The New Jersey Department of Transportation instituted a “Complete Streets” policy in 2009, joining a handful of other states that have adopted policies to plan, design and build state roads that are accessible to all users, not just cars. More than a dozen New Jersey local governments have followed suit, implementing policies that apply to local roads and streets. The city of Hoboken has been an early leader, becoming one of the first municipalities on the East Coast with a public bike repair facility and has doubled the number of bike racks near transit and striped its first “buffered” bike lane. Jersey City also has a Complete Streets policy and the city’s Route 440 boulevard project may serve as a valuable case study in renovating state highway corridors. Complete Streets policies have multiple benefits and have recently been identified as an obesity prevention tool by Shaping New Jersey and the New Jersey Partnership for Healthy Kids.

2. Applying Complete Streets to Rt 440 / Rts 1&9T
Accommodate All Users
– All The Time

14. Alternative Future -- Early
Planning
2003

16. Bayside Vision Plan – Encourage mixed use development
and a walkable, bicycle-friendly community within a
multimodal, transit-rich environment

19. Remediation Site

20. Remediation Site

24. 100 acres
4,200 to 8,100
Residential
Units
250,000 to
600,000 Square
Feet Retail
700,000 to
1,000,000
Square Feet
Office
Over 20 acres of
Parks and Plazas

25. Extension of Stegman
Boulevard from NJCU
Frontage Street off of
Rt. 440
Bus/Bicycle Circulator
Streets
Pedestrian Plan and
Way
Bicycle Plan
Light Rail Extension

29. Route 440 Multi-Use Urban Boulevard
Envisioned
276-Foot
Section
2003

30. Recent
Planning
276-Foot
Section
2009

34. Anticipated Growth along the
Western Waterfront
• ± 19,000 residential units
• ± 2 million square feet
commercial/retail
• ± 900,000 square feet
commercial warehouse
• Waterfront walkway, parks and
Open Space
• HBLR Network and Service
Expansion
2010…2020…2035…2050
…

35. Vision for the future
of the Western
Waterfront
Renderings by A. Nelessen
Associates

36. Applying Complete Streets Principles to Route
440 / Routes 1&9T in Jersey City

37. Primary
Study
Area

38. Secondary Study Area

39. Boulevard Transportation
Objectives
Local Traffic
 To provide local
neighborhood access
and circulation

40. Boulevard Transportation Objectives
Bus Rapid Transit
(BRT)
 To provide a high
capacity, frequent,
rapid transit service
to Journal Square

41. Just What Is Bus Rapid Transit
(BRT) Anyway?
Frequent Service
Fewer Stops
Bus Priority Lanes
Advance Ticketing
for Faster Boarding
Specialized Buses
and Shelters
TransJakarta BRT –
Jakarta, Indonesia

42. Boulevard Transportation
Objectives
Bicycles
 To provide bicyclists
with safe access to local
destinations and through
the area
 To create a recreational
amenity

43. Boulevard Transportation
Objectives
Through Traffic
 To accommodate traffic,
including trucks if
necessary, traveling
through the area

44. Boulevard Transportation
Objectives
Support Adjoining Land
Uses
 To create an attractive
public realm
 To support residential,
commercial and
educational uses that
face the boulevard
 To mitigate the negative
impacts of through
trucks

45. Boulevard Transportation
Objectives
Pedestrians
 To provide pedestrians
with safe and convenient
access to local
destinations
 To create a vibrant and
attractive public realm

46. Boulevard Transportation
Objectives
Parallel Local Streets
 To reduce the number
of local vehicles
traveling along the
boulevard

47. Comprehensive Local Street Grid
Concept

48. Boulevard Zones

49. Central Section
(Zone 4)
Approximately
Danforth Avenue to
Communipaw Avenue

50. Paramics Micro-Simulation Model
Year 2050
To-Scale
Simulation
Model of
Boulevard
Traffic
Operations

51. Urban Design Guidelines

52. Urban
Boulevard
Concept
Design
Central Section
(Zone 4)

54. Central Section (Zone 4)
Draft Urban Boulevard Cross – Section

55. Central Section (Zone 4)
Draft Urban Boulevard Cross – Section

56. Build-To Lines
 Reserve land for the
boulevard
 Not a Right-Of-Way line
 All new buildings and
structures must be
constructed TO the build-to
lines
 Distance between the build-to
lines varies by zone

57. Build-To Lines
Sample of
Boulevard
Central
Section
Build-To
Lines

58. Gateway Intersection
Alternatives

60. Locally Preferred Alternative –
Gateway Intersection Alternative
Elevated Circle Over Intersection

61. Locally Preferred Alternative –
Gateway Intersection Alternative
Elevated Circle Over Intersection

62. Draft Locally Preferred Alternative
– Gateway Intersection Alternative

63. Central Intersection Concept
Thomas
Circle,
Washington
DC

64. Central Intersection Concept
DuPont
Circle,
Washington
DC

65. Interim Treatment - 2020

66. Interim Treatment

67. Three Boulevard
Gateway Areas

70. Possible Implementation Strategies
Current
NJ
DOT
Center R.O.W
• Developers build their section for
left turn lane access to
redevelopment sites.
• Development impact fee or other
mechanism to fund construction of
segments
• State or federal funding to
construct comprehensively
May require a combination of all
three strategies

71. Possible Implementation
Strategies
Edges
• Property owners build section
along their frontage when they
choose to redevelop their property
• Development impact fee or other
mechanism to fund construction of
longer segments
• State or federal funding to
construct comprehensively
May require a combination of all
three strategies

74. THANK YOU