Bike Ironbound

BIKEIRONBOUNDBICYCLE PLAN FOR THE CITY OF NEWARK

prepared by WSP | Parsons Brinckerhoff and the New Jersey Department of Transportation

Ras J. Baraka MayorMildred C. Crump President, Council Member At-Large

Agusto Amador Council Member, East Ward

Carlos M. Gonzalez Council Member, At-Large

John Sharpe James Council Member, South Ward

Gayle Chaneyfield Jenkins Council Member, Central Ward

Joseph A. McCallum, JR. Council Member, West Ward

Eddie Osborne Council Member, At-Large

Luis A. Quintana Council Member, At-Large

Anibal Ramos, JR. Council Member, North Ward

Phillip Scott, P.E., C.M.E. Director, Department of Engineering

Jack M. Nata Manager, Division of Traffic and Signals

and the Municipal Council

Div is ion o f Tra f f ic and S igna ls255 Cent ra l AvenueNewark , NJ 07103(973) 733 - 3985

ContributorsCity of Newark Division of Traffic and SignalsJack M. Nata, ManagerJordan Kocak, Principal Planner, TransportationIsaac Ojeda, Principal Engineer

New Jersey Department of TransportationWilliam Riviere, Office of Bicycle and Pedestrian Programs

WSP | Parsons BrinckerhoffPeter Kremer, AICP/PPStephen Chiaramonte, AICP/PPReed Sibley, AICP/LEED APDaniel Turner, AICP

Steering Committee / StakeholdersNewark City CouncilAugusto Amador, Council Member, East Ward

City of Newark, Police DepartmentBenito Torres, Police OfficeEfrem Gonzalez, SergeantBrian OHara, Lieutenant

City of Newark, Department of Economic and Housing DevelopmentMark G. Barksdale, PP, AIA, JD, Director of Planning, Zoning & Sustainability

Ironbound Business Improvement District (IBID)Seth A. Grossman, Executive Director

Ironbound Community CorporationDrew Curtis, Director of Community Development and Environmental Justice

Tri-State Transportation CampaignJanna Chemetz, Senior NJ Policy Analyst

NJ Bike & Walk CoalitionCyndi Steiner, Executive Director

Newark Community Economic DevelopmentCesar A. Vizcaino, Senior Director, Economic Development

New Jersey TransitMike Viscardi, Assistant Director Federal Projects Planning

ResidentsAimee JeffersonChristopher KokChristopher RodriguezMadeline RuizAnker West

BIKEIRONBOUNDBICYCLE PLAN FOR THE CITY OF NEWARK

We would like to thank the many people who contributed their time, expertise, and support to the BIKEIRONBOUND project. In particular, we would like to thank: the Ironbound Business Improvement District, the Ironbound Community Corporation, the Tri-State Transportation Campaign, the NJ Bike & Walk Coalition, Newark Community Economic Development, New Jersey Transit, the Brick City Bicycle Collective, and the many members of the community who participated in this project.

Table

of

Conte

ntsIntroduction 1

01 Project Background 31.1 The Ironbound 4

1.2 Goals and Strategies 7

1.3 Why Cycling Matters 8

1.4 Connection to Previous Plans 14

1.5 Projects Underway 16

02 Public Involvement 192.1 Local Steering Committee 20

2.2 Public Meetings 20

2.3 Focus Groups 21

2.4 Wikimap 22

03 Bicycle Demand 253.1 Population Density 26

3.2 Job Density 26

3.3 Key Destinations 27

3.4 Equity Factors 27

3.5 Composite Bicycle Demand 28

04 Existing Network 314.1 Bicycle Level of Traffic Stress 32

4.2 Roadway Cross Sections 36

05 Bicycle Facilities 415.1 Bicycle Lane 42

5.2 Buffered Bicycle Lane 46

5.3 Separated Bicycle Lane 50

5.4 Two-Way Separated Bicycle Lane 54

5.5 Shared-Lane Markings 56

5.6 Bicycle Boulevard 58

5.7 General Design Considerations 62

5.8 Design Resources 65

06 Proposed Network 676.1 Proposed Bicycle Network 68

6.2 Raymond Boulevard Gateway 72

6.3 Additional Improvements 74

6.4 Bicycle Parking 76

6.5 Impact of Improvements on Stress 78

07 Pilot Projects 817.1 McWhorter Street 82

7.2 Adams Street 83

7.3 Van Buren Street (Seg 1) 84

7.4 Van Buren Street (Seg 2) 85

7.5 Ferry Street (Seg 1) 86

7.6 Ferry Street (Seg 2) 87

7.7 Raymond Boulevard 88

7.8 Bike Corral Locations 89

1The BIKEIRONBOUND Plan presents a vision of a comfortable, convenient, and safe environment in Newarks Ironbound neighborhood for cyclists of all ages and abilities, and puts forward a framework to advance this vision.

The City of Newark, guided by the Mobility Element of the Newark Master Plan, has set a goal to increase bicycle ridership in the Ironbound and foster more widespread bicycle usage city-wide. In support of this effort, BIKEIRONBOUND provides a roadmap for improving bicycle circulation in the Ironbound by enhancing access and linkages throughout the neighborhood, improving connectivity to key destinations beyond the neighborhoods boundaries, while developing design guidelines that can be replicated throughout the City.

The BIKEIRONBOUND Plan was developed as part of the New Jersey Department of Transportations (NJDOT) Local Bicycle/Pedestrian Planning Assistance Program, which seeks to foster the development of non-motorized transportation modes in accordance with statewide goals and local needs.

The BIKEIRONBOUND plan establishes a framework for improving the bicycling environment in the Ironbound. The infrastructure improvements and bicycle network recommended in this plan are the result of extensive community outreach and technical analysis. These improvements will not only make the Ironbound a more attractive place to ride a bike, but will also improve the quality of life for residents and visitors by making the neighborhood more accessible for everyone.

IIntroduction

3The City of Newark has demonstrated their commitment to improving conditions for non-motorized traffic through their Complete Streets policy and several recent and on-going initiatives, including the Pedestrian and Bicycle Safety Action Plan. Based on previous studies and local support, the City identified the Ironbound as a priority neighborhood for a comprehensive bicycle master plan and development of design templates that can ultimately be replicated throughout the City.

Improving conditions for cyclists and spurring higher rates of ridership can have significant benefits for the neighborhood. Cycling has a demonstrated positive impact on safety, health, the economy and local businesses, equity, transportation, and other aspects of daily life. These benefits can help further enrich the quality of life in the Ironbound for residents, visitors, and workers alike.

The BIKEIRONBOUND Plan identifies a series of goals, objectives, and strategies to help the City and the neighborhood realize these benefits. Through previous planning work, Newark has already begun to integrate cycling as a key component of the Citys transportation system, and several projects to provide dedicated bicycle facilities within the Ironbound are already in the pipeline. This Plan will build upon the previous work and planned facilities to create a comprehensive vision for cycling in the Ironbound.

01Project Background

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1.1 The IronboundThe Ironbound, shown on the maps on pages 5 and 6, is a four square-mile neighborhood in Newarks East Ward. It is generally bounded by Miller, Parkhurst, Thomas, and South Streets to the south; U.S. Route 1&9 and Lockwood Street to the east; Lister Avenue and the Passaic River to the north; and the Amtrak/NJ TRANSIT Northeast Corridor rail line to the west.

The Ironbound is a vibrant, densely populated, mixed-use district with a blend of residential enclaves; bustling commercial corridors, anchored by Ferry Street, with numerous shops, bars, and restaurants; parks and riverfront public open space; and local businesses and employment hubs.

Historically, the center of Newarks manufacturing sectors was located in the North Ironbound, particularly to the east near U.S. Route 1&9, and the neighborhoods industrial heritage is apparent today. Many industrial businesses still operate within the

Ironbound, with concentrations along the eastern and southern periphery.

The neighborhood has traditionally been a melting pot of people and cultures. Home to a variety of ethnic communities over the past century, the Ironbound has long attracted new immigrants looking to settle in the City, and continues to do so today. Portuguese and Spanish immigrants began to arrive in the Ironbound in the 1920s, adding to the mix of Polish, Lithuanian, Italian, Irish, and German residents already settled in the City. The Portuguese population continued to grow through the 1960s and 1970s, soon followed by the Portuguese-speaking Brazilian immigrant community, and, more recently, a growing number of residents from Central and South America.

