- FTA-NJ-980348- FDsup v. 1
SUPPLEMENTAL DRAFT
ENVIRONMENTAL IMPACT STATEMENT
FOR THE
NEWARK - ELIZABETH RAIL LINK - ELIZABETH SEGMENT
VOLUME
EGEIVE
DI
JUL 18 2003
030339
FEDERAL TRANSIT
ADMINISTRATION
NEW YORK, NEW YORK
AND
NEW JERSEY TRANSIT
NEWARK, NEW JERSEY
NEWARK
PREPARED BY:
URS, Corp.
NEWARK, NEW JERSEY
ELIZABETH
JUNE, 2003
TRANSIT
U.S. Department
of Transportation
Federal Transit
N
Administration
[
SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT
NEWARK - ELIZABETH RAIL LINK - ELIZABETH SEGMENT
-
City of Elizabeth
Union County
New Jersey
NORTHWESTERN UNIVERSIT!
LIERAY
JUL 31 2003
Prepared by:
U.S. Department of Transportation
Federal Transit Administration
and
New Jersey Transit Corporation
Newark, New Jersey
TRANSPORTATION
Pursuant to: The National Environmental Policy Act (NEPA) of 1969 as amended, 41 USC 94332(2)(C);
the regulations of the Council on Environmental Quality, (CEQ), 40 CFR 1500-1508; the Federal Transit
Laws, 49 U.S.C. Chapter 53; National Historic Preservation Act of 1966, 16 U.S.C. $47007); Section 400
of the Department of Transportation Act of 1966, as amended, Title 49 U.S.C. $303; the Federal Clean
Air Act Amendments of 1990; Executive Order 12898, Federal Actions to Address Environmental Justice
in Minority & Low Income Populations and all relevant laws and procedures of the State of New Jersey.
themes
Date:
Jillis
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Lotitia Thompson
Regional Administrator, Region II
Federal Transit Administration
Autm
Date:
6/2003
George Warrington
Executive Director
New Jersey Transit Corpolation
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ABSTRACT
NJ Transit has prepared this Supplemental Draft Environmental Impact Statement (SDEIS) for the proposed
Newark Elizabeth Rail Link (NERL)- Elizabeth Segment to document the potential social, economic,
transportation, and environmental impacts of the proposed 5.8-mile light rail transit (LRT) alignment. This
document is a supplement to the 1997 NERL DEIS, and examines a modified alignment of portions of the
NERL Third Operating Segment (MOS-3) in the City of Elizabeth to better serve emerging and anticipated
future development and to provide direct rail linkages between these development sites and the region's core
public transportation network.
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A draft EIS for the overall NERL project was prepared and approved by the Federal Transit Administration
in 1997. The preferred alternative identified in the 1997 DEIS was an 8.8-
mile light rail transit (LRT) system
with 16 stations linking the central business districts of Newark and Elizabeth, New Jersey. The full line is
proposed to be constructed in three minimum operable segments: MOS-1, a one-mile connection between the
Broad Street Station and Newark Penn Station in downtown Newark; MOS-2, a one-mile segment from
Newark Penn Station in downtown Newark to Camp Street in south Newark; and MOS-3, a seven-mile LRT
segment from Camp Street in south Newark to Elizabeth, with a station at Newark Liberty International
Airport.
A final EIS (FEIS) was published for NERL MOS-1 in August 1998 and a Record of Decision (ROD) was
issued in November 1998. NERL MOS-1 is currently under construction. Following approval of the 1997
DEIS, Union County proposed a modification of the Elizabeth Segment of the original MOS-3. The alignment
has been modified to complement and better serve extensive commercial and retail development in the
Elizabethport section of Elizabeth. Since the modified alignment has the potential to result in environmental
impacts that were not identified in the 1997 DEIS, the subject SDEIS document supplements the findings of
the 1997 NERL DEIS by fully evaluating the modified portion of MOS-3.
