buried in stone aggregate or gravel. Water flows from a roof through the storm drain into the perforated pipe, which distributes the Courtesy, Portland Built water throughout the trench. The trench can be directed to a pervious area, or other vegetated stormwater receiving area, such as a bioretention swale or infiltration basin. For further information on drywells, please consult the US EPA National Menu of Stormwater Best Management Practices.

3. Preserve open space in site design – Known by the EPA as conservation design, sites should be designed to preserve open space to minimize the generation of runoff and treat increased runoff from existing development. Conservation design preserves important environmental features or natural areas of the site, such as riparian and forested areas, and builds upon parts of the site with the least porous soil. Development should strive for the least site disturbance possible, avoid clearing and grading the site, and maintain natural vegetation. Cluster development, reduced setbacks, and conservation easements are design elements that preserve open space in site design.

APPENDIX C SCENARIO PLANNING - MODELING INPUTS AND RESULTS

Passaic County Modeling Scenarios Appendix C Scenario Planning – Detailed Modeling Inputs and Results

Base Future Alternative The Passaic County Base Future (2035) scenario builds upon the NJTPA Plan 2035 scenario. This network does not contain the Access to the Region’s Core (ARC) project. It does contain a system wide five (5) percent increase in transit service to simulate system efficiencies and increased services in the future.

The demographics have been changed in Passaic County. The basis of the demographics is the NJTPA Plan 2035 Scenario. The Passaic County population and employment totals are maintained. The municipal totals are also maintained. Within municipalities, development and redevelopment areas/zones were identified. Growth in municipalities (between 2009 and 2035) was reallocated to these zones based on each area’s land contribution (percentage) to the overall area of growth in that municipality. The base case does not contain any enhancements to transit, highway or parking beyond the NJTPA Plan 2035 scenario improvements.

Transit Oriented Development Alternative The Passaic County Transit Oriented Development (TOD) alternative builds upon the Base Future scenario, intermediate testing and input from NJ Transit. This alternative is meant to simulate TOD principles of increasing service around the TOD development and redevelopment areas created in the Base Future alternative demographics. There are no changes to the demographics in this alternative.

Rail service running through Passaic County was increased by 10% for the inbound peak on the Main Line. On the Montclair Boonton Line service was increased by 10% on inbound peak and outbound off- peak. Service was not increased for the outbound peak service because of single tracking restrictions along portions of the rail line. Park and Ride walk access times were reduced by 20% to simulate better/easier walk times associated with TOD development near train stations.

Bus service running through Passaic County near TOD areas was increase by 10% for both peak and off- peak operations. Auto access to park and ride locations in Passaic County were reduced by 1/3 to ½ of the existing times to also simulate the easier access for TOD areas as a result of locating service nearer to the transit oriented population/employment.

Highway network changes were made to simulate Intelligent Transportation System (ITS) improvements that are in Passaic County plans and other major corridors as identified by Passaic County staff. The methodology behind these improvements is as follows:

For state, authority and interstate roadways: 1. Improved midblock roadway capacity by 5% for 1severely congested segments taking into account efficiencies gained from Intelligent Transportation Systems (ITS) such as traffic information systems, improved incident detection and management systems, dynamic variable

1 “severely congested” or “failing” refers to roadway segments modeled in the NJRTME that have a volume to capacity (VC) ratio > 1.2 Passaic County Modeling Scenarios message signs and interchange improvements. Most if not all of the state and interstate segments passing through Passaic County are listed on the New Jersey Congested Management System as high priority commuter corridors

For Passaic County and local facilities: 1. Improved midblock roadway capacity by 20% for 1failing segments, taking into account efficiencies from traffic management systems, integrated traffic signal systems, traffic cameras, incident detection and management systems (i.e., using Bluetooth detection technology). 2. For those segments that are only moderately congested we improved midblock roadway capacity by 10% showing a lesser effect as most of the available infrastructure budgets would be spent on improving the worst roadway segments.