Today, the Ironbound is home to approximately 53,681 residents (2013 American Community Survey, 5 Year Estimates), with a population density of approximately 11,140 residents/square mile (nearly identical to the 11,458 residents/square mile population density of Newark overall). The neighborhood has

continued to grow significantly over recent years, gaining 7,696 residents (16.7%) between 2000 and 2013 (U.S. Census data).

Among the neighborhoods key assets are its strong regional linkages and access to several transit services, including commuter rail, PATH, Newark light rail, and local and regional bus routes. With Newark Penn Station located at its northwestern edge, the Ironbound is within a 20-minute, single seat trip to New York City, and the ease of access to downtown Manhattan has increased the desire to live in the Ironbound.

Though regional linkages are a significant asset for the Ironbound, internal travel, especially by bicycle, is challenging. The neighborhood has a well-connected internal street grid, with a mix of one-way and two-way streets. However, the same features that create the self-contained urban neighborhood also limit external connections. Access to downtown Newark to the west is limited by the Northeast Corridor rail line and the congested arterial of NJ Route 21, and

5connections to the north are limited to one crossing of the Passaic River. Raymond Boulevard and Market Street, busy, multi-lane, high-speed arterials, are barriers to the neighborhoods riverfront and make access to Newark Penn Station challenging, notably at intersections with NJ Railroad Avenue, adjacent to the station.

Although dedicated bicycle facilities have been implemented throughout Newark, no on-road facilities have been installed in the Ironbound. The lack of existing bicycle facilities, while currently a detriment to the neighborhood, represents a unique opportunity to create a circulation plan that is well connected to local and regional destinations and integrated into the urban fabric of the Ironbound, serving the needs of residents, commuters, and visitors alike.

The BIKEIRONBOUND Plan aims to aid the City in focusing its limited resources on roadways where improvements will have the greatest positive impact, while allowing the City to standardize improvements through the use of design templates for the most commonly found roadway cross sections and surrounding context.

Harrison

East Newark

Kearny

City of Newark

Ironbound

Where is the Ironbound?

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Indepen-dence Park

PrudentialCenter

IronboundRecreation Center

RiverbankPark

RiverfrontPark

Red Bull Arena

Newark Penn Station

Ferry St

Market St

South St

Elm St

Adam

s St

Walnut St

Mcca

rter H

wyRaymond Blvd

Chestnut St

Lafayette St

Oliver St

Jeffe

rson

St

Gene

ral Pu

laski S

kwy

Van

Bure

n St

Emmett St

E Kinney St

Murray St

Brill St

Malvern St

Wilson Ave

Pula

ski S

t

Thomas St

Ave

CMiller St

Astor StPo

lk St

Edison Pl

Clifford St

Rome

St

Mc W

horte

r St

Magazine St

Niagara St

Main St

Foundry St

Unio

n St

Lister Av

e

Som

me

St

Fleming A

ve

Tichenor St

Kossu

th St

New York Ave

Monr

oe S

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Pennington St

Jabez

St

Wright St

Brue

n St

Chapel S

t

Christie St

Madis

on S

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Albert Ave

Vesey St Lang S

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Wall St

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Ave

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y Rail

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son

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Marne

St

Alyea St

Lockwood St

Johnson St

Mul

berry

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Houst

on St

Gob

le S

t

Saint Charles St

Hawkins St

Barba

ra St

Esther St

Oxford St

Warwick StBe

rlin St

St Francis St

Napol

eon St

Clover St

Garden St

Joseph StW

aydell St

Ann S

t

Elm R

d

Vincent StJersey St

Euclid Ave

Mer

chan

t St

Parkhurst St

Rea

d S

t

Herm

on S

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Schalk S

t

Harper St

Richards S

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Garriso

n St

Lentz Ave

Paci

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Fillmore S

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Cortland St

Manufacturers Pl

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Riverview

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Garris

on St

Oliver StDelancey St

Warwick St

BIKEIRONBOUND

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Points of InterestBus Route

Bus Stop

Commercial Building

Industrial Building

School

Place of Worship

MAP 1

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und1.2 Goals and

StrategiesThe following goals and strategies outline the intended outcomes of the BIKEIRONBOUND Plan and the strategies for achieving those outcomes.

Goal #1: Develop a safe, convenient, and continuous network of bicycle facilities that serves the needs of bicyclists of all abilities

Strategies Develop a neighborhood-wide system of designated

bicycle facilities that serves both experienced and casual bicyclists. The network should facilitate travel to a wide variety of destinations, particularly employment centers, schools, commercial districts, transit stations, and recreational facilities.

Provide adequate bicycle parking along the bicycle network and at key destinations

Ensure that dedicated facilities provide linkages to low-stress roadways

Provide bicycle facilities that are appropriate to the street classification, traffic volume, traffic speed, and surrounding land use context

Adjust street cross sections as appropriate to properly accommodate bicycle facilities

Ensure that bicycle facilities are clear of obstructions by enforcing parking rules and restrictions

Goal #2: Increase bicycle mode share

Strategies Construct separated bicycle facilities that are attractive

to most bicyclists

Provide up-to-date and easily accessible information about the bicycle network, bicycle program and bicycle parking

Increase public awareness of the benefits of bicycling through education programs and events such as Ciclovia

Goal #3: Improve the safety of bicyclists through education and enforcement programs

Strategies Support and expand safety education programs for all

levels of bicyclists

Reinforce education of motorists on the rights of cyclists

Work with law enforcement to better understand and enforce safe bicycling laws

Implement targeted enforcement programs that focus on motorist and bicyclist violations that are most likely to cause safety issues, such as running red lights, speeding, and wrong-way riding

Goal #4: Promote the Ironbound as a destination

Strategies Expand and promote city-wide wayfinding system to

more clearly help residents and visitors navigate to key destinations along a dedicated bicycle facility

Coordinate efforts to brand cycling in the Ironbound neighborhood in a clearly identifiable manner

Goal #5: Implement pilot bicycle improvements

Strategies Select two proposed facilities that can be implemented

in 2016

In addition to these goals and strategies, the BIKEIRONBOUND Plan provides a roadmap for a city-wide bicycle plan. The strategies and recommendations contained in the plan are relevant and replaceable throughout the city.

Indepen-dence Park

PrudentialCenter

IronboundRecreation Center

RiverbankPark

RiverfrontPark

Red Bull Arena

Newark Penn Station

Ferry St

Market St

South St

Elm St

Adam

s St

Walnut St

Mcca

rter H

wy

Raymond Blvd

Chestnut St

Lafayette St

Oliver St

Jeffe

rson

St

Gene

ral Pu

laski S

kwy

Van

Bure

n St

Emmett St

E Kinney St

Murray St

Brill St

Malvern St

Wilson Ave

Pula

ski S

t

Thomas St

Ave

CMiller St

Astor St

Polk

St

Edison Pl

Clifford St

Rome

St

Mc W

horte

r St

Magazine St

Niagara St

Main St

Foundry St

Unio

n St

Lister Av

e

Som

me

St

Fleming A

ve

Tichenor St

Kossu

th St

New York Ave

Monr

oe S

t

Pennington St

Jabez

St

Wright St

Brue

n St

Chapel S

t

Christie St

Madis

on S

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Albert Ave

Vesey St Lang S

t

Wall St

Pros

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St

Ave

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Darcy

St

Mott St

New

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road

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Marne

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Alyea St

Lockwood St

Johnson St

Mul

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Houst

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Gob

le S

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Saint Charles St

Hawkins St

Barba

ra St

Esther St

Oxford St

Warwick StBe

rlin St

St Francis St

Napol

eon St

Clover St

Garden St

Joseph StW

aydell St

Ann S

t

Elm R

d

Vincent St

Jersey St

Euclid Ave

Mer

chan

t St

Parkhurst St

Rea

d S

t

Herm

on S

t

Schalk S

t

Harper St

Richards S

t

Garriso

n St

Lentz Ave

Paci

fic S

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Whe

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oint R

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Fillmore S

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Cortland St

Manufacturers Pl

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Pl

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Warwick St

BIKEIRONBOUND

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Points of InterestBus Route

Bus Stop

Commercial Building

Industrial Building

School

Place of Worship

Measuring SuccessOne vital component of any successful plan is tracking to what extent the plan has been implemented. To this end, the city shall revisit the BIKEIRONBOUND plan every five years, measuring how many lane miles of bicycle facilities have been installed, whether there has been a reduction of crashes involving cyclists, and whether there has been an increase in the number of cyclists in the neighborhood.