The modified Newark Elizabeth Rail Link - Elizabeth Segment would consist of a 5.8-mile Light Rail Transit
(LRT) system beginning at Midtown Elizabeth and terminating at Newark Liberty International Airport
Monorail Parking Lot Pl. The project consists of the following:
A predominantly double-track LRT system using an overhead electric power contact system
running over a portion of the partially-used freight right-of-way owned by Conrail, CSX, and
Norfolk Southern, between the Northeast Corridor and the New Jersey Gardens Mall, and over
newly developed right-of-way from this point to Newark Liberty International Airport;
Nine stations and provision for one future station;
An LRT storage and maintenance facility to be located at the corner of Veterans Memorial Drive
and Trumbull Street; and
Various new bridge structures associated with the LRT system and structures necessary to
maintain existing freight rail traffic.
[
COMMENTS
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The Supplemental Draft Environmental Impact Statement is available at the following locations for your
review:
U.S. Department of Transportation
New Jersey Transit Corporate Headquarters
Federal Transit Administration, Region II
One Penn Plaza East
One Bowling Green, Room 429
Newark, New Jersey 07105-2246
New York, New York 10004-1415
Contact: Steven M. Jurow
Contact: Irwin B. Kessman
Senior Director, Environmental Services
Director, Office of Planning & Program
Telephone: (973) 491-7210
Development
Telephone: (212) 668-2170
Additional Locations:
City of Elizabeth, Public Library, 11 Broad Street, Elizabeth, NJ
Union County Administration Building, County Administrator's Office, Elizabethtown Plaza,
Elizabeth, NJ
Elizabeth City Hall, 50 Winfield Scott Plaza, Elizabeth, NJ
NJ TRANSIT will be holding a public hearing during the official 45-day comment period. A Spanish-
speaking translator will be present at the public hearing to answer any questions and/or receive comments on
the project. All public comments are important and are welcomed until the close of the comment period on
September 8, 2003. The public hearing will be held on August 19, 2003 from 3:00 – 5:00 PM and from 6:00
- 8:00 PM at the City of Elizabeth Council Chambers, 3rd Floor, 50 Winfield Scott Plaza, Elizabeth, NJ. If
the allotted time is not sufficient to accommodate all public comments, the hearing will be extended until all
commentators have been heard.
Any written comments on the Supplemental Draft Environmental Impact Statement should be sent to: Mr.
Steven M. Jurow, Senior Director, Environmental Services at the above address. All written comments should
be legible and include your name (individual and/or organization) and address. Comments may be sent by e-
mail to newark-elizabeth@njtransit.com for receipt no later than midnight, September 8, 2003.
Your interest and assistance in this review are greatly appreciated. Should you require special accommodations
or require sign language interpreters or have any questions, please contact Mr. Jurow at (973) 491-7210.
HTTH
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NEWARK-ELIZABETH RAIL LINK - ELIZABETH SEGMENT
SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT
TABLE OF CONTENTS
Chapter Name and Number
Page Number
S.O
SUMMARY.........
........ S-1
HHHHHHH
S.1
S.2
S.3
S.4
S.5
S.6
Purpose and Need for Action......
Alternatives Considered ..........
Summary of Environmental Impacts and Potential Mitigation Measures ....
Financial Analysis .....
Public Involvement.......
Evaluation of Alternatives
S-2
S-5
S-12
S-42
S-47
S-47
1.0
PURPOSE AND NEED FOR ACTION
.........1-1
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
1.10
1.11
Need for Alignment Modification .......
Previous Studies .......
Public Private Partnership
Description of the Study Corridor ........
Transportation Facilities and Services
Transportation Challenge ....
Transportation Issues and Project Goals.........
Planning Context...
Public Involvement Program Summary ....
Role of the EIS in Project Development...
Conclusion........
1-3
1-4
1-8
1-9
1-12
.1-15
.1-15
1-19
1-20
1-20
1-21
2.0
ALTERNATIVES CONSIDERED.....
...........2
2.1
2.2
2.3
2.4
No-Build Alternative..
Transportation System Management (TSM) Alternative ..........
Build Alternatives.......
Capital, Operating and Maintenance Costs.........
2-1
2-4
..2-5
.2-17
3.0
LAND USE AND ECONOMIC ACTIVITY.
.3-1
3.1
3.2
3.3
Affected Environment
Environmental Impacts.....
Mitigation .........
.........3-1
3-13
.3-22
4.0
TRANSPORTATION ........
