3. Project Alternatives

Transcription

1 3. Project Alternatives 3.1. Introduction This chapter describes the revised Preferred Alternative under study in this SDEIS. As described in Chapter 1: Project Background and Setting, the Preferred Alternative has been revised to terminate service at Englewood Hospital and Medical Center instead of the northern border of Tenafly. In addition to the change in project terminus, the following changes have been made to the revised Preferred Alternative. North Bergen There would be no North Bergen Vehicle Base Facility (VBF). The alignment north of the existing Tonnelle Avenue would cross on viaduct over the CSX North Bergen Yard (freight rail yard) and travel along West Side Avenue at grade until 79 th Street. A second viaduct, known as the 85 th Street Viaduct, will start ascending north of 79 th Street, turn east to pass over the existing freight facilities, the NYS&W at-grade alignment and the CSX River Line elevated alignment, connecting to the Northern Branch running track at grade near 90 th Street. 83 rd Street would be closed and the 85 th Street Extension would extend 85 th Street to West Side Avenue, crossing under the CSX River Line via a new railroad underpass and grade crossing. 91 st Street platforms would be located on the north side of 91 st Street. Leonia Leonia platforms would be located on the south side of Fort Lee Road. A parking deck would be located in the southeast quadrant of Overpeck Park near the equestrian center, south of Fort Lee Road and west of the rail alignment. A pedestrian overpass would be located between Leonia High School and Overpeck Park. Englewood The parking deck at Englewood Route 4 would be co-located with the VBF on the east side of the tracks, south of Route 4. The alignment through Englewood would be double track. Englewood Town Center would be located north of Palisades Avenue, and the adjacent parking area would be reconfigured to accommodate a double track railroad right-of-way, while maintaining the current number of parking spaces and improving circulation. Parking would be provided at the Englewood Hospital and Medical Center as a joint use with the Hospital and Medical Center. A pedestrian overpass would be located between the Englewood Hospital and Medical Center and the hospital parking garage. The alignment would end at the Englewood-Tenafly border No Build Alternative The No Build Alternative for the Northern Branch Corridor SDEIS represents the current transportation network plus other reasonably foreseeable transportation improvements that would be implemented by the year The FTA defines the No Build as including only committed improvements, which typically include the projects in the Transportation Improvement Program (TIP) or other local capital programs, plus other minor transit service expansions or adjustments. The No Build Alternative reflects conditions in the future if no new actions are taken from the proposed project. The No Build Alternative considered for the SDEIS, and used as a basis for the comparison of potential impacts, is the same as for the DEIS. Chapter 3: Project Alternatives 3-1

2 3.3. Preferred Alternative The Preferred Alternative would provide service from North Bergen through Fairview, Ridgefield, Palisades Park, Leonia, and Englewood, terminating at a station and shared parking deck at Englewood Hospital and Medical Center (refer to Figures 3-1 to 3-9). This terminal station was selected because it allows for access to Englewood Hospital and Medical Center, a major employer and destination for the study area communities. Providing a station and shared parking at Englewood Hospital and Medical Center helps the project achieve its goals of improving mobility and reducing roadway congestion, capturing commuters from the north before they enter the town center of Englewood. Additionally, extending the line through Englewood allows for service through the business district of Englewood, providing job access and supporting economic development. The SDEIS Preferred Alternative is similar in many ways to the DEIS Preferred Alternative: Service type would be electric light rail, a continuation and extension of the existing Hudson- Bergen Light Rail (HBLR) service currently operating in Jersey City, Hoboken, and Weehawken. The continued service would begin where the HBLR currently terminates at Tonnelle Avenue in North Bergen. The majority of service would operate within the existing Northern Branch right-of-way owned by CSX Transportation (CSX) on track upgraded to support light rail service. Rail vehicles would be standard NJ TRANSIT light rail vehicles. Freight rail service would be shifted to the overnight hours, and to mitigate overnight freight rail noise identified as an issue for the DEIS, NJ TRANSIT would install grade crossing protection at all at-grade crossings of the Northern Branch from North Bergen to the at-grade crossing of the access road to Pierron Street in Northvale, NJ. Table 3-1 summarizes the changes in the Preferred Alternative between the DEIS and SDEIS. Table 3-1: Project Element Summary Feature DEIS Preferred Alternative SDEIS Preferred Alternative Track miles of double track 1.25 miles of single track 10 miles of double track s 9 7 New Viaduct 2 2 Culvert Improvements 4 4 Bridge Improvements 6 6 Substations 10 9 Grade Crossing Improvements Grade Crossing Closures (83 rd Street, North Bergen NYS&W and CSX) 2 2 New Grade Crossings (85 th Street, North Bergen NYS&W and CSX) 2 2 New Pedestrian Overpass (Leonia High School and Englewood Hospital and 0 2 Medical Center ) Vehicle Base Facility 1 1 Surface parking lots 5 3 Parking Garages 1 3 Land Acquisition 25 private properties (24 acres) and 5 public properties (0.6 acres) 20 private properties (13.62 acres) and 9 public properties (2.84 acres) Source: Jacobs, 2015 Chapter 3: Project Alternatives 3-2