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1.3 Why Cycling Matters

SafetySafety concerns are a key reason to invest in bicycling infrastructure. Although the incidence of crashes involving bicycles within the Ironbound does not indicate any readily obvious safety-related hot spots, many studies have identified perceptions of safety as the single greatest reason people do not bicycle. A study by the Portland Department of Transportation found that 60 percent of respondents, when asked if they would ride a bicycle, said that they were interested, but concerned. The primary cause of this concern was fear over safety and interacting with automobiles on the road.1 Field observations on November 17th and 19th of 2015 revealed that 59% of bicyclists riding in the Ironbound were riding on the sidewalk, an indication that the street is perceived as unsafe.

A 2004 Safe Routes to School survey found that 30% of parents expressed traffic-related danger as the primary barrier to allowing their children to walk or bike to school.2

Allaying safety concerns is essential to increasing bicycle mode share. Providing dedicated bicycle infrastructure can address this issue in several ways. As stated by the National Association of City Transportation Officials (NACTO), bicycle lanes facilitate predictable behavior and movements between bicyclists and motorists, which decreases the likelihood of a crash.3

Bicycle infrastructure also has a traffic calming effect on vehicle traffic. It creates either a real or visual narrowing of the travel lane, and adds friction alongside the travel lanes, similar to the effect of on-street parking.

Many studies have shown that slower motor vehicle speeds exponentially increase the survival rates for both pedestrians and bicyclists who are involved in a collision with a motor vehicle. Studies have also suggested that not only can bicycle infrastructure help slow motorists down, but increasing the presence of cyclists and pedestrians has a traffic calming effect as well.4 This means that there is a demonstrated safety in numbers that not only makes cycling safer through its traffic calming effect, but will actually encourage even more people to cycle. Marked bicycle facilities contribute to bicyclist safety, which then contributes to increased rates of bicycling,

which in turn further improves safety and increases ridership.

The net impact of traffic calming effects related to bicycle infrastructure is a safer environment for all roadway users. The New York City Department of Transportation (NYCDOT) conducted a corridor analysis of its separated bike lane facilities. The before/after analysis, as illustrated on the following page, found that the number of crashes decreased for all travel modes.

Bicycle crashes in the Ironbound over the past nine years are shown in Map 2 (NJDOT data, 2006-2014).

Overall, there were 54 reported bicycle crashes dispersed throughout the neighborhood. While there are no significant clusters, the data shows that crashes were more common along the more heavily traveled streets in the Ironbound such as Raymond, Ferry, and Market Streets.

60%

33%

7%

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Newark Penn Station

Ferry St

Market St

South St

Elm St

Adam

s St

Walnut St

Mcca

rter H

wyRaymond Blvd

Chestnut St

Lafayette St

Oliver St

Jeffe

rson

St

Gene

ral Pu

laski S

kwy

Van

Bure

n St

Emmett St

E Kinney St

Murray St

Brill St

Malvern St

Wilson Ave

Pula

ski S

t

Thomas St

Ave

CMiller St

Astor StPo

lk St

Edison Pl

Clifford St

Rome

St

Mc W

horte

r St

Magazine St

Niagara St

Main St

Foundry St

Unio

n St

Lister Av

e

Som

me

St

Fleming A

ve

Tichenor St

Kossu

th St

New York Ave

Monr

oe S

t

Pennington St

Jabez

St

Wright St

Brue

n St

Chapel S

t

Christie St

Madis

on S

t

Albert Ave

Vesey St Lang S

t

Wall St

Pros

pect

St

Ave

A

Darcy

StM

ott St

New

Jerse

y Rail

road

Ave

Jack

son

StCong

ress

St

Gotth

ardt S

t

Marne

St

Alyea St

Lockwood St

Johnson St

Mul

berry

St

Houst

on St

Gob

le S

t

Saint Charles St

Hawkins St

Barba

ra St

Esther St

Oxford St

Warwick StBe

rlin St

St Francis St

Napol

eon St

Clover St

Garden St

Joseph StW

aydell St

Ann S

t

Elm R

d

Vincent StJersey St

Euclid Ave

Mer

chan

t St

Parkhurst St

Rea

d S

t

Herm

on S

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Schalk S

t

Harper St

Richards S

t

Garriso

n St

Lentz Ave

Paci

fic S

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Whe

eler P

oint R

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Fillmore S

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Cortland St

Manufacturers Pl

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Riverview

Pl

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Warwick St

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Bicycle Crash HistoryBicycle Crash (2006-2014)

MAP 2

54 total crashes from 2006 to 2014

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However, the lack of crash clusters does not indicate a lack of a problem. As demonstrated, safety concerns will often deter potential cyclists, thereby reducing the potential for a crash.

The common characteristics of the bicycle crashes in the Ironbound are consistent with trends seen throughout New Jersey and nationally. The vast majority involved males (90%); young people were also frequently involved (33% aged 18-24).

A higher proportion of the crashes occurred at intersections rather than mid-block, compared to the state average (76% vs. 56%). Similarly, a significant proportion of the crashes involved turning vehicles (20% turning left, 9% turning right). This may indicate a need to provide bicycle treatments at intersections to increase awareness and visibility of bicyclists among motorists and guide cyclists through the intersection.

AffordabilityBicycling is a very affordable means of transportation. Nationally, the average annual operating cost of a bicycle is $308, compared to $8,220 for the average car.5 Providing convenient and safe bicycling facilities can help those who cannot afford an automobile and make the choice easier for those who wish to save money by going car free.

EquityThirty-nine percent of households in the Ironbound do not own a car. This compares to 27% of households in the City of Newark overall, and 6.7% statewide.6 Furthermore, many residents are too young to drive; are unable due to age, illness, or disability; are unable or unwilling to afford the costs of owning and operating a car; or for other reasons are simply unable, unwilling, or choose not to drive.

Transportation choices for these residents may include walking, riding a bicycle, taking transit, or carpooling.

Presently, no dedicated bicycle facilities exist within the Ironbound. The absence of clearly marked bicycle routes, demarcated bicycle lanes, or shared-lane markings contributes to a dearth of bicycling for commuting, local access, and recreation. Recent U.S. Census data show that a large proportion of Ironbound residents take non-motorized transportation or transit to work, but very few residents bicycle. For the journey to work, 19% of residents use public transit, 16% of residents walk, but less than 1% of residents bicycle. Overall, a significantly higher proportion of Ironbound residents, as well as the City of Newark as a whole, choose non-motorized transportation than the statewide average.7 The large population of people in the Ironbound neighborhood who do not drive suggests a significant latent demand for more convenient and accessible transportation options, including cycling.

Other demographic factors also suggest that there is demand for cycling infrastructure in the Ironbound. The Ironbound is a diverse neighborhood, with just over one-half of residents identifying as white. Forty-three percent of Ironbound residents identify as Hispanic and roughly 12% are African American.8 The racial mix has shifted considerably in recent years, with a growing Hispanic community.

Bicycling has recently seen significant growth among non-white groups. From 2001 to 2009, cycling rates rose the fastest among African Americans, Hispanics, and Asian-Americans. Those three groups account for a growing share

10

Crashes withInjuries

MV Occupant Injuries

Pedestrian Injuries

Cyclists Injuries

Total Injuries

Before After

514

426

221166

280220

98100

601

484

17%

25%22%

2%

20%

NYC Separated Bicycle Lanes: Before/After Safety Trends (Corridors with 3 Years of Data)

Source: NYC DOT, Protected Bicycle Lanes in NYC, 2014

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undof all bike trips, rising from 16% in 2001 to 21%

in 2009.9 Another study found that Hispanics tend to use bicycles at a greater rate for work-related trips, while whites are more likely to use bicycles for recreation.10 With the marked rise in the Hispanic population in the Ironbound, providing high quality bicycle infrastructure has become even more essential to meet the needs of this growing population.

Health BenefitsBicycling can have many positive health benefits for a community. The national rise in childhood obesity has been shown to be correlated with declining rates of children walking and bicycling to school.11 In response, programs such as Safe Routes to Schools are seeking to improve the built environment and promote walking and biking to and from schools among students and parents. A bicycling network that is built for all users ages and abilities encourages increased physical activity and healthy lifestyles. In addition to the physical health benefits associated with increased physical activity, children who walk or bike to school have also been found to be more attentive and able to concentrate and have mental alertness that is one-half school year more advanced than their counterparts.12

Among adults, bicycle infrastructure encourages wider bicycle usage for utilitarian and commuter trips, integrating physical activity into daily life. Data show that places with a higher percentage of people walking and cycling to work also have a higher share of the population meeting the recommended levels of physical activity and lower rates of obesity, high blood pressure, and diabetes.13

Economic BenefitsBased on the growing availability of data, there is an increasing understanding of the positive economic impact that bicycling can have on a community. Numerous studies have shown that while cyclists tend to spend less per trip than drivers, they also tend to make more frequent trips, pumping more money into the local economy over time. For example, an intercept survey conducted in Seattle found that people arriving to retail stores on foot or bicycle visit more frequently than those who drive and spend more money over the course of a month.14 Data from Portland, OR (shown on the next page) revealed a similar trend.