Research Behind Improvement Characteristics Some of the thinking behind the improvement values come from the following which is excerpted from New Jersey Department of Transportation: ITS Investment Strategy 10-Year Program, FY07-16 (Statewide Traffic Operations ITS Engineering March, 2007)

“According to the Federal Highway Administration (FHWA), metropolitan ITS systems on average have a cost benefit ratio of greater than 8 to 1. Freeway management systems can reduce accidents by 15% and increase capacity by 17% to 25% while Incident Management programs can reduce incident related congestion by up to 50%. By optimizing traffic flow, controlled traffic signal system (CTSS) can also provide capacity improvements of 15% or more with a significant reduction in fuel usage and fumes generated for an additional environmental benefit.” Model Assumptions Passaic County Base Future TOD Alternative Network Used NJTPA Plan 2035 Network Same as Passaic County Base Future Passaic County demographics: MCD growth placed into redevelopment Trip Table zones --->>> Same as Passaic County Base Future

NJTPA Bus NJTPA Based 5% increase in service Improvements simulates improved service system-wide Same as Passaic County Base Future 1. Increase in bus service by 10% for peak and off-peak for bus lines near redevelopment zones 2. Park and Rides: decreased access time (~1/3 or 1/2) for Ringwood, Clifton - Allwood Road, Willowbrook Mall, and Paterson 3. Increased percentage zonal walk Transit - Bus access to transit for redevelopment Improvements NA zones

1. Increase train service by 10% on inbound peak on NJ Transit Montclair- Boonton Line and Main Line

2. Park and Rides: decreased walk access time by 20% on stations within Passaic County (peak and off-peak) where redevelopment zones have access 3. Increased percentage zonal walk Transit - Rail access to transit for redevelopment Improvements NA zones On Street parking charges increased in redevelopment zones - aim was to Parking No Parking changes/charges encourage more transit walk trips Highway Network Adjustments Small zonal access adjustments --->>> Same as Passaic County Base Future Future Congested Roadways after Transit Improvements (identified from TOD Alternative) NAME Route Number From To Mount Prospect Avenue Allwood Road CO. 602 Passaic Avenue /Clifton

Alps Road Paterson Hamburg Turnpike Wilson Avenue Belmont Avenue Haledon Avenue Overlook Avenue Berdan Avenue Valley Road Indian Road Bloomfield Avenue Knollwood Road NJ 3 Clove Road Long Hill Road US 46 East 20th Street I-80 Lafayette GARDEN STATE G S P PARKWAY Int. 154 Int. 155 Getty Avenue East 20th Street Straight Street

Glenwild Avenue Approaching Main Street Approaching Main Street Haledon Avenue CO. 504 North Bridge Street Belmont Avenue Hamburg Turnpike Pompton Ave (Co 504) Oldham Road I-80 I-80 NJ 23 Garden State Parkway 23rd/Beckwith Avenue (Int. Bergen County Border (Int. I-80 I-80 58A) 59) Main Avenue CO. 601 (PASSAIC) NJ 21 Piaget Avenue Main Street CO. 509 East 20th Street Marshall Street Main Street (Bloomingdale) Paterson Hamburg Turnpike Morris County Border

Main Street and Memorial Drive Combination CO. 509 SB Market Street West Broadway Market Street East 20th Street Spruce Street

Marshall Hill Road Union Valley Road Greenwood Lake Turnpike McBride Avenue Hillery Street Glover/West 31st Street Newark Pompton Turnpike C.O. 683 US 202/Wayne Morris County Border NJ 23 Echo Lake Road Clifton Road

NJ 23 - Pompton Avenue N. J. 23 I-80 US 202 Interchange

NJ 23 - Pompton Avenue N. J. 23 / US 202 Newark Pompton Turnpike US 202 Interchange NJ 3 N. J. 3 NJ 23 Bergen County Border North Straight Street North Bridge Street Haledon Avenue Oak Ridge Road NJ 23 Morris County Border Passaic Avenue Brook Avenue NJ 3 Future Congested Roadways after Transit Improvements (identified from TOD Alternative) NAME Route Number From To Paterson Hamburg Turnpike Valley Road Jackson Avenue Paterson Hamburg Turnpike Main Street (Bloomingdale) Morris County Border Paterson Hamburg Pompton Road CO. 504 Belmont Avenue Turnpike Ratzer Road Approaching Alps Road Approaching Alps Road Route 20 N. J. 20 US 46 I-80 Route 20 U. S. 46 8th Avenue NJ 4 Route 21 N.J. 21 Madison Street Outwater Lane