3 4 Bergen W Hudson Ave Englewood Hospital & Medical Center Englewood Town Center Dean St Engle St Northern Branch Study Area Figure 3-1 W Forest Ave 4 E Palisade Ave Bergen Englewood Route 4 Fort Lee Rd Hudson Manhattan HACKENSACK RIVER Palisades Park Leonia OVERPECK CREEK Broad Ave Ave Grand W G. W. Bridge Half-Mile Study Area Proposed s Proposed Alignment HBLR s Hudson Bergen Light Rail Interstate/Highway Queens Brooklyn 5 Local Roadway Municipality Ridgefield Hudson River Bellmans Creek 91st Street rd St Tonnelle Ave 9A Blvd West Side Ave 1 John F Kennedy Manhattan The Reservoir Miles Hudson The Lake

4 83rd St 83rd St Northern Branch West Side Avenue 83rd St Figure 3-2 Bergen Hudson Manhattan 69th St 69th St HBLR s Proposed Alignment At Grade Viaduct West Side Ave Tonnelle Ave 1 John F Kennedy Blvd John F Kennedy Blvd 0 1,000 2,000 Feet Source: USDA NRCS HiRes Mosaic Tonnelle Ave

5 85th St 85th St Northern Branch 91st Street Figure st St 91st St Bergen Hudson Manhattan Westside Ave Area Features Parking Area Pedestrian Walkway Platform 85th Street Extension 85th Street Railroad Underpass Proposed Alignment At Grade Viaduct 83rd St 83rd St Feet Source: USDA NRCS HiRes Mosaic

6 93 Northern Branch Ridgefield Figure 3-4 Bergen Hendricks Cswy Hudson Manhattan 1 Broad Ave Area Features Bus Pullout Parking Area Pedestrian Walkway Platform Proposed Alignment At Grade Underpass Feet Source: USDA NRCS HiRes Mosaic

7 Roosevelt Pl Northern Branch Palisades Park Figure 3-5 Commercial Ave Commercial Ave Bergen Henry St Hudson Manhattan Fairview St Prospect St 93 Area Features Bus Pullout Drop Off Area Parking Area Pedestrian Walkway Platform Proposed Alignment At Grade Underpass Feet Source: USDA NRCS HiRes Mosaic

8 Northern Branch Leonia Figure 3-6 Bergen Hudson Manhattan Area Features Bus Pullout Parking Area Pedestrian Walkway Pedestrian Overpass Platform Proposed Alignment At Grade Fort Lee Rd 93Grand Ave Feet Source: USDA NRCS HiRes Mosaic

9 Northern Branch Englewood Route 4 Figure 3-7 S Van Brunt St Bergen Van Nostrand Ave 4 Hudson Manhattan Dean St Rockwood Pl Area Features Drop Off Area Parking Area Pedestrian Walkway Pedestrian Overpass Platform VBF Proposed Alignment At Grade Underpass W Sheffield Ave E Sheffield Ave 93 Grand Ave Feet Brookside Ave Source: USDA NRCS HiRes Mosaic

10 Northern Branch Englewood Town Center Figure 3-8 W Demarest Ave E Demarest Ave Bergen Hudson Manhattan Area Features Park Pedestrian Walkway N Van Brunt St Depot Sq Dean St Park Pl Platform Reconfigured Parking Area Proposed Alignment At Grade W Palisade Ave E Palisade Ave Engle St S Van Brunt St Feet Source: USDA NRCS HiRes Mosaic W Englewood Ave Grand Ave

11 E Hudson Ave Northern Branch Englewood Hospital & Medical Center Figure 3-9 Bergen Hudson Manhattan Dean St Hospital Driveway Area Features Bus Pullout Drop Off Area Parking Area Pedestrian Walkway Pedestrian Overpass Platform Proposed Alignment At Grade Engle St Glenwood Rd W Hamilton Ave Feet Source: USDA NRCS HiRes Mosaic E Hamilton Ave