..4-1
Affected Environment
Transportation Impacts.
Mitigation...
4.1
4.2
4.3
.4-1
..4-18
..4-49
NERL-Elizabeth Segment SDEIS
Table of Contents
i
TABLE OF CONTENTS (Continued)
Chapter Name and Number
Page Number
5.0
NEIGHBORHOODS AND ENVIRONMENTAL JUSTICE ........
.........5-1
..5-1
5.1
5.2
5.3
5.4
5.5
Legal and Regulatory Context.
Affected Environment
Neighborhood Impacts
Mitigation .........
Environmental Justice...........
5-2
....5-3
5-4
.5-5
6.0
SOILS.........
.6-1
6.1
6.2
6.3
Affected Environment
Environmental Impacts...
Mitigation
6-1
.6-4
.6-5
7.0
VISUAL AND AESTHETIC CONDITIONS ...........
7-1
7.1
7.2
7.3
Affected Environment
Environmental Impacts...
Mitigation .....
7-1
.7-4
7-6
8.0
AIR QUALITY.........
.........8-1
8.1
8.2
8.3
8.4
8.5
Legal and Regulatory Context .......
Affected Environment ........
Environmental Impacts...
Mitigation Plan
Conformity ....
..8-1
..8-2.
8-4
.8-9
8-9
9.0
NOISE AND VIBRATION........
,
....9-1
........9-1
9-7
9.1
9.2
9.3
9.4
Legal and Regulatory Context ......
Affected Environment
Environmental Impacts...
Mitigation
.9-11
.9-17
10.0
ECOLOGY AND WETLANDS .........
.10-1
10.1
10.2
10.3
10.4
Legal and Regulatory Context .....
Affected Environment
Environmental Impacts ......
Mitigation .....
10-1
.10-2
10-10
.10-14
NERL-Elizabeth Segment SDEIS
Table of Contents
ii
TABLE OF CONTENTS (Continued)
Chapter Name and Number
Page Number
11.0
WATER RESOURCES
......... 11-1
11.1
11.2
11.3
11.4
Legal and Regulatory Context .....
Affected Environment
Environmental Impacts.
Mitigation .......
11-1
.11-2
11-4
11-7
12.0
HISTORIC ARCHITECTURAL RESOURCES
12-1
... 12-1
.12-5
12.1
12.2
12.3
12.4
Legal and Regulatory Context..
Affected Environment
Environmental Impacts
Mitigation...
...12-7
12-10
13.0
PARKLANDS.........
......13-1
....13-1
13.1
13.2
13.3
13.4
Legal and Regulatory Context.
Affected Environment
Environmental Impacts
Mitigation ...
... 13-1
13-3
... 13-4
14.0
ARCHAEOLOGICAL RESOURCES
.... 14-1
... 14-1
14.1
14.2
14.3
14.4
Legal and Regulatory Context..
Affected Environment ....
Environmental Impacts .....
Mitigation...
14-3
14-10
.14-11
15.0
SECTION 4(1) INVOLVEMENT ..........
15-1
15.1
15.2
15.3
15.4
Legal and Regulatory Context..
Affected Environment
Environmental Impacts ......
Mitigation for Use of Section 4(1) Property
.......15-1
15-2
15-4
15-5
16.0
CONTAMINATION / HAZARDOUS MATERIALS.......
.....16-1
16.1
16.2
16.3
16.4
Legal and Regulatory Context
Affected Environment
Environmental Impacts.
Mitigation ...
16-1
16-3
16-9
16-10
17.0
ENERGY USE ........
......... 17-1
Legal and Regulatory Context.....
Affected Environment ........
Environmental Impacts....
17.1
17.2
17.3
17-1
17-1
.17-2
NERL-Elizabeth Segment SDEIS
Table of Contents
iji
TABLE OF CONTENTS (Continued)
Chapter Name and Number
18.0
CONSTRUCTION IMPACTS........
Page Number
18-1
18.1 Construction Plan ....
18.2 Land Use and Economic Activity ....
18.3
Transportation, Traffic, Parking and Airport .......
18.4
Displacement and Relocation of Existing Uses ....
18.5
Community Facilities.........