Sloatsburg/Mill Pond Road Margaret King Avenue New York State Line SR 208 N. J. 208 Bergen County Border Bergen County Border SR 46 U. S. 46 NJ 23 GSP SR 46 U. S. 46 GSP Paulison Avenue

Totowa Road/Totowa Ave Union Blvd Elberon Avenue Union Blvd CO. 646 I-80 Elberon Avenue Van Houten Avenue Garden State Parkway Mt. Prospect Avenue In the Great Falls District In the Great Falls District Various Roadways Paterson Paterson West Broadway CO. 673 Union Boulevard Main Street Overall Performance Measures by Scenario

2035 2035 % Change Performance Measure Unit Passaic County TOD from Base Base Alternative Passaic County- Statistics Highway Average Speed by Trip Purpose mph 30.49 31.29 2.64% Home Based Work Direct (HBWD) mph 20.71 21.19 2.31% Home Based Work Strategic (HBWS) mph 19.96 20.82 4.31% Home Based Shopping (HBSH) mph 17.29 19.89 15.08% Home Based Other (HBO) mph 16.16 20.31 25.70% Work Based Other (WBO) mph 27.99 26.90 -3.89% Non-Home Non-Work (NHNW) mph 21.29 20.07 -5.73% Average Trip Length Home Based Work Direct (HBWD) Miles 9.55 12.24 28.09% Home Based Work Strategic (HBWS) miles 9.06 11.61 28.17% Home Based Shop (HBSH) miles 4.21 5.19 23.28% Home Based Other (HBO) miles 3.69 5.18 40.49% Work Based Other (WBO) miles 11.08 9.85 -11.15% Non-Home Non-Work (NHNW) miles 6.16 5.37 -12.96% VMT - Vehicle Miles of Travel MVMT 9.926 9.842 -0.84% Freeways + Expressways % 55.53% 55.45% -0.15% Freeways % 40.41% 40.34% -0.19% Expressways % 15.12% 15.11% -0.04% Principal Arterials % 10.80% 10.91% 0.99% Major Arterials % 15.75% 15.79% 0.26% Minor Arterials /Collectors /Locals % 17.91% 17.85% -0.36% VMT per Capita VMT/Person 16.299 16.162 -0.84% Percentage of VMT Above Congested Conditions (VC >1.2) % 9.5% 8.9% -6.16% Percentage of VMT At Congested Conditions (0.8 < VC < 1.2) % 26.5% 26.3% -0.98% Percentage of VMT Under Congested Conditions (0.8 < VC) % 64.0% 64.8% 1.32% VHT - Vehicle Hours of Travel MVHT 0.326 0.315 -3.39% Freeways + Expressways % 40.61% 40.89% 0.69% Freeways % 27.94% 27.91% -0.10% Expressways % 12.67% 12.98% 2.41% Principal Arterials % 9.98% 10.36% 3.82% Major Arterials % 19.43% 19.88% 2.31% Minor Arterials /Collectors /Locals % 29.98% 28.87% -3.70% VHT per Capita VHT/Person 0.535 0.516 -3.39% Percentage of VHT Above Congested Conditions (VC >1.2) % 24.2% 22.3% -7.81% Percentage of VHT At Congested Conditions (0.8 < VC < 1.2) % 31.6% 31.8% 0.43% Percentage of VHT Under Congested Conditions (0.8 < VC) % 44.1% 45.9% 3.98% Non-Motorized Trips 202,564 202,564 0.00% Home Based Work Direct (HBWD) Trips 17,930 17,930 0.00% Home Based Work Strategic (HBWS) Trips 5,706 5,706 0.00% Home Based Shopping (HBSH) Trips 20,647 20,647 0.00% Home Based Other (HBO) Trips 105,683 105,683 0.00% Work Based Other (WBO) Trips 17,990 17,990 0.00% Non-Home Non-Work (NHNW) Trips 33,471 33,471 0.00% Home Based University (HBU) Trips 1,138 1,138 0.00% Truck - Vehicle Miles of Travel (NJRTME) MVMT 0.362 