12 Project Element General Descriptions The sections below contain a detailed discussion of the changes resulting from the revision of the Preferred Alternative within each study area community. Below is a description of the general corridorwide improvements that would be required, followed by a description of the improvements required within each municipality. Tracks Between Tonnelle Avenue and 85 th Street the tracks would be new alignment, crossing on viaduct over the CSX North Bergen Yard, then traveling at grade along West Side Avenue until 79 th Street. At 79 th Street a second viaduct, the 85 th Street Viaduct, would start to ascend, turning east near 83 rd Street to cross over the NYS&W alignment and the freight facilities, over the CSX River Line alignment, which runs on embankment in this area, and finally connecting to the Northern Branch running track near 90 th Street. The purpose of the second viaduct would be to connect the proposed new West Side Avenue alignment of the Northern Branch to the existing Northern Branch running track east of the CSX River Line. New roadway would also be constructed, extending 85 th Street to West Side Avenue. This improvement, known as the 85 th Street Extension, would replace the existing, geometrically sub-standard 83 rd Street underpass with a new underpass and grade crossings created through the CSX River Line embankment. North of 85 th Street to Englewood Hospital and Medical Center, the Northern Branch right-of-way would be restored to a two-track alignment, including double-tracks through the town center of Englewood. Along the length of the project, existing ties and rail would be removed, and new ballast, new ties, and rails would be installed. Tail tracks would be installed between the end of the service route by Englewood Hospital and Medical Center and the Englewood-Tenafly border to enable the light rail vehicles to pull through the station and await the return trip south. Catenary and Traction Power Substations Catenary and traction substation locations are generally the same for the SDEIS Preferred Alternative as they were for the DEIS Preferred Alternative, with two exceptions: 1) the substation in North Bergen, originally proposed to be located under or near the new 69 th Street bridge, would be moved to be located near the West Side Avenue alignment; and 2) no substations or catenary wires would be located in Tenafly. The approximate substation locations are shown in Appendix A: Track Chart. s and Vehicle Base Facility design is the same as described for the DEIS Preferred Alternative. In general, all of the stations would feature platforms that would be approximately 285 feet in length to serve three-car trains, would include waiting shelter facilities with ticket vending machines, and would be fully-compliant with the Americans with Disabilities Act of 1990 (ADA). Platform height would be 13 inches above the ground. Figures showing the station locations are found at the end of this chapter and site plans are located in Appendix B. One VBF would be included, located in Englewood and incorporated into the proposed parking deck associated with the Englewood Route 4. The VBF would occupy the first floor, with parking located on floors 2, 3, and 4. The VBF would have seven yard tracks enclosed with a proposed storage shed and an eighth track (which is the easternmost track) would have a car wash facility. Maintenance would be performed at the existing HBLR maintenance facility in Jersey City. The DEIS Preferred Alternative included two optional VBF locations, one in Englewood and one in North Bergen. Given the Chapter 3: Project Alternatives 3-12

13 freight railroads request to not co-locate with their CSX North Bergen Yard or operations, the facility in North Bergen is no longer being considered North Bergen The alignment through North Bergen has been revised since the DEIS as described below. Additionally, a VBF is no longer being considered for North Bergen. The southern limit of the project begins at the northern limits of the current HBLR Tonnelle Avenue. A new 1,800-foot viaduct over the CSX North Bergen Yard would connect the existing HBLR terminus at Tonnelle Avenue, extending over the HBLR loop track, the CSX North Bergen Yard, the CSX Northern Branch, and the NYS&W Main Line, landing on the west side of West Side Avenue. The alignment would then travel along West Side Avenue until 79 th Street, where a second viaduct, the 85 th Street Viaduct, would begin to climb to cross the existing NYS&W alignment and the elevated CSX River Line to join the Northern Branch running track near 90 th Street. As part of the project, the grade crossings at 83 rd Street would be closed off and replaced with new grade crossings at 85 th Street, extending 85 th Street to West Side Avenue. The 85 th Street Extension would include a new 50-foot long by 42-foot wide single-span undergrade bridge (underpass), constructed to carry the CSX River Line railroad over the roadway grade crossing. The ground is elevated on the west side of the Northern Branch at this location, requiring a large amount of rock to be removed to construct the new street. The substation proposed to be located under or near the new 69 th Street bridge would be relocated to be adjacent to the alignment on West Side Avenue. The platforms for the 91 st Street would be moved to the north side of 91 st Street to allow sufficient length for the light rail alignment to descend to grade and connect to the Northern Branch corridor. The proposed shared use parking would be increased to 123 spaces. The passenger grade crossing and substation locations remain unchanged. The vehicle at-grade crossings at 91 st Street and Fairview Avenue/95 th Street would be the same as described in the DEIS, as would be the replacement of the culvert at the Wolf Creek unnamed tributary, the replacement of the NYS&W Edgewater Branch Bridge, and the replacement of the bridge over the Wolf Creek unnamed tributary Fairview The SDEIS Preferred Alternative does not propose any changes to what was described in the DEIS Ridgefield Due to changes in projected parking demand, the size of the parking area at the Ridgefield would be reduced to 269 spaces. Additionally, the station platforms would be shifted to the south side of the parking area Palisades Park Similarly, due to changes in projected parking demand, the size of the parking area at the Palisades Park would be reduced to 219 spaces. No other changes are proposed at this station. Chapter 3: Project Alternatives 3-13