18.6 Soils........
18.7 Visual and Aesthetic Conditions
18.8 Air Quality.....
18.9
Noise......
18.10 Vibration.....
18.11 Ecology and Wetlands .......
18.12 Water Resources ......
18.13 Historic and Archaeological Resources .....
18.14 Parklands .....
18.15 Hazardous Waste .....
18.16 Utilities .....
18.17 Conclusion.....
.18-1
18-4
.18-4
18-5
18-5
18-5
.18-5
18-6
18-7
18-8
.18-8
18-10
18-10
.18-11
18-11
...18-11
18-11
19.0
RELATED PROJECTS AND CUMULATIVE IMPACTS
.19-1
19.1
19.2
19.3
19.4
Legal and Regulatory Context .........
Affected Environment ......
Environmental Impacts.
Mitigation Measures
19-1
19-1
19-6
.19-8
20.0
FINANCIAL ANALYSIS.
20-1
20.1
20.2
20.3
20.4
20.5
20.6
20.7
20.8
Introduction ....
Financial Analysis Description...
Capital Costs.......
Operating and Maintenance Costs ....
Projected Revenue Sources .....
Results of the Sources and Uses of Funds Analysis
Cost Effectiveness .....
Risks and Uncertainties .......
.20-1
20-1
20-3
20-4
20-4
.20-7
..20-8
..20-9
21.0
EVALUATION OF ALTERNATIVES.
.21-1
21.1
21.2
21.3
21.4
21.5
Evaluation Methodology
Evaluation against the Goals and Objectives of the Project.....
Selection of Preferred Build Alternative.
Investment Impacts ......
Conclusion......
21-1
..21-2
.21-31
21-32
.21-36
NERL-Elizabeth Segment SDEIS
iv
Table of Contents
---
1
TABLE OF CONTENTS (Continued)
Chapter Name and Number
Page Number
HHHH
22.0
PUBLIC INVOLVEMENT AND AGENCY COORDINATION ..........
........22-1
22.1
22.2
Public and Agency Involvement Program
Participation Program Activities........
22-1
.....22-2
23.0
LIST OF PREPARERS
23-1
24.0
DISTRIBUTION ..........
......24-1
24.1
24.2
24.3
Legislators ...
Public Agencies ........
Other Agencies/Organizations...
..........24-1
.24-3
24-4
25.0
GLOSSARY / LIST OF ABBREVIATIONS.........
..25-1
........
25.1
23.2
Glossary...
List of Abbreviations
..25-1
..25-8
26.0
TECHNICAL REPORTS AND RELATED STUDIES .......
26-1
26.1
26.2
Technical Reports...
Related Studies ....
...26-1
.26-2
27.0
PERMITS REQUIRED
.....27-1
27.1
27.2
Regulatory Issues......
Regulatory Review of Other Actions in the Project Study Area.....
.27-1
.27-2
APPENDIX
A.
CORRESPONDENCE, LETTERS AND RESOLUTIONS
H
Table of Contents
NERL-Elizabeth Segment SDEIS
'N
1
NEWARK-ELIZABETH RAIL LINK - ELIZABETH SEGMENT
SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT
LIST OF TABLES
Table Name and Number
Page Number
S-1
S-2
S-3
S-4
S-5
S-6
S-7
NERL-Elizabeth Segment SDEIS, Summary of Environmental Impacts
S-13
Division Street Build Alternative, Potential Acquisition Sites
.... S-16
SDEIS Build Alternative, Potential Acquisition Sites ........
S-16
Summary of Proposed Development, City of Elizabeth
S-17
Year 2015 Division Street Build Alternative, Weekday Ridership by Station...
S-22
Year 2020 SDEIS Build Alternative, Weekday Ridership by Station
S-23
Year 2020 Average Weekday Person Hours of Travel Time Saved for SDEIS Build Alternative
Compared to No-Build Alternative...........
...... S-24
Potential Impacts to Minority and Low-Income Neighborhoods ..
S-26
Wetland Areas and Impacts, SDEIS Build Alternative..
.... S-32
S
Division Street Build Alternative, Capital Cost Summary.
S-47
SDEIS Build Alternative, Capital Cost Summary
S-43
Capital Cost Funding, SDEIS Build Alternative ....
S-44
Operating Revenues, SDEIS Build Alternative ........
S-45
Sources of Funds Analysis, SDEIS Build Alternative....
S-46
Cost-Effectiveness Indices and Input Values, Annualized Costs, SDEIS Build Alternative...... S-47
S-8
S-9
S-10
S-11
S-12
S-13
S-14
S-15
..1-9
1-1
1-2
1-3
Population Change 1970-2000, Elizabeth and Union County ....
Summary of Proposed Development, City of Elizabeth
North Jersey Regional Traffic Growth, 1990-2020 .....
.1-11
1-12
HHHHHHHH
2-1
2-2
2-3
2-4
2-5
2-6
2-7
2-8
Division Street Build Alternative Alignment Summary
Summary of Division Street Build Alternative Station Characteristics
SDEIS Build Alternative Alignment Summary ....
.......
Summary of SDEIS Build Alternative Station Characteristics
Capital Cost Estimate for Division Street Build Alternative...
Operations and Maintenance Cost, Division Street Build Alternative.........
Capital Cost Estimate Detail (1999 Dollars) SDEIS Build Alternative ........
Annual Operating Statistics (1999 Dollars) SDEIS Build Alternative.
.2-7
2.9
.2-11
.2-12
.2-18
.2-19
.2-20
.2-23
Community Facilities.......
Population Characteristics
Labor Force and Income Characteristics..........
Housing Characteristics ..........
Journey to Work Characteristics..
Automobile Ownership Characteristics ....
Right-of-Way (ROW) Requirements and Displacements ...
Midtown Proposed and Potential Development.......
Elizabethport Proposed and Potential Development.
3-1
3-2
3-3
3-4
3-5
3-6
3-7
3-8
3-9
...........3-8
3-9
.3-10
.3-10
.3-11
.3-12
3-17
3-18
3-20
NERL-Elizabeth Segment SDEIS
List of Tables
LIST OF TABLES (Continued)
Table Name and Number
Page Number
-
...4-14
-
4-1 Roadway Functional Classifications....
....4-2
4-2 Year 2000 City of Elizabeth, Weekday Average Daily Traffic (ADT)...
.4-3
4-3 Year 2000 City of Elizabeth, Weekend Average Daily Traffic (ADT)......
.4-3
4-4 Intersection Level of Service Descriptions..
.4-5
4-5 Year 2000 Intersection LOS - Weekday AM Peak Hr, Volume/Capacity, Vehicular Delay. 4-6
4-6 Year 2000 Intersection LOS - Weekday PM Peak Hr, Volume/Capacity, Vehicular Delay.. 4-7
4-7 Year 2000 Intersection LOS - Weekend Midday Peak Hr, Volume/Capacity, Vehicular Delay.....4-8
4-8 Year 2000 Intersection LOS - Weekend PM Peak Hr, Volume/Capacity, Vehicular Delay .. ...4-9
4-9 Year 2000 Roadway LOS - Weekday and Weekend...............
.4-10
4-10 1992-1999 NJ TRANSIT Rail Ridership, Broad Street and North Elizabeth Stations.........
4-11 NERL - Elizabeth Segment, FY 1999 Bus-Hours and Ridership for Study Area Routes..... ..4-15
4-12 Number of Weekday Buses to and from Elizabeth...........
.4-15
4-13 Year 2021 Intersection LOS - Weekday AM Peak Hour, Volume/Capacity, Vehicular Delay.....4-20
4-14 Year 2021 Intersection LOS - Weekday PM Peak Hour, Volume/Capacity, Vehicular Delay.....4-21
4-15 North Avenue and Kapkowski Road LRT Crossing Analysis, North Avenue/Center Drive.........4-22
4-16 Year 2021 Roadway LOS - Weekday AM Peak Hour, LOS Degradation from Year 2000 .........4-23
4-17 Year 2021 Roadway LOS - Weekday PM Peak Hour, LOS Degradation from Year 2000..........4-24
4-18 Grade Separation Analysis - Weekday AM Peak Hour.....
4-27
4-19 Grade Separation Analysis - Weekday PM Peak Hour......
.4-28
4-20 Grade Separation Analysis - Weekend Midday Peak Hour.
4-29
4-21 Grade Separation Analysis - Weekend PM Peak Hour
.4-30
4-22 Year 2020 Average Weekday LRT Impact on Vehicle Trips and Vehicle Miles of Travel ..........4-37
4-23 Year 2020 Average Weekday Person Hours of Travel Time Saved for Build No-Build .............4-38
4-24 Average Weekday Linked Trips by Mode...........
..4-39
4-25 Average Weekday Incremental Linked Trips by Mode (compared to the 2020 No-Build)...........4-40
4-26 Year 2020 Elizabeth Segment - NERL LRT Weekday Boardings (Station Mode of Access).....4-41
4-27 Build Alternative - Station-to-Station Running Times
.4-44
4-28 Build Alternative - Operating Plan......
4-44
4-29 Grade Crossing Mitigation Recommendations.............
4-50
4-30 Trumbull Street & Veterans Memorial Drive, Mitigation - Add Westbound Right Turn Lane,
Year 2000 Peak Hour LOS, Volume/Capacity, Vehicular Delay.........
4-51
4-31 North Avenue and Kapkowski Road Intersection, Mitigation Analysis..
4-52
4-32 Potential Traffic Impacts at Station Locations.....
4-53
-
5-1
5-2
5-3
Racial Demographic Characteristics, by Census Block Groups, 2000 ..........
Low Income and Persons in Poverty, by Census Block Groups, 2000........
Potential Impacts to Minority and Low Income Neighborhoods.
.5-7
.5-8
..5-10
no
8-1
8-2
8-3
8-4
National Ambient Air Quality Standards........
Study Area Air Quality Trends ............
Year 2020 Regional Air Quality Impact Analysis and Results ......
Intersection Screening Results ........
Year 2020 Background CO Level Computation........
Year 2020 Maximum Predicted CO Concentrations
.8-2
.8-3
.8-5
.8-6
.8-8
8-9
ni
8-5
8-6
11
n
NERL-Elizabeth Segment SDEIS
ii
List of Tables
n
LIST OF TABLES (Continued)
Table Name and Number
Page Number
HHHHHHHHH
9-1
9-2
9-3
94
9-5
9-6
9-7
9-8
9-9
Sources of Transit Noise.........
...... .9-3
Noise Levels Defining Impact Levels for Transit Projects
9-4
Ground-Borne Noise and Vibration Impact Criteria, by Land Use Category (Frequent Events)...9-6
Noise Sensitive Areas .....
..9-8
Monitored Existing Noise Levels (dBA)
9-9
Vibration Sensitive Areas ........
.9-10
Assumptions for LRT Operations........
.9-12
General Noise Assessment Results
9-14
Build Alternative, General Vibration Assessment Results
9-16
10-1
10-2
10-3
10-4
10-5
10-6
10-7
10-8
10-9
Status of Wetland Delineation .....
Wetland Areas ......
Vegetative Species Observed in Project Area and Immediate Vicinity .....
Wildlife Species Observed or Expected in Project Area and Immediate Vicinity.
Essential Fish Habitat Designations for Newark Bay.
Aquatic Avian Species..
Aquatic Vegetation....
Fish and Invertebrates......
Wetland Impacts .........
..10-3
10-5
10-6
10-8
10-9
10-9
10-9
10-10
10-12
12-1
Historically significant Architectural Resources.
12-6
14-1
Previously Identified Potential Archaeological Resources within APE
14-5
15-1
15-2
Historically significant Architectural Resources..
Potential Archaeological Resources.....
15-3
15-4
16-1
16-2
16-3
Known Contaminated Sites
......
Other Sources of Hazardous Waste .......
Potentially Impacted Sites Requiring Further Review
16-4
16-5
16-9
17-1
Change in Regional Energy Consumption........
.....17-3
18-1
18-2
Typical Construction Equipment Noise Emission Levels at 50 Feet.
Acceptable Construction Noise Levels ......
... 18-7
.18-7
19-3
19-1
19-2
19-3
Midtown Proposed and Potential Development........
Elizabethport Proposed and Potential Development......
Potential Cumulative Effects ........
.. 19-3
19-9
20-1
20-2
20-3
20-4
20-5
Build Alternative Capital Cost Summary (1999 Millions of Dollars)........
.20-3
Capital Cost Funding (1999 Millions of Dollars)........
.20-4
Operating Revenues (1999 Millions of Dollars)...........
.20-6
Sources of Funds Analysis (1999 Millions of Dollars).........
20-7
Cost-Effectiveness Indices and Input Values (1999 Millions of Dollars) Annualized Costs .......20-9
NERL-Elizabeth Segment SDEIS
List of Tables
iji
LIST OF TABLES (Continued)
Table Name and Number
Page Number
21-1 Midtown Proposed and Potential Development......
..........21-4
21-2 Elizabethport Proposed and Potential Development....
.21-5
21-3 SDEIS Build Alternative - Year 2020 Average Weekday LRT Impact on Vehicle Trips and
Vehicle Miles of Travel ............
..........21-9
21-4 SDEIS Build Alternative – Year 2020 Average Weekday Person Hours of Travel Time Saved
Compared to No-Build Alternative.........
21-10
21-5 SDEIS Build Alternative – Average Weekday Incremental Linked Trips by
Mode and Scenario, Compared to the 2020 No-Build Alternative...
.21-11
21-6 Division Street Build Alternative - Year 2015 Elizabeth Segment
Weekday Ridership by Station-to-Station Segment..........
.21-12
21-7 SDEIS Build Alternative – Year 2020 Elizabeth Segment Weekday Ridership by Station.......21-12
21-8 NERL-Elizabeth Segment SDEIS, Summary of Comparison of Alternatives
.21-14
21-9 Division Street Build Alternative – Potential Acquisition Sites .....
.21-16
21-10 SDEIS Build Alternative - Potential Acquisition Sites .........
.21-16
21-11 Potential Impacts to Minority and Low Income Neighborhoods
.21-20
21-12 SDEIS Build Alternative – Wetland Areas and Impacts................
.21-24
21-13 SDEIS Build Alternative - Capital Cost Summary (1999 Millions of Dollars)............... .21-32
21-14 Cost-Effectiveness Indices and input Values (1999 Millions of Dollars) Annualized Costs .....21-34
21-15 Capital Cost Funding (1999 Millions of Dollars)......
.21-34
21-16 Operating Revenues (1999 Millions of Dollars)....
21-35
-
........
22-1
22-2
22-3
Project Open Houses Summary ...
Station Workshop Summary. .......
NERL - Elizabeth Segment, Meetings and Presentations ....
22-2
.22-3
.22-3
71
11
11
li
NERL-Elizabeth Segment SDEIS
iv
List of Tables
}
NEWARK-ELIZABETH RAIL LINK - ELIZABETH SEGMENT
SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT
LIST OF FIGURES
Figure Number and Name
Follows Page Number
S-1
S-2
S-3
S-4
Original and Modified NERL Alignments
Original and Modified Alignments within Elizabeth.
Division Street Build Alternative .....
SDEIS Build Alternative ......
...... S-2
S-2
S-8
S-8
1-1
1-2
1-3
1-4
Original and Modified NERL Alignments
Original and Modified Alignments within Elizabeth .......
Overview of Area Projects.........
NERL Project History......
.........1-2
1-2
1-6
1-20
2-1
2-2
2-3
2-4
2-5
2-6
2-7
2-8
2-9
2-10
2-11
2-12
2-13
2-14
2-15
Kapkowski Road Transportation Study Improvements
Division Street Build Alternative
Division Street Build Alternative Station Location Plans.........
Division Street Build Alternative Station Location Plans......
Division Street Build Alternative Station Location Plans......
SDEIS Build Alternative.
SDEIS Build Alternative – Midtown-Elizabeth Station ......
SDEIS Build Alternative - Route 1 & 9 (Spring Street) Station ...
SDEIS Build Alternative - Division Street Station
SDEIS Build Alternative – Third Street Station ......
SDEIS Build Alternative – Ferry Terminal Station ....
SDEIS Build Alternative - Jersey Gardens Station .....
SDEIS Build Alternative – Kapkowski Road Station........
SDEIS Build Alternative - North Avenue Station..........
SDEIS Build Alternative -
Newark International Airport (EWR) Monorail Parking Lot D Station..
SDEIS Build Alternative – Yard & Shop..
.........2-4
2-6
..2-8
.2-8
.2-8
2-10
..2-14
.2-14
2-14
...2-14
.2-14
..2-14
2-14
2-14
-
2-14
.2-16
2-16
-
3-1
3-2
3-3
3-4
3-5
3-6
Station Area Land Use - Midtown Elizabeth Station
Station Area Land Use – Route 1 & 9 (Spring Street) Station......
Station Area Land Use – Division Street Station........
Station Area Land Use – Third Street Station and Potential Singer Station
Station Area Land Use - Elizabethport Stations.....
Station Area Land Use -
Newark International Airport (EWR) Monorail Parking Lot D Station......
Community Facilities.............
Development Potential in Elizabeth........
........3-4
.3-6
.....3-6
3-6
3-6
-
-
3-7
3-8
.........3-8
.3-8
.3-18
4-1
4-2
4-3
4-4
4-5
Year 2000 Average Daily Traffic Volumes ....
.4-4
Year 2000 Weekday Intersection AM Peak Hour Level of Service and Average Delay ..... .4-6
Year 2000 Weekday Intersection PM Peak Hour Level of Service and Average Delay ... 4-6
Year 2000 Weekend Intersection Midday Peak Hour Level of Service and Average Delay ........4-6
Year 2000 Weekend Intersection PM Peak Hour Level of Service and Average Delay ................ 4-6
NERL-Elizabeth Segment SDEIS
List of Figures
LIST OF FIGURES (Continued)
Figure Name and Number
Follows Page Number
4-6
4-7
4-8
4-9
4-10
4-11
4-12
Year 2000 Daily Roadway Segment Level of Service
Existing Bus System in Elizabeth Study Area ....
Existing Freight Rail Lines, Facilities and Ownership
Year 2020 Weekday Intersection LOS and Average Delay in AM Peak Hour......
Year 2020 Weekday Intersection LOS and Average Delay in PM Peak Hour ...
Year 2021 Weekday Roadway Segment Level of Service........
LRT Grade Separation Threshold Analysis .....
..4-10
.4-14
4-16
.4-20
..4-20
.4-24
.4-26
-
5-1
5-2
5-3
5-4
5-5
5-6
5-7
5-8
Study Area/Neighborhoods ........
Forces and Issues – Midtown Elizabeth Station .......
Forces and Issues – Route 1 & 9 (Spring Street) Station
Forces and Issues - Division Street Station
Forces and Issues – Third Street Station ........
Forces and Issues – Elizabethport Stations ....
Forces and Issues - EWR/Monorail Parking Lot D Station..
Study Area Census Block Groups ...
........5-2
.5-4
.5-4
.54
5-4
5-4
....5-4
.........5-6
6-1
Soils
.........6-2
...
7-1
Selected Views .......
......... 7-2
....9-2
9-1
9-2
9-3
9-4
Typical A-weighted Sound Levels.........
Noise Impact Criteria for Category 1, 2 or 3 Sites .......
Noise Sensitive Receptors
Vibration Sensitive Areas...
.9-4
.9-8
.9-10
... 10-2
....
10-1
10-2
10-3
10-4
10-5
10-6
10-7
10-8
NI
Wetlands........
Wetlands Impacts
Wetlands Impacts
Wetlands Impacts
Wetlands Impacts
Wetlands Impacts
Wetlands Impacts
Wetlands Impacts ....
.10-10
10-10
.10-10
10-10
.10-10
... 10-10
10-10
TL
11-1
Floodplains.
11-2
12-1
12-2
Historic Resources Identified During Preliminary Research
Historic Architectural Resources
....... 12-6
12-6
TU
13-1
Parks
...... 13-2
11
... 14-4
Potential Archaeological Sites Identified from Surveys and Reports....
Identified Areas of Potential Impact or Concern
CRR NJ Engine House and Turntable (Sanborn 1923)
In Relation to Proposed Maintenance Storage Facility (BRW 2000)...
14-1
14-2
14-3
14-10
II
....14-10
n
NERL-Elizabeth Segment SDEIS