0.362 -0.20% Truck - Vehicle Miles of Travel (FAF3) MVMT 0.757 0.757 0.00% Percentage of VMT at Congested Conditions (FAF3) % 0.369 0.369 0.00% Transit Transit Person Trips 26,864 28,216 5.03% Person Trips by Mode and Purpose (Includes Trucks) 1,166,803 1,164,418 -0.204% Home Based Work (HBW) - includes Home Based University 18,719 19,472 4.023% SOV Trips 245,192 242,433 -1.13% HOV2 Trips 26,583 26,251 -1.25% HOV3+ Trips 4,067 4,015 -1.28% HOV4 Trips 3,174 3,136 -1.20% Walk to Rail Trips 570 906 58.95% Walk to Path Trips 478 433 -9.41% Walk to Bus Trips 14,982 15,052 0.47% Walk to Ferry Trips 0 0 0.00% Walk to LRT Trips 1 41 4000.00% Walk to LH Ferry Trips 0 0 0.00% Total Walk to Transit Trips 16,032 16,432 2.50% Drive to Rail Trips 1,195 1,416 18.49% Drive to Path Trips 194 213 9.79% Drive to Bus Trips 1,297 1,410 8.71% Drive to Ferry Trips 0 0 0.00% Drive to LRT Trips 0 0 0.00% Drive to LH Ferry Trips 0 0 0.00% Total Drive to Transit Trips 2,687 3,040 13.14% Home Based Shop (HBSH) 683 733 7.321% SOV Trips 59,137 59,120 -0.03% HOV2 Trips 39,372 39,359 -0.03% HOV3+ Trips 7,980 7,977 -0.04% HOV4 Trips 7,963 7,960 -0.04% Walk to Rail Trips 7 13 85.71% Walk to Path Trips 6 4 -33.33% Walk to Bus Trips 643 671 4.35% Walk to Ferry Trips 0 0 0.00% Walk to LRT Trips 0 14 0.00% Walk to LH Ferry Trips 0 0 0.00% Total Walk to Transit Trips 656 703 7.16% Drive to Rail Trips 6 8 33.33% Drive to Path Trips 2 2 0.00% Drive to Bus Trips 18 19 5.56% Drive to Ferry Trips 0 0 0.00% Drive to LRT Trips 0 0 0.00% Drive to LH Ferry Trips 0 0 0.00% Total Drive to Transit Trips 27 30 11.11% Home Based Other (HBO) 4,194 4,581 9.227% SOV Trips 203,589 203,416 -0.08% HOV2 Trips 141,390 141,281 -0.08% HOV3+ Trips 53,812 53,772 -0.07% HOV4 Trips 50,771 50,734 -0.07% Walk to Rail Trips 159 336 111.32% Walk to Path Trips 13 9 -30.77% Walk to Bus Trips 3,614 3,758 3.98% Walk to Ferry Trips 0 0 0.00% Walk to LRT Trips 0 5 0.00% Walk to LH Ferry Trips 0 0 0.00% Total Walk to Transit Trips 3,786 4,108 8.51% Drive to Rail Trips 281 343 22.06% Drive to Path Trips 17 15 -11.76% Drive to Bus Trips 110 114 3.64% Drive to Ferry Trips 0 0 0.00% Drive to LRT Trips 0 0 0.00% Drive to LH Ferry Trips 0 0 0.00% Total Drive to Transit Trips 408 473 15.93% Non-Home Based (NHB) 3,268 3,430 4.957% SOV Trips 157,633 157,551 -0.05% HOV2 Trips 80,016 79,971 -0.06% HOV3+ Trips 40,113 40,090 -0.06% HOV4 Trips 19,151 19,140 -0.06% Walk to Rail Trips 32 95 196.88% Walk to Path Trips 9 6 -33.33% Walk to Bus Trips 3,067 3,149 2.67% Walk to Ferry Trips 0 0 0.00% Walk to LRT Trips 0 0 0.00% Walk to LH Ferry Trips 0 0 0.00% Total Walk to Transit Trips 3,109 3,250 4.54% Drive to Rail Trips 29 40 37.93% Drive to Path Trips 7 6 -14.29% Drive to Bus Trips 123 134 8.94% Drive to Ferry Trips 0 0 0.00% Drive to LRT Trips 0 0 0.00% Drive to LH Ferry Trips 0 0 0.00% Total Drive to Transit Trips 159 180 13.21% Socioeconomic Population 608,967 608,967 0.00% Employment ("Jobs") 222,373 222,373 0.00% Households 213,120 213,120 0.00% Transit Transit Person Trips 26,864 28,216 5.03% Person Trips by Mode and Purpose (Includes Trucks) 1,166,803 1,164,418 -0.204% Home Based Work (HBW) - includes Home Based University 18,719 19,472 4.023% SOV Trips 245,192 242,433 -1.13% HOV2 Trips 26,583 26,251 -1.25% HOV3+ Trips 4,067 4,015 -1.28% HOV4 Trips 3,174 3,136 -1.20% Walk to Rail Trips 570 906 58.95% Walk to Path Trips 478 433 -9.41% Walk to Bus Trips 14,982 15,052 0.47% Walk to Ferry Trips 0 0 0.00% Walk to LRT Trips 1 41 4000.00% Walk to LH Ferry Trips 0 0 0.00% Total Walk to Transit Trips 16,032 16,432 2.50% Drive to Rail Trips 1,195 1,416 18.49% Drive to Path Trips 194 213 9.79% Drive to Bus Trips 1,297 1,410 8.71% Drive to Ferry Trips 0 0 0.00% Drive to LRT Trips 0 0 0.00% Drive to LH Ferry Trips 0 0 0.00% Total Drive to Transit Trips 2,687 3,040 13.14% Home Based Shop (HBSH) 683 733 7.321% SOV Trips 59,137 59,120 -0.03% HOV2 Trips 39,372 39,359 -0.03% HOV3+ Trips 7,980 7,977 -0.04% HOV4 Trips 7,963 7,960 -0.04% Walk to Rail Trips 7 13 85.71% Walk to Path Trips 6 4 -33.33% Walk to Bus Trips 643 671 4.35% Walk to Ferry Trips 0 0 0.00% Walk to LRT Trips 0 14 0.00% Walk to LH Ferry Trips 0 0 0.00% Total Walk to Transit Trips 656 703 7.16% Drive to Rail Trips 6 8 33.33% Drive to Path Trips 2 2 0.00% Drive to Bus Trips 18 19 5.56% Drive to Ferry Trips 0 0 0.00% Drive to LRT Trips 0 0 0.00% Drive to LH Ferry Trips 0 0 0.00% Total Drive to Transit Trips 27 30 11.11% Home Based Other (HBO) 4,194 4,581 9.227% SOV Trips 203,589 203,416 -0.08% HOV2 Trips 141,390 141,281 -0.08% HOV3+ Trips 53,812 53,772 -0.07% HOV4 Trips 50,771 50,734 -0.07% Walk to Rail Trips 159 336 111.32% Walk to Path Trips 13 9 -30.77% Walk to Bus Trips 3,614 3,758 3.98% Walk to Ferry Trips 0 0 0.00% Walk to LRT Trips 0 5 0.00% Walk to LH Ferry Trips 0 0 0.00% Total Walk to Transit Trips 3,786 4,108 8.51% Drive to Rail Trips 281 343 22.06% Drive to Path Trips 17 15 -11.76% Drive to Bus Trips 110 114 3.64% Drive to Ferry Trips 0 0 0.00% Drive to LRT Trips 0 0 0.00% Drive to LH Ferry Trips 0 0 0.00% Total Drive to Transit Trips 408 473 15.93% Non-Home Based (NHB) 3,268 3,430 4.957% SOV Trips 157,633 157,551 -0.05% HOV2 Trips 80,016 79,971 -0.06% HOV3+ Trips 40,113 40,090 -0.06% HOV4 Trips 19,151 19,140 -0.06% Walk to Rail Trips 32 95 196.88% Walk to Path Trips 9 6 -33.33% Walk to Bus Trips 3,067 3,149 2.67% Walk to Ferry Trips 0 0 0.00% Walk to LRT Trips 0 0 0.00% Walk to LH Ferry Trips 0 0 0.00% Total Walk to Transit Trips 3,109 3,250 4.54% Drive to Rail Trips 29 40 37.93% Drive to Path Trips 7 6 -14.29% Drive to Bus Trips 123 134 8.94% Drive to Ferry Trips 0 0 0.00% Drive to LRT Trips 0 0 0.00% Drive to LH Ferry Trips 0 0 0.00% Total Drive to Transit Trips 159 180 13.21% Socioeconomic Population 608,967 608,967 0.00% Employment ("Jobs") 222,373 222,373 0.00% Households 213,120 213,120 0.00%