14 Leonia The SDEIS Preferred Alternative proposes several changes for Leonia. The rail right-of-way would remain at-grade and within the alignment proposed in the DEIS, but the proposed Leonia parking deck would be located in the southwest quadrant of Fort Lee Road and the rail right-of-way in Overpeck Park, instead of co-located with an existing parking area in the northeast quadrant. The deck is proposed to consist of four stories with capacity for approximately 583 cars. Both station platforms would be located south of Fort Lee Road. Two bus pullouts would be located on each side of Fort Lee Road. Lastly, to address concerns over access between Leonia High School and the athletic fields in Overpeck Park, a pedestrian overpass would be installed between the high school and the fields, in the Henry Hoeble area of the park Englewood The SDEIS Preferred Alternative proposes several changes within Englewood compared to the DEIS Preferred Alternative. The Englewood Route 4 VBF and would be co-located and would have parking capacity of approximately 945 spaces. Parking would occur on the second through fourth floors of the parking deck; the VBF would occupy the first story. The Englewood Town Center has been shifted north of Palisades Avenue. The associated platforms and the widened rail right-of-way for the proposed double track would impact existing parking spaces. To maintain the current number of parking spaces, surface parking between the rail right-of-way and North Dean Street, north of Palisade Avenue and around Depot Square would be reconfigured. The improved surface parking would predominantly occupy existing surface parking areas; however, due to the narrow distance between the right-of-way and the buildings on Depot Square, two buildings would be removed. The removal of the buildings would open up the access road and parking area, improving sight lines, significantly improving traffic circulation, reducing congestion, and increasing the safety of residents, pedestrians, cyclists, and drivers who park in or pass through the downtown parking area. In addition, the SDEIS Preferred Alternative proposes double-tracking through the town center, which improves the efficiency of the service. As a consequence, the entirety of the proposed SDEIS alignment would be double-tracked. The widening of the right-of-way to accommodate a double track and station platforms in Englewood Town Center necessitates the partial acquisition of properties that are classified as parkland. The parcels classification as parkland necessitates compensation by the creation of new parkland elsewhere. The project proposes the removal of a commercial building and parking area at West Palisade Avenue and South Van Brunt Street, then converting this area to parkland. This proposed park would contribute to the attractiveness and walkability of downtown Englewood for residents, visitors, and transit users alike, and support the revitalization of the city center. The Englewood Hospital and Medical Center would be the terminal station and would share approximately 600 commuter parking spaces with the Englewood Hospital and Medical Center. The station location also moved slightly north from its location as proposed in the DEIS to be closer to the proposed joint development parking. A pedestrian bridge would be constructed over North Dean Street from the station to the parking facility. Tail tracks are also proposed, extending from Englewood Hospital and Medical Center to the border with Tenafly Areas North of Englewood The SDEIS Preferred Alternative terminates passenger service at the proposed Englewood Hospital and Medical Center, whereas the DEIS Preferred Alternative proposed extending passenger service through Tenafly to the Cresskill border. The improvements proposed for the SDEIS Preferred Alternative in Tenafly would consist only of grade crossing protection intended to facilitate the establishment of Chapter 3: Project Alternatives 3-14

15 Quiet Zones to mitigate the noise generated by overnight freight service on the Northern Branch. No changes are proposed for project-related improvements north of Tenafly. The same grade crossing protections proposed in the DEIS are carried through to the SDEIS Summary of Physical Alignment Improvements Table 3-2 summarizes the physical alignment improvements proposed for the SDEIS Preferred Alternative. Table 3-2: Physical Alignment Improvements Project Element Location SDEIS Preferred Alternative NORTH BERGEN Tonnelle Avenue HBLR Terminal to West 1,800-foot viaduct would curve northwest from Viaduct over CSX Side Avenue over existing HBLR loop track Tonnelle Avenue to connect to West Side Avenue to North Bergen Yard and CSX North Bergen Yard connect HBLR to the Northern Branch alignment. Alignment West Side Avenue Alignment to run along West Side Avenue. 85 th Street Viaduct From approximately 79 th Street to 90 th Street to cross the NYS&W and elevated CSX River Line track east of the CSX River Line. 2,300-foot viaduct to connect the light rail alignment on West Side Avenue with the Northern Branch running Road Closure 83 rd Street Road to be closed; grade crossings of NYS&W and CSX Northern Branch to be removed. New 85 th Street Extension and Grade Crossings) 85 th Street, under CSX River Line 85 th Street to be extended to West Side Avenue via new underpass of CSX River Line;; new at-grade crossings of NYS&W and CSX Northern Branch by road. Grade Crossing 91 st Street Crossing gates Culvert Wolf Creek unnamed tributary north of 91 st Street Replace existing culvert Overgrade Bridge NYS&W Edgewater Branch Bridge Reconstruct bridge Grade Crossing Fairview Avenue/95 th Street Crossing gates Overgrade Bridge Wolf Creek unnamed tributary at border of North Bergen and Fairview Widen bridge to accommodate second track. Substation 69 th Street Substation adjacent to alignment on West Side Avenue Substation 85 th Street Substation adjacent to alignment on 85 th Street 91 st Street 91 st Street, west of Tonnelle Avenue platforms north side of 91 st Street; 123 spaces in existing commercial parking lot; substation moved to 85 th Street within the ROW FAIRVIEW Bridge Wolf Creek at border of Fairview and Ridgefield Tie replacement and minor structure rehabilitation RIDGEFIELD Grade Crossing Driveway (near Wolf Creek) to Railroad Ave Crossing gates Grade Crossing Linden Avenue Four-quadrant gates and flashers Ridgefield 269 parking spaces; station platforms towards south West of Route 1/9 (Broad Avenue), south of side of parking area; substation shifted south of station, Hendricks Causeway within the ROW. PALISADES PARK Culvert Overpeck Creek unnamed tributary south of W. Ruby Avenue Extend culvert to accommodate second track. Grade Crossing West Ruby Avenue Four-quadrant gates and flashers Grade Crossing Roosevelt Place Four-quadrant gates and flashers Grade Crossing West Central Boulevard Four-quadrant gates and flashers Bridge Overpeck Creek unnamed tributary at border of Palisades Park and Leonia Widen bridge to accommodate second track Palisades Park West of Grand Avenue, between Ruby Avenue and Fairview Street 219 parking spaces; substation shifted south of station within right-of-way. Chapter 3: Project Alternatives 3-15

16 Table 3-2: Physical Alignment Improvements (continued) Project Element Location SDEIS Preferred Alternative LEONIA Grade Crossing Fort Lee Road Four-quadrant gates and cantilevered mounted flashers Grade Crossing Pedestrian Crossing between Leonia High Pedestrian overpass (bridge) proposed to allow gradeseparated passage of pedestrians over the tracks. School and Overpeck Park fields Leonia South of Fort Lee Road platforms south side of Fort Lee Road; 583 spaces (4-story parking deck) within Overpeck Park in the Leonia South Area; substation north of Fort Lee Road within right-of-way. ENGLEWOOD Bridge Flat Rock Brook concrete channel between I- 95 and Brookside Avenue/Cedar Lane Widen bridge to accommodate second track. Grade Crossing Brookside Avenue/Cedar Lane Four-quadrant gates and flashers Culvert Overpeck Creek unnamed tributary between Brookside Avenue/Cedar Lane and Extend culvert to accommodate second track. Englewood Route 4 Grade Crossing West Forest Avenue Four-quadrant gates and flashers Box Culvert West Forest Avenue to Englewood Avenue New box culvert Grade Crossing Englewood Avenue Four-quadrant gates and flashers Grade Crossing Palisade Avenue Four-quadrant gates, flashers, and pedestrian gates Grade Crossing Demarest Avenue Four-quadrant gates and flashers Grade Crossing Hamilton Avenue Four-quadrant gates and flashers Bridge Overpeck Creek unnamed tributary, north of Widen bridge to accommodate second track and Englewood Hospital and Medical Center pedestrian crossing. Grade Crossing Hudson Avenue Four-quadrant gates and flashers Grade Crossing Ivy Lane Four-quadrant gates and flashers Englewood Route 4 Under and south of Route 4 parking would be east of right-of-way 945 parking spaces on second, third, and fourth floors above VBF; low-level platform; substation within VBF. Seven yard tracks and an eighth track with a car wash Englewood VBF East of right-of-way between Brookside Ave facility. VBF to be integrated into parking deck. VBF and Route 4 would occupy first story. Parking would occur on second through fourth stories. Englewood Town Center Englewood Hospital and Medical Center North of Palisade Avenue, south of Demarest Avenue Dean Street across from the hospital platforms moved 1,300 feet north of the location identified in DEIS; reconfigured surface parking behind buildings on North Dean Street between East Palisade Avenue and East Demarest Avenue; substation shifted north of Demarest Avenue within right-of-way. Englewood Hospital and Medical Center to share space for 600 vehicles; station platforms and substation shifted 300 feet north of location proposed in the DEIS; pedestrian bridge over North Dean Street from the parking facility. NORTH OF ENGLEWOOD Grade Crossing Westervelt Avenue Four-quadrant gates Grade Crossing West Clinton Avenue Four-quadrant gates, pedestrian gates, and cantilevered mounted flashers Grade Crossing Washington Street Four-quadrant gates and flashers Grade Crossing Riveredge Road / Jay Street Four-quadrant gates and flashers Grade Crossing Central Avenue Four-quadrant gates and flashers Grade Crossing Access road to Railroad Avenue Appears closed, install fencing to eliminate crossing. Grade Crossing East Madison Avenue, Cresskill Four-quadrant gates and cantilevered mounted flashers Grade Crossing Union Avenue, Cresskill Four-quadrant gates and cantilevered mounted flashers Grade Crossing Pedestrian Crossing at W. Morningside, Pedestrian gates, flashers, fencing, and removal of Cresskill vegetation Grade Crossing Hardenburgh Avenue, Demarest Four-quadrant gates and flashers Grade Crossing Demarest Avenue, Closter Four-quadrant gates and flashers Grade Crossing High Street, Closter Four-quadrant gates and flashers Chapter 3: Project Alternatives 3-16

17 Table 3-2: Physical Alignment Improvements (continued) Project Element Location SDEIS Preferred Alternative Grade Crossing Closter Dock Road, Closter Four-quadrant gates and flashers; close secondary driveway. Grade Crossing Blanch Avenue, Closter Four-quadrant gates and flashers Grade Crossing Broadway Avenue, Norwood Four-quadrant gates and flashers Grade Crossing Paris Avenue, Northvale Four-quadrant gates and flashers Grade Crossing Access road to Pierron Street, Northvale Four-quadrant gates and flashers Source: Jacobs, Electric Light Rail Vehicles The vehicles proposed to be used for the SDEIS Preferred Alternative are the same electric light rail vehicles proposed for use in the DEIS and are already in use on the existing HBLR system. Whereas the DEIS proposed one standard sized car for all consists (the type and number of vehicles used for a complete train), the SDEIS proposes that the consists serving Jersey City would be composed of one standard car and one extended car (refer to Photo 1). The standard car has a capacity of approximately 150 passengers, and the extended car has a capacity of approximately 250 passengers. Regardless of whether the vehicles are standard or extended, all are known as low-floor vehicles, requiring a platform height of 13 inches above the ground. Photo 1: HBLR vehicle photo-simulation standard car at the top; extended car at the bottom. As described in the DEIS, the light rail vehicles do not meet the Federal Railroad Administration s (FRA) structural requirements, as defined in 49 CFR Part 238, for vehicles operating in mixed traffic with freight trains. Accordingly, the light rail must operate with either a physical or temporal separation from the freight operation. Physical separation is considered the most intrusive option as it would require widening of the rail right-of-way in significantly built-out communities and result in the need to acquire adjacent properties. Under this scenario, a widened right-of-way that would span as many as four parallel tracks would exacerbate the railway as a division in the communities and also result in negative visual Chapter 3: Project Alternatives 3-17

18 and economic impacts in Englewood where the rail runs through the downtown shopping district. As a result, temporal separation is a baseline assumption for the proposed Northern Branch light rail service. Without it, the project cannot operate and would not advance to construction. The DEIS Preferred Alternative span of service began at 5:30 a.m. and ended at 10:30 p.m., which stakeholders felt was too limited to meet the full potential of the destinations served by the proposed service, such as the Bergen PAC, which hosts concerts that may not end until 10:30 p.m.. Service hours must also accommodate late night travel for working commuters and those returning from New York City attractions, such as shows, theater, sporting events, etc. For this SDEIS, the span of service was analyzed with extended hours beginning at 5:00 a.m. and ending at 1:00 a.m. Freight providers would be assumed to use the alignment from 1:30 a.m. to 4:30 a.m. This would be a best case scenario for passenger service and it has not yet been determined whether freight customers along the alignment would be able to accommodate a 3-hour window for loading and unloading product. A mutually acceptable Operating Agreement that covers service hours, dispatch, liability, customers, infrastructure, etc., would be discussed with the freight railroads during Final Design and Engineering. Negotiations would seek to maximize the utility of the Northern Branch Corridor rail for both passengers during the day and evening hours and freight during the overnight hours. Should a mutually acceptable operating plan not be reached between NJ TRANSIT and the freight railroads, the project would not proceed Operating Plan The operating plan for the SDEIS Preferred Alternative has been adjusted based on the new terminal station and ridership projection, but is generally similar to the operating plan proposed for the DEIS. Service between Englewood Hospital and Medical Center and Hoboken would consist of the three standard cars, with a total capacity of approximately 450 passengers. Service between Englewood Hospital and Medical Center and Jersey City would consist of one standard car and one extended car, with a total capacity of approximately 400 passengers. Peak service would require nine three-car train sets between Englewood Hospital and Medical Center and Hoboken and seven two-car train sets (one standard and one extended car) between Englewood Hospital and Medical Center and Jersey City, plus an additional five two-car train sets (one standard and one extended car) between Tonnelle Avenue and Jersey City to maintain the existing service and headway south of Tonnelle Avenue. The vehicle needs for the Northern Branch would require a total of 36 vehicles (which includes a 20% spare factor), beyond the existing 22 vehicles currently serving the Tonnelle Avenue station. Twenty-eight of these vehicles would be standard cars and eight would be extended cars. The cost for these vehicles is included in the capital costs for this project. The service for the SDEIS Preferred Alternative on the Northern Branch is assumed to operate daily from 5:00 a.m. to 1:00 a.m. In the peak period, the Hoboken service would operate on 10-minute headways and the Jersey City/West Side Avenue service would operate on 20-minute headways. In the off-peak period both the Hoboken service and the Jersey City/West Side Avenue service would operate on 30- minute headways. Travel times for the Northern Branch light rail service are presented in Table 3-3. From Englewood Hospital and Medical Center, the train would take approximately 17 minutes to reach Tonnelle Avenue, 21 minutes to reach Port Imperial in Weehawken, and 33 minutes to reach Hoboken. Chapter 3: Project Alternatives 3-18

19 Table 3-3: Northern Branch Corridor Light Rail Travel Times (Minutes) Incremental Time Cumulative Time Travel Time to Port Imperial, Weehawken Travel Time to Hoboken Englewood Hospital and Medical Center :21:19 0:33:19 Englewood Town Center 0:01:55 0:01:55 0:19:24 0:31:24 Englewood Rt. 4 0:02:20 0:04:15 0:17:04 0:29:04 Leonia 0:02:17 0:06:32 0:14:47 0:26:47 Palisades Park 0:02:28 0:09:00 0:12:19 0:24:19 Ridgefield 0:02:10 0:11:10 0:10:09 0:22:09 91st Street 0:02:18 0:13:28 0:07:51 0:19:51 Tonnelle Avenue 0:03:51 0:17:19 0:04:00 0:16:00 Source: Jacobs, Ridership Ridership for the SDEIS Preferred Alternative was developed in the same manner as the DEIS Preferred Alternative by NJ TRANSIT s use of the North Jersey Transit Demand Forecasting Model (NJTDFM). The Northern Branch Corridor 2030 forecast year is consistent with regional long-range population and employment forecasts developed by the North Jersey Transportation Planning Authority (NJTPA), the Metropolitan Planning Organization (MPO) for the Northern Branch Corridor study area. The 2030 forecast year is also consistent with other transit planning work being undertaken by NJ TRANSIT; however, the SDEIS analysis was revised from the DEIS approach. The SDEIS 2030 projections do not include the cancelled Access to the Region s Core (ARC) project, which was an assumption included in the DEIS. The model has also been updated to reflect the changes in US Census data, from 2000 to 2010, and to address changes in the bus system. Finally, the project data has been updated to include changes to station locations, parking constraints, vehicle capacity, and service patterns, as well as a bus feeder service between Teaneck and Englewood Town Center. The SDEIS Preferred Alternative is projected to carry 12,370 passengers each day, with a total of 24,740 daily trips. Table 3-4 summarizes the ridership for the SDEIS Preferred Alternative. Table 3-4: Projected Northern Branch Daily Passengers and Trips SDEIS Preferred Alternative Englewood Hospital and Medical Center 1,640 Englewood Town Center 3,190 Englewood Route 4 2,160 Leonia 1,670 Palisades Park 660 Ridgefield 1,650 91st Street 1,400 TOTAL Riders 12,370 Total Trips 24,740 Source: NJ TRANSIT, Cost Analysis Capital Costs The methodology used to estimate the capital cost for the SDEIS Preferred Alternative was the same as that used for the DEIS Preferred Alternative. The model followed the guidance contained in FTA s Chapter 3: Project Alternatives 3-19

20 Standard Cost Categories for Capital Projects, revised May Unit costs included in the model have been developed based on recent experience with the design and cost estimating of capital cost elements on other projects. Costs have been developed based on NJ TRANSIT experience and are reported in 2014 dollars escalated to year of expenditure (refer to Table 3-5). The right-of-way costs reflect the estimated cost for property acquisition associated with stations and parking facilities. The cost for the CSX and NYS&W rights-of-way and easements are not included in these estimates. As shown in Table 3-5, the total project cost to construct the SDEIS Preferred Alternative is approximately $1.281 billion, with a cost per project mile of $128.1 million. The source of funding for construction of this project has not been identified at this time. Table 3-5: Capital Costs (costs in 2014 dollars, in millions) Cost Item Capital Cost Guideway and Track Elements $193 s, Stops, Terminals, Intermodals $119 Support Facilities: Yards, Shops, Admin Buildings $44 Sitework & Special Conditions $129 Systems $143 ROW, Land, Existing Improvements $49 Professional Services $139 Unallocated Contingency $139 Finance Charges $14 SUBTOTAL (2014 $) $970 Escalation $155 CONSTRUCTION TOTAL $1,125 Vehicles $155 PROJECT TOTAL $1,281 Total Project Miles 10 miles Capital Cost / Mile $128.1 Source: Jacobs and NJ TRANSIT, Annual Operating and Maintenance Costs and Revenue The methodology used to model operating and maintenance cost (O&M) for the SDEIS Preferred Alternative was the same as that used for the DEIS Preferred Alternative. The model was developed following the guidance contained in Procedures and Technical Method for Transit Project Planning, Section 2.4, Operating and Maintenance Cost, Federal Transit Administration, September 1990, as revised and based on NJ TRANSIT experience. Annual revenue for the SDEIS Preferred Alternative was developed based on the ridership forecasts and assumptions for fares and parking rates. The annual revenue includes revenue loss from commuter rail and HBLR but does not consider revenue loss from bus service. Revenue recovery is the total revenue (fares and parking fees) divided by the total operating and maintenance costs, expressed as a percentage. The operating subsidy is the total operating and maintenance costs minus the revenue. Table 3-6 summarizes each of these items for the SDEIS Preferred Alternative, which is predicted to operate at revenue recovery rates of 54%. Table 3-6 summarizes the O&M costs of the SDEIS Preferred Alternative. Chapter 3: Project Alternatives 3-20

21 Table 3-6: Annual Costs and Revenue Cost Item Annual Costs and Revenue (in 2014 dollars, in millions) Annual Operating and Maintenance Costs $30.9 Annual Revenue $16.7 Annual Revenue Recovery 54% Annual Operating Subsidy $14.2 Total Project Miles 10 miles Annual Operating Subsidy / Mile $1.42 Source: Jacobs and NJ TRANSIT, As shown in Table 3-6, the total project cost to operate and maintain the SDEIS Preferred Alternative is $30.9 million, with an annual operating subsidy of $1.42 million per mile. The source of funding for annual operation and maintenance costs has not been identified at this time. Chapter 3: Project Alternatives 3-21

22 This page intentionally left blank