In New York City, NYC DOT found that, after improvement projects, businesses along corridors with new separated bike lanes had stronger growth in retail sales than the surrounding area, by up to 38%. In one district, commercial vacancies fell by 49% after a separated bicycle lane was installed.15 Additionally, a survey of residents on 1st and 2nd Avenues in the East Village, both home to separated bike lanes, found that bicyclists spent $163 per week on average at local businesses, as opposed to $143 for drivers.16

The many economic benefits of cycling are also demonstrated by the comparatively inexpensive nature of cycling infrastructure: an estimated $30 million in government expenditures could buy one mile of street widening, 20 miles of physically separated cycle tracks, 30 miles of high-quality off-road bike trails, 120 miles of bike boulevards, or 100 miles of sidewalk.17

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Transportation Behavior Parking and congestion are serious issues in the Ironbound neighborhood. Expanding the neighborhoods bicycle infrastructure would provide another transportation choice for residents, visitors, and employees. As an alternative to driving, increasing bicycling ridership could contribute to a reduction in automobile travel and alleviate challenging parking and congestion conditions.

Data from cities throughout the country indicate that the provision of dedicated bicycle facilities can have a significant impact on travel behavior. In New York City, 140 miles of new on-street bicycle facilities, including 30 miles of separated bike lanes, have been added since 2007. This has contributed to a doubling of commuter cycling between 2009 and 2013.18 New separated bicycle lanes on 1st Avenue and Broadway have seen the volumes of cyclists increase by 160% and 108%, respectively.19

Beyond a simple growth in bicycle ridership, installing bicycle facilities has also been shown to have a positive impact on other modes. Cities with high bicycling rates tend to have lower crash rates for all road users. On Stone Way Street in Seattle, a road diet was implemented to reduce the number of travel lanes and install bicycle lanes. After completion of the project, a before/after comparison found that the bicycle volume increased 25%, motor vehicle volume decreased 12-34% on adjacent streets, speeding decreased 80%, and collisions dropped 14%.20

To take advantage of opportunities for future residential and commercial growth, the Ironbound must become more accommodating to all modes of travel. Investments in bicycling infrastructure are necessary for the Ironbound to continue its development as an attractive, safe, and accessible place for newcomers and longtime residents alike.

Notes1. Portland DOT, Four Types of Cyclists, 2006

2. Safe Routes to School, The Decline of Walking and Bicycling, 2004

3. National Association of City Transportation Officials, Urban Bikeway Design Guide, 2012

4. Jacobsen and Rutter, Cycling Safety, 2012

5. Bureau of Labor Statistics, Pocket Guide to Transportation, 2009

6. U.S. Census, 2013 ACS, 5 year estimates



9. Pucher, J. et al., Bicycling Renaissance in North America? An Update and Re-appraisal of Cycling Trends and Policies, 2011

10. Pucher and Renne, Socioeconomics of Urban Travel: Evidence from the 2001 NHTS, 2003

11. Alliance for Biking and Walking, 2012 Benchmarking Report

12. Egelund, N. et al., Mass Experiment 2012

13. Alliance for Biking and Walking, 2014 Benchmarking Report

14. Seattle Department of Economic Development, Neighborhood Business District Access Survey, 2012

15. NYC DOT, The Economic Benefits of Sustainable Streets, 2013

16. Transportation Alternatives, East Village Shoppers Study, 2012

17. Pucher, Shifting Gears 2013 Lecture Series, 2013


19. NYC DOT, Protected Bicycle Lanes in NYC, 2014

20. Seattle DOT, Stone Way N Rechannelization: Before and After Study, 2010

$76

$66

$61$58

Average Monthly Customer Expenditures by Travel Mode in Portland, ORSource: Kelly Clifton et al., Business Cycles: Catering to the Bicycling Market

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City of Newark Master Plan Mobility ElementThe City of Newark Master Plan Mobility Element includes several goals, objectives, and strategies that seek to integrate bicycling into the citys planning efforts. Most relevant is the Mobility Elements goal to: Ensure that Newarks transportation system and future improvements meet the needs of its residents, businesses, and visitors; while promoting local, regional, global connectivity, multi-modal travel choices, economic development, and safe and healthy neighborhoods.

Supportive of this goal are objectives, strategies, and actions to improve conditions for local accessibility, pedestrians, and bicyclists, including: connecting neighborhoods to one another and to the various employment, recreation, entertainment, and waterfront destinations within the City; creating a city-wide bicycle network that connects neighborhoods, parks, and the waterfront; and developing a bike facility plan and design guidelines. This approach clearly defines the importance of local and regional connectivity

and the role that bicycles will play in achieving they Citys planning goals.

The Mobility Element also outlines a future City-wide bicycle network, including potential on-street bicycle routes in the Ironbound.

Several of the bicycle facility actions outlined in the Mobility Element goal have already been accomplished, including completion of the Irvine Turner Boulevard, Mount Prospect Avenue, and Dr. Martin Luther King Jr. Boulevard bikes lanes. These completed actions demonstrate Newarks commitment to improving bicycle accessibility City-wide and achieving the goals, objectives, and actions of the Mobility Element.

The BIKEIRONBOUND Plan will further advance the bicycle network goals of the Newark Master Plan Mobility Element. The plan will enhance bicycle connections within the neighborhood and to key destinations in the City and develop design guidelines that can be adapted City-wide.

STRATEGIES AND ACTIONS

NEWARK MASTER PLAN

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MOBILITY

NEWARK MASTER PLAN

Newarks Master Plan

Volume 1

Our City Our Future

1.4 Connection to Previous PlansThree planning documents have guided the decision to develop a comprehensive bicycle circulation plan for the Ironbound. These documents include the City of Newark Master Plan Mobility Element, the City of Newark Complete Streets Policy and Guidelines, and the Newark Pedestrian and Bicycle Safety Action Plan.

Each of these documents stresses the importance of safely accommodating bicycling as part of a comprehensive multi-modal transportation network within Newark. Removing cars from the road will reduce emissions and improve air quality while concurrently reducing parking demand and congestion. Further, encouraging active transportation modes promotes exercise, improving public health.

Formalizing a network of bicycle facilities within the Ironbound will encourage greater use of the bicycle as a mode of transportation as bicycle travel becomes safer, more efficient, and more enjoyable.

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City of Newark Complete Streets Policy and GuidelinesThe creation of a City of Newark Complete Streets Policy, and corresponding Newark Complete Streets Design Guidelines and Implementation Plan, is the fulfillment of a strategy of the Master Plan. The Complete Streets policy states that Newark is committed to creating streets and intersections that are safe for all users and travel modes. The policy lists as one its goals the need to create a comprehensive, integrated, connected, multi-modal network by facilitating connections to bicycling and walking trip generators such as employment, education, residential, recreational, and public facilities, as well as retail and transit centers.

BIKEIRONBOUND advances this goal. The plan emphasizes strengthening the connection to important Newark trip generators, including employment centers and transit centers. Safety will be enhanced by designating exclusive on-street bicycle facilities or clearly marking bicycle routes, which will contribute to increased driver awareness of bicyclists.

Newark Pedestrian and Bicycle Safety Action PlanThe Newark Pedestrian and Bicycle Safety Action Plan has developed recommended corridor and intersection improvements throughout Newark, including the Ironbound. The NJTPA and the City of Newark completed this federally-funded project because the Federal Highway Administration identified Newark as a Pedestrian Focus City, meaning the city has one of the highest rates of pedestrian fatalities in the country. Given this revelation, the city determined it was imperative to reduce the frequency and severity of pedestrian and bicycle crashes.

The BIKEIRONBOUND plan will advance the overall safety goals and build upon the recommendations of the Newark Pedestrian and Bicycle Safety Action Plan, while also addressing specific bicycle safety improvements within the Ironbound.

DRAFT

CITY OF NEWARK PEDESTRIAN AND BICYCLE

SAFETY ACTION PLAN DECEMBER 2015

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1.5 Projects Underway

Newark Waterfront ParkThe City of Newark released Newarks River: Public Access and Redevelopment Plan in 2013. This plan outlines the Citys strategy to construct a park along a five-mile section of the Passaic River from the Ironbound neighborhood to Clay Street, north of the Broad Street Train Station.

The City opened Segment 1 of the park near Brill Street in the Ironbound neighborhood in 2009. In 2013, the City finished and opened Segment 2 of the park in the Ironbound neighborhood from Somme Street to Van Buren Street. This section is shown in the photo above.

The Public Access and Redevelopment Plan updated Newarks municipal development regulations along the river to facilitate the creation of valuable urban public spaces, setting the stage for completion of the park.

Once complete, the full Newark Riverfront Park will not only provide the Citys residents and visitors with a unique recreational

amenity, but the park will also enhance access and mobility within and between the downtown and Ironbound neighborhoods. The BIKEIRONBOUND Plan seeks to maximize this benefit for residents by improving access and wayfinding to the Newark Riverfront Park.

Plan for Segment 2 of the Newark Riverfront Park

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undMcWhorter Street

Segment 1: Ferry St to Walnut St(completed: December 2015)

Segment 2: Walnut St to Johnson St(expected completion: 2016)The City of Newark has installed a one-way bicycle lane on McWhorter Street. McWhorter is a one-way street with parking on both sides. This bicycle lane is the first in the Ironbound neighborhood and sets the stage for future bicycle improvements, as recommended in the BIKEIRONBOUND Plan.

Walnut S

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East Ferry Street(expected completion: 2016)In addition to the McWhorter Street bicycle lane, the City of Newark will also be installing bicycle lanes on East Ferry Street, in both directions of traffic. East Ferry Street is a two-way street. The map to the right indicates the path of the bicycle lanes on East Ferry Street. The western sections of Ferry Street will have shared-lane markings, establishing a bicycle route to Penn Station.

SEG 1

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Public involvement is a key component of any successful planning process. The goal of the BIKEIRONBOUND public involvement process is to engage a broad and diverse group of residents, organizations, and leaders in order to develop a plan that reflects the priorities and interests of infrequent and potential riders, as well as avid existing users of the system.

To achieve this goal, the City of Newark developed a multi-tiered strategy for engaging the public. To guide the planning process, a Local Steering Committee was assembled. The purpose of this committee was to guide and inform the planning process on an on-going basis.

Public meetings provide the opportunity for public input and comment throughout the planning process. One public meeting was held in the existing conditions and data collection phase. Two additional public meetings were held to gather comments on the draft bicycle network and draft final plan. Throughout the planning process, an online interactive mapping tool has given any member of the public the ability to provide comments and feedback.

Finally, additional meetings were held with smaller focus groups, including the Brick City Bicycle Collective and the Ironbound Community Corporation.

02Public Involvement

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2.1 Local Steering CommitteeThe steering committee includes representatives from the City of Newark Division of Traffic and Signals, the City Council and Mayors Office, the Police Department, New Jersey Transit, the Ironbound Community Corporation, the Ironbound Business Improvement District, the Tri-State Transportation Campaign, NJ Bike and Walk Coalition, Newark Community Economic Development Corporation (CEDC), and community leaders. The group met formally on three occasions to discuss the project:

Kick-off Meeting: May 13, 2015 The Steering Committee met at the Ironbound Little City Hall to discuss the goals and objectives of the study and gather preliminary local input on major bicycle issues in the City.

Review of Proposed Routes: September 23, 2015 The Steering Committee met at the Ironbound Community Corporation building at 317 Elm Street to review the proposed bicycle network for the Ironbound neighborhood. The Committee provided input on the bicycle network that would be presented to the public.

Review of Draft Final Plan: February 25, 2016The Steering Committee met at the Ironbound Little City Hall to review the draft final BIKEIRONBOUND plan and discuss coordination of proposed improvements with other ongoing and upcoming planning initiatives in the neighborhood.

2.2 Public Meetings

Meeting #1: July 15, 2015A public meeting was held at the Prospect Street Firestation to gather input from the community on desired bike routes and infrastructure. Approximately 30 people attended the meeting, where there was a lively discussion on what the community expects from the BIKEIRONBOUND plan. Attendees marked up maps to indicate where separated bicycle facilities are desired as well as problem areas in the neighborhood. There was strong support in the meeting for adding dedicated bicycle facilities in the Ironbound neighborhood as a way to make cycling more comfortable and safe for all users.

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Meeting #2: November 16, 2015A public meeting was held at the Prospect Street Firestation to review the proposed bicycle network. Approximately 35 people attended the meeting. A presentation was given to review the study process and present concepts for bicycle facility types as well as the proposed network. Following the presentation, there was a question and answer session and then an informal open-house where attendees could discuss and comment on various aspects of the study with members of the project team. Attendees of the meeting demonstrated support for the plan while offering feedback on a few additional routes and locations for bicycle parking. Attendees included residents of the Ironbound neighborhood, and representatives of the City of Newark and the Ironbound Community Corporation, among others.

Meeting #3: February 25, 2016A public meeting was held at the Prospect Street Firestation to review the draft final BIKEIRONBOUND plan. Approximately 20 people attended the meeting where a presentation was given to review the outreach and analysis the project team used to develop the plans recommendations, as well as the proposed Ironbound bicycle network, connections to downtown and transit, and pilot projects. Following the presentation, attendees asked questions and discussed plan specifics with members of the project team.

2.3 Focus Groups

Brick City Bike Collective: June 30, 2015A focus group meeting was held with the Brick City Bike Collective on June 30, 2015. Approximately 12 people attended the meeting and provided input on desired bicycle routes and outcomes from the BIKEIRONBOUND plan.

Ironbound Community Corporation: August 26, 2015Members of the project team met with representatives of the Ironbound Community Corporation at their building on 317 Elm Street to review and refine proposed bicycle network recommendations.

22 BIKEIRONBOUND

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2.4 WikiMapAn online WikiMap was set up to allow members of the community and interested parties the ability to provide input and comment throughout the life of the BIKEIRONBOUND planning process.

The WikiMap asked users to indicate where corridor and spot improvements are needed, where conditions are problematic, where there is existing bike parking and where bike parking is desired, and other comments.

The WikiMap was open for comments from June to December 2015. Approximately 90 users logged onto the site and generated 115 comments. The WikiMap results were used throughout the BIKEIRONBOUND planning process to identify locations and issues important to the public.

Among the issues identified via the WikiMap were:

Lack of bicycle parking at key destinations (Ferry Street, retail centers, parks, and schools)

Lack of suitable northbound routes Raymond Boulevard and South Street considered

problem corridors

Lack of quality connections for Newark Penn Station

Screenshot of WikiMap as seen on November 19, 2015

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The BIKEIRONBOUND Plan aims to develop a bicycle network that serves all of the neighborhoods residents, efficiently and conveniently connecting people with destinations. Measures of existing bicycle usage, such as bicycle counts, while providing a good baseline to track ridership, do not necessarily fully reflect the potential demand, or latent demand, for bicycle facilities. Counts do not capture those residents, employees, visitors, and customers who would be more interested in bicycling if appropriate facilities were available the interested but concerned cyclists who compose approximately 60% of the population.

Bicycle demand is influenced by a variety of factors, including the locations of population centers, jobs, key destinations, and demographic factors. In order to quantify this latent demand, BIKEIRONBOUND includes a comprehensive bicycle demand analysis. The analysis helps demonstrate the need for bicycle accommodations, identify potential routes, and guide the development of a bicycle network.

The following sections summarize and illustrate the different components of the analysis, as well as the final output. To account for demand associated with origins and destinations located outside of the Ironbound, the analysis includes the entire city of Newark, as well as the adjacent municipalities of Harrison and East Newark.

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3.1 Population DensityAn objective of the bicycle network is to connect residents from where they live to where they need to go. Residential neighborhoods are the origin for many trips, whether by foot, bike, transit, or car. An analysis of population density identifies the most populous neighborhoods of Newark, indicating higher potential bicycle demand. In addition to identifying the greatest concentrations of potential bicyclists, denser neighborhoods and development patterns are also more conducive and more convenient for alternative modes of transportation including walking, cycling, or transit.

As illustrated above, the Ironbound stands out as one of the denser neighborhoods of Newark (2010 U.S. Census data). Residential areas appear dispersed throughout the majority of the Ironbound, with lower population densities to the east and around the periphery, which tend to have more industrial land uses.

3.2 Job DensityWhile residential areas are a generator of trips, employment areas are a major trip attractor, or destination. An analysis of job density data (2012 U.S. Census data) identifies the large employment hubs within Newark, indicative of significant destinations for bicycle trips.

As shown in the map above, the downtown area of Newark has the highest concentration of jobs within the City, suggesting a high demand for bicycle connections from residential areas in the adjacent Ironbound to downtown. Within the Ironbound itself, higher concentrations of jobs are located around Ferry Street, as well as industrial areas to the east and south.

27

3.3 Key Destinations In addition to employment areas, other major destinations for bicycle trips include:

Schools Universities Parks Commercial areas (shops, restaurants, etc.) Train stations (NJ TRANSIT, PATH, light rail) Bus stops

The locations and concentrations of these destinations indicate areas of higher demand for bicycle use (illustrated in the map above).

3.4 Equity FactorsSocio-economic factors can also indicate areas of higher potential demand or need for bicycle facilities. Using available U.S. Census data, the demand analysis (shown above) included:

Under 18 population Households without automobile access Low-income population (income

28 BIKEIRONBOUND

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3.5 Composite Bicycle DemandThe different factors of the bicycle demand analysis were aggregated at the U.S. Census block level, and demographic factors were normalized to the block area to account for differences in block size. As illustrated in the table below, each factor was assigned a weight to give greater heft to different factors and balance factors that represent or are associated with trip generators (origins) and those that represent trip attractors (destinations).

The total bicycle demand including all of Newark and adjacent communities is illustrated in the map to below. Relative to the rest of the City, the Ironbound has a consistently high demand for bicycling throughout much of the neighborhood. The map demonstrates the need for bicycle facilities within the Ironbound and the importance of establishing a robust network both within the neighborhood and connecting to major destinations elsewhere in the City. Other areas of high demand in Newark include the vicinity of universities (Rutgers-Newark, NJIT), as well as neighborhoods located in the north and far west of the City.

Map 3, on the opposite page, illustrates bicycle demand within the Ironbound itself. Areas of moderate to high demand are located throughout the neighborhood, and represent important nodes to link with the proposed bicycle network. Areas with high demand include the commercial district surrounding Ferry Street and Five Corners, in the vicinity of East Side High School, surrounding East Kinney and Oliver Streets, a neighborhood to the southeast, and a mixed-use node to the east in the vicinity of Hawkins Street.

Bicycle Demand Input WeightsFactor Weight

Population Density 18%

Job Density 18%

Key Destinations 35%

Schools 4%

Universities 8%

Parks 4%

Commercial 8%

Bus Stops 3%

Train Stations 8%

Equity Factors 29%

Under 18 6%

No Car Access 8%

Income < 125% Poverty 5%

Bike to Work 6%

Walk or Transit to Work 4%

Ferry St

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Bicycle Demand

Low

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Bicycle demand includes the following factors:- Population Density- Employment Density- Key Destinations - Schools, Universities, Parks, Businesses - Transit- Demographics and Equity Factors - Young people; low income; no access to a car; commute by bike, foot, or transit

MAP 3

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The roadway network in the Ironbound is characterized by a strong grid pattern and numerous one-way streets (particularly running north and south in the neighborhood). All the roads in the Ironbound neighborhood are owned and maintained by the City, with most servicing predominantly local traffic. However, a few roads within the neighborhood (including Raymond Boulevard and Market Street in the north) carry significant volumes of traffic through the neighborhood between highways to the east and downtown Newark and other points west.

The existing roadway network was analyzed to assess what levels of stress or roadway conditions cyclists within the Ironbound neighborhood currently experience, as well as to evaluate the potential application of different bicycle infrastructure treatments. The project team gathered data on all the streets in the Ironbound through a combination of City records, field work, public input, and other means.

The data guided the analysis of the entire roadway network to determine its Bicycle Level of Traffic Stress (LTS), a metric used to measure a cyclists comfort level on a given roadway. This analysis helps guide the planning process by demonstrating where focused improvements might have the biggest impact.

The roadway data was also used to determine the typical cross sections of Ironbound streets. These cross sections are a critical factor in determining where and what potential bicycle infrastructure improvements might be appropriate.

04Existing Network

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4.1 Bicycle Level of Traffic StressBicycle Level of Traffic Stress (LTS) is a metric used to measure a cyclists potential comfort level given the current conditions of the roadway. Different bicyclists have different tolerances for stress created by volume, speed, and proximity of automobile traffic. The LTS metric is based on the Dutch concept of low-stress bicycle facilities, which has proven influential in the advancement of bicycle planning in the United States.

In general, lower stress facilities have increased separation between cyclists and vehicular traffic and/or have lower speeds and lower traffic volumes. Higher stress environments generally involve cyclists riding in close proximity to traffic, multi-lane roadways, and higher speeds or traffic volumes.

Four levels of traffic stress were used to evaluate the Ironbound streets:

Level of Stress 1: the level most users can tolerate (including children and seniors)

Level of Stress 2: the level tolerated by most adults

Level of Stress 3: the level tolerated by enthusiastic riders who might still prefer dedicated space

Level of Stress 4: the level tolerated by the most experienced riders

A detailed look at the criteria used to determine LTS can be found in Appendix A.

The LTS was evaluated for all roads in the Ironbound. The resulting output is shown in Map 4 on the following page As shown in Map 4, there are very few Level of Stress 1 streets, or streets that most users can tolerate (including children and seniors). The vast majority of roads in the Ironbound are classified as Level of Stress 2, which means that most adults would be comfortable riding on these streets. However, many of the most stressful

roads surround the neighborhood, creating barriers to low stress cycling.

For example, within the Ironbound neighborhood itself, Raymond Boulevard is classified as a Level of Stress 4 roadway, only appropriate for the most experiences riders. Market Street, just south of Raymond, is classified as Level of Stress 3, only tolerated by enthusiastic and more experienced riders. These

Four levels of traffic stress:The level of traffic stress analysis categorizes streets based on four levels. These level of stress categories, discussed below, were determined through significant research in the Netherlands, and adapted for the United States by researchers at Northeastern University.

1 - Most UsersSuitable for almost all cyclists, including children. On LTS 1 links, cyclists are either physically separated from traffic, in an exclusive bicycling zone next to slow traffic, or on a shared-street with a low speed differential.

3 - Enthusiastic RidersWelcoming level for many people currently riding bikes in this country. Cyclists either ride in an exclusive on-street lane next to moderate speed traffic or on shared lanes on non-multi-lane streets.

4 - Experienced RidersSuitable only for the most experienced riders or not suitable for any riders. Roadway is characterizes by high travel speeds, multiple lanes, and/or are lacking in dedicated bicycle facilities.

2 - Most AdultsSuitable for most adults, but demands more attention than might be expected from children. Similar cross sections to LTS 1 but with more likeliness for interaction with motor vehicles.

Newark Penn Station

Ferry St

Market St

South St

Elm St

Adam

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Walnut St

Mcca

rter H

wyRaymond Blvd

Chestnut St

Lafayette St

Oliver St

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kwy

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Bure

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Emmett St

E Kinney St

Murray St

Brill St

Malvern St

Wilson Ave

Pula

ski S

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Thomas St

Ave

CMiller St

Astor StPo

lk S

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Edison Pl

Clifford St

Rome

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Niagara St

Main St

Foundry St

Unio

n St

Lister A

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Tichenor St

Kossu

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New York Ave

Monr

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Pennington St

Jabez

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Wright St

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Chapel St

Christie St

Madi

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Vesey St Lang S

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Johnson St

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Saint Charles St

Hawkins St

Barba

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Esther St

Oxford St

Warwick StBe

rlin St

St Francis St

Napo

leon S

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Clover St

Garden St

Joseph StW

aydell St

Ann S

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Elm Rd

Vincent StJersey St

Euclid Ave

Mer

chan

t St

Parkhurst St

Rea

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Herm

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Schalk St

Harper St

Richards St

Garriso

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Bicycle Level of Traffic StressLevel of Stress 1

Level of Stress 2

Level of Stress 3

Level of Stress 4

MAP 4

34 BIKEIRONBOUND

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roadways create a barrier and significantly limit east-west cycling and connectivity to Newark Penn Station and prevent LTS 1 or 2 connections to the train station.

Connectivity is further limited by McCarter Highway (NJ-21), which bounds the western border of the neighborhood, paralleling the rail line, and is a Level of Stress 4 roadway. Limited access highways are not included in the stress analysis because they are not suitable (and often not legal) places for cycling. While NJ-21 is given a LTS of 4 in this analysis, the roadway shares many characteristics with a limited access highway and could reasonably be considered an inhospitable place for cycling.

Raymond Boulevard and Market Street are also shown on the map beyond the border of the Ironbound. These are both Level of Stress 4 roadways in downtown Newark.

The LTS metric measures the bicycle network from the perspective of the user. As such, the metric accounts for the ability of a user to move from one point to another unimpeded by higher stress environments. Therefore, the stress analysis accounts for the change in stress level a user might encounter at an intersection. For example, if a user was riding on a road with a stress level of 1 but desired to cross a road with a stress level of 4, the trip would no longer be considered low stress. High stress roads, often arterials and primary connectors, can reduce bicycle connectivity, impeding a users ability to travel to a desired destination, and discouraging wider cycling use. This intersection effect can be seen most prominently near Market Street and Raymond Boulevard, where difficult crossings can transform a low stress roadway to a high

stress roadway. A traffic signal can help reduce this effect, as it has at a number of these roadway links.

The figure above demonstrates the level of traffic stress for Ironbound roads, starting from LTS 1 and adding each additional level incrementally. This graphic further demonstrates that the majority of the Ironbound might be comfortable for adult users

(not children or seniors), but many destinations within the Ironbound and beyond (particularly Newark Penn Station, downtown Newark, and the connection to Harrison) are not accessible for a level of stress 1 or 2 user. One goal of this plan is to provide low-stress bike connections the destination by addressing key deficiencies on high stress roadways.

Level of Traffic Stress Tiers

LTS 1 Only LTS 1 and 2

LTS 1, 2 and 3 All LTS

36 BIKEIRONBOUND

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etwork

4.2 Roadway Cross SectionsAs part of the analysis of the existing roadway network in the Ironbound, the ten most common roadway cross sections were identified (shown in the table to the right). These cross sections do not include roadway width, which is too variable to create discrete groupings. The widths, along with the cross section information, helped determine potential bicycle treatments throughout the Ironbound.

The factors that were used to determine typical roadway cross sections included direction of travel, presence and sides of the street with parking, number of lanes, and the land use context. For the context the project team looked at the land use mix on every street (e.g., residential, commercial, industrial, or mixed-use) to determine whether the street could be characterized as residential or non-residential. Streets were characterized as residential if this was the predominant land use and non-residential if there was more than a handful of non-residential uses. Streets that could be characterized as residential in one segment and non-residential in another were identified where appropriate.

Map 5 on the following page shows the locations of these typical roadway cross sections in the Ironbound. The three most common cross sections are shown discretely, with the remaining streets categorized as Other Multi-Lane and Other Single-Lane.

As shown in the table to the right, the most typical roadway cross section in the Ironbound

is a non-residential, two-way street with parking on both sides and one lane in either direction. There are 18.8 miles of this street type, which is shown in orange on Map 5 on the following page.

The second most typical cross section is a non-residential, one-way street with parking on both sides and one travel lane. There are 14.1 miles of this street type, which is shown in light blue on Map 5.

These two cross sections are by far the most typical in the Ironbound, accounting for 67% of total roadway miles in the neighborhood.

Typical Roadway Cross Sections in the Ironbound

Number of Miles Direction Parking Lanes Context

18.8 Two-Way Both Sides Single Lane Non-Residential

14.1 One-Way Both Sides Single Lane Non-Residential

3.9 One-Way Both Sides Single Lane Residential

1.9 Two-Way Both Sides Single Lane Residential

1.8 Two-Way No Parking Single Lane Residential

1.8 One-Way Both Sides Multi Lane Non-Residential

1.3 One-Way No Parking Multi Lane Non-Residential

1.1 One-Way No Parking Single Lane Residential

0.7 Two-Way No Parking Multi Lane Residential

0.4 One-Way One Side Single Lane Non-Residential

Newark Penn Station

Ferry St

Market St

South St

Elm St

Adam

s St

Walnut St

Mcca

rter H

wyRaymond Blvd

Chestnut St

Lafayette St

Oliver St

Jeffe

rson

St

Gene

ral Pu

laski S

kwy

Van

Bure

n St

Emmett St

E Kinney St

Murray St

Brill St

Malvern St

Wilson Ave

Pula

ski S

t

Thomas St

Ave

CMiller St

Astor StPo

lk St

Edison Pl

Clifford St

Rome

St

Mc W

horte

r St

Magazine St

Niagara St

Main St

Foundry St

Unio

n St

Lister Av

e

Som

me

St

Fleming A

ve

Tichenor St

Kossu

th St

New York Ave

Monr

oe S

t

Pennington St

Jabez

St

Wright St

Brue

n St

Chapel S

t

Christie St

Madis

on S

t

Albert Ave

Vesey St Lang S

t

Wall St

Pros

pect

St

Ave

A

Darcy

StM

ott St

New

Jerse

y Rail

road

Ave

Jack

son

StCong

ress

St

Gotth

ardt S

t

Marne

St

Alyea St

Lockwood St

Johnson St

Mul

berry

St

Houst

on St

Gob

le S

t

Saint Charles St

Hawkins St

Barba

ra St

Esther St

Oxford St

Warwick StBe

rlin St

St Francis St

Napol

eon St

Clover St

Garden St

Joseph StW

aydell St

Ann S

t

Elm R

d

Vincent StJersey St

Euclid Ave

Mer

chan

t St

Parkhurst St

Rea

d S

t

Herm

on S

t

Schalk S

t

Harper St

Richards S

t

Garriso

n St

Lentz Ave

Paci

fic S

t

Whe

eler P

oint R

d

Fillmore S

t

Cortland St

Manufacturers Pl

Hanove

r StSum

o VI

llage

Ct

Riverview

Pl

Garris

on St


Warwick St

BIKEIRONBOUND

0 0.50.25Miles

Roadway Cross SectionParking 2 Sides, 2-Way, Non-Res, 1-Lane

Parking 2 Sides, 1-Way, Non-Res, 1-Lane

Parking 2 Sides, 1-Way, Res, 1-Lane

Other Multi-Lane

Other Single-Lane

Newark BuildingsCommercial/Industrial

MAP 5

38 BIKEIRONBOUND

Existing N

etwork

Typical Roadway Cross SectionSingle-Lane, Non-Residential, Two-Way, Parking

This cross section is the most typical in the Ironbound, accounting for about 18.1 miles of

roadway. Average width of this cross section is 36'

(56 max/ 29 min)

Ferry Street

39BIKEIRONBOUND

Exi

stin

g N

etw

ork

Typical Roadway Cross SectionMulti-Lane Non-Residential One-Way No Parking

This cross section is the second most typical in the Ironbound, accounting for about 14.1 miles of roadway. Average width of this cross section is 30 (52 max/ 28 min)

Prospect Street

41

The BIKEIRONBOUND Plan seeks to create a standardized program of bicycle treatments that can be implemented throughout the Ironbound neighborhood. These treatments fit various contexts and purposes and aim to make bicycling in the Ironbound safer, more comfortable, and more desirable. The design treatments recommended in this chapter utilize guidance from NACTOs Urban Bikeway Design Guide, NACTOs Urban Streets Design Guide, and FHWAs Separated Bike Lane Planning and Design Guide. Design treatments were chosen that are easily implementable and fit the context of the Ironbound neighborhood. These guides provide more detailed information that might be necessary to implement the preferred bicycle treatments outlined in this chapter, and should be consulted if needed.

This chapter features six design treatments, with additional guidance given for one-way and two-way streets:

Bicycle Lane Buffered Bicycle Lane Separated Bicycle Lane Two-way Separated Bicycle Lane Shared-Lane Markings Bicycle Boulevard

05Bicycle Facilities

42 BIKEIRONBOUND

Bicycle Facilities

Bicycle Lane (Two-Way Street)

DescriptionBicycle lanes are used to provide an exclusive space for bicyclists through the use of pavement markings and signage. Bicycle lanes are intended for one-way travel and are typically used on both sides of a two-way street (see below) and on one side of a one-way street (see following page). Bicycle lanes enable bicyclists to ride at their preferred speed, free from interference from motorists. Bicycle lanes help facilitate predictable behavior between bicyclists and motorists. Bicyclists may leave the bicycle lane to pass other bicyclists, make left turns, or avoid obstacles and conflicts. Motorists may pass through the bicycle lane to access parking or make other turning movements, but they may not stand or park in the lane.

DimensionsThe desirable bike lane width adjacent to parking is 7. The minimum width permitted is 5

When placed next to a parking lane, the desirable reach from the curb face to the edge of the bike lane is 14.5 Wherever possible, minimize parking width in favor of increased bike lane width.

The desired width for parking lanes in the Ironbound is 8 (9 maximum)

The desired width for travel lanes is 10 11

Design and Use Bicycle lanes are recommended on streets with a

posted speed limit of 25 or 30 MPH

Where additional space is available, consider providing a buffered bicycle lane (see page 46)

On constrained corridors with high parking turnover, consider including pavement markings to guide bicyclists out of the door zone of parked vehicles

Bicycle lane striping should use the following standards: 6- to 8-inch solid white line next to the travel lane, and 4-inch solid white line next to the parking lane

A

A

B

B

D

D

C

C

Minimum Cartway WidthsWithout parking: 30

With parking on one side: 38

With parking on two sides: 4642

43BIKEIRONBOUND

Bic

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Bicycle Lane on Two-Way Street, Irvine Turner Boulevard, Newark, NJ

44 BIKEIRONBOUND

Bicycle Facilities

Bicycle Lane (One-Way Street)

DescriptionThe preferred location for bicycle lanes on a one-way street is on the left-side of the roadway. Left-side bicycle lanes can result in fewer conflicts between bicyclists and motor vehicles, particularly on streets with heavy right-turn volumes or frequent bus stops. Left-side bicycle lanes can also increase the visibility of bicyclists to motorists at intersections. On one-way streets with parking on the right side, a left-side bicycle lane will result in fewer conflicts with parked cars. Additionally, on one-way streets with parking on both sides, bicyclists riding on the left will have fewer conflicts with car doors opening on the passenger side.

DimensionsThe desirable bike lane width adjacent to parking is 7. The minimum width permitted is 5.

When placed next to a parking lane, the desirable reach from the curb face to the edge of the bike lane is 14.5. Wherever possible, minimize parking width in favor of increase bike lane width.



Design and Use Left-side bicycle lanes have the same design

requirements as right-side bicycle lanes

Left-side bicycle lanes are recommended on most one-way streets

On one-way streets where there is a dramatically higher frequency of left turns to right turns, a right-side bicycle lane might be the appropriate treatment

Left-side placement might not be appropriate on streets that transition from one-way to two-way

A

A

B

B

D

D

C

C




45BIKEIRONBOUND

Bic

ycle

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s

Bicycle Lane (One-Way Street)

Bicycle Lane on Two-Way Street, Dr MLK Jr. Boulevard, Newark, NJ

46 BIKEIRONBOUND

Bicycle Facilities

Buffered Bicycle Lane (Two-Way Street)

DescriptionBuffered bicycle lanes are conventional bicycle lanes that are paired with a marked buffer space separating the bicycle lane from the adjacent motor vehicle travel lane. While buffers are typically used between bicycle lanes and travel lanes to increase bicyclist comfort, they can also be used between bicycle lanes and parking lanes where there is high parking turnover to discourage cyclists from riding too close to parked vehicles, decreasing the risk of conflicts with drivers opening their car door.

DimensionsThe preferred (and minimum) width of a buffered bicycle lane adjacent to parking is 5

The preferred width of a buffer is 3 (minimum 1.5)



Design and Use Buffered bicycle lanes are appropriate on streets with

a posted speed limit between 25 - 35 MPH

Where only one buffer can be installed on a constrained corridor with on-street parking, the buffer should typically be placed between the bicycle lane and travel lane

Buffer striping should use the following standards: 6- to 8-inch solid white line next to the travel lane, and 4-inch solid white line next to the parking lane

Buffer striping should have interior diagonal cross hatching or chevron markings if 3-feet in width or wider

A

A

B

B

D

D

C

C




47BIKEIRONBOUND

Bic

ycle

Fac

ilitie

s

Buffered Bicycle Lane (Two-Way Street)

Other Design ConsiderationsBuffer Types - Striping

6 to 8 inches

Travel Lane Side

Cross Hatch Distance Buffer Width

10 to 40 ft3 ft min

Bike Lane Side

4 inches

Option 1: Cross Hatching (preferred)

6 to 8 inches

6 to 8 inches

Buffer Width1.5 ft min

Option 3: Parallel Lines

Buffer Width3 ft minStriping Angle

30 to 45 degrees

Option 2: Chevron

BenefitsBuffered bicycle lanes provide additional separation between bicyclists and motor vehicles. Buffers provide space for bicyclists to pass one another without encroaching into the adjacent motor vehicle travel lane. The buffer encourages bicyclists to ride outside of the door zone when the buffer is placed between the bicycle lane and the parking lane.

Buffered bicycle lanes increase the perception of safety on the roadway and therefore encourage increased bicycle use. According to a 2011 Portland State University Study, cyclists indicated that they feel a lower risk of being doored in a buffered bicycle lane, nearly nine in ten cyclists preferred a buffered lane over a conventional lane, and seven in ten indicated that they would go out of their way to ride in a buffered lane rather than a conventional lane.

ApplicationsWhere existing cartway width allows, buffered bicycle lanes should be considered anywhere a conventional bicycle lane is recommended, particularly on streets with high travel speeds and volumes or on-street parking. On streets with extra width and on-street parking, a second buffer should be considered between the bicycle lane and the parking lane.

48 BIKEIRONBOUND

Bicycle Facilities

Buffered Bicycle Lane (One-Way Street)

DescriptionBuffered bicycle lanes on a one-way street should follow the same guidelines as one-way conventional bike lanes. Buffered bicycle lanes on a one-way street should be placed on the left-side of the roadway when possible and follow the same guidelines for right-side buffered bicycle lanes.

DimensionsThe preferred (and minimum) width of a buffered bicycle lane adjacent to parking is 5

The preferred width of a buffer is 3 (minimum 1.5)



Design and Use On wide one-way streets with a buffered bicycle lane,

consider adding a buffer to the opposite side parking lane to further narrow the motor vehicle lanes and encourage lower travel speeds

A

A

B

B

D

D

C

C

Minimum Cartway WidthsWithout parking: 16.5

With parking on one side: 24.5

With parking on two sides: 32.548

49BIKEIRONBOUND

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Buffered Bicycle Lane on One-Way Street, Washington Street, Newark, NJ

50 BIKEIRONBOUND

Bicycle Facilities

Separated Bicycle Lane (Two-Way Street)

DescriptionSeparated bicycle lanes are bikeways that are at street level and use a variety of methods for physical separation from passing traffic. Unlike a conventional or buffered bike lane, a separated bicycle lane provides vertical separation to prevent encroachment, improve safety, and deter double-parking. The separation of the bicycle lane from motor vehicle traffic makes a separated bicycle lane more attractive for bicyclists of all levels and ages. Separated bicycle lanes also have a reduced risk of dooring compared to conventional bicycle lanes.

DimensionsThe preferred width of a separated bicycle lane is 6. The minimum width permitted is 5.

The preferred and minimum width of the designated buffer is 3

The minimum width between any vertical separation and the curb is 7



Design and Use Separated bicycle lanes should be used along streets

with high motor vehicle volumes and/or speeds

Separated bicycle lanes should be designed to allow bicyclists to pass other bicyclists

Typical forms of separation include removable or permanent bollards, raised curb, or planters (see following page)

Where on-street parking is present, the parking lanes should be located adjacent to the travel lane, creating a physical separation for the bicycle lane

Parking should be prohibited near intersections to increase the visibility of bicyclists

A

A

B

B

DE

D

E

C

C




51BIKEIRONBOUND

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Separated Bicycle Lane (Two-Way Street) Vertical Separation Options BenefitsSeparated bicycle lanes encourage increased

bicycle use among users who do not like riding with traffic. According to a 2015 study by Portland State University, protected (or separated) bike lanes increase the number of American adults who say they would be very comfortable biking on the road from 9 percent to 29 percent. This compares to 12 percent of adults who say theyd be very comfortable biking on a street with a painted bike lane, but no physical separation.

ApplicationsSeparated bicycle lanes are preferred treatments on streets with on-street parking, frequent parking turnover, high traffic volumes or speeds, and along streets with high bicycle volumes. Separated bicycle lanes might not be feasible on streets with frequent intersections or driveways. Where separated bicycle lanes are feasible, they are the preferred design option.

Other Design Considerations

Tubular Markers / Bollards

Movable Planters

Raised Curb

5%0% 10% 15% 20% 25% 30%

no bike lane

painted bike lane

protected bike lane

Percent of U.S. adults who feel very comfortablebiking on a four-lane

Bike Ironbound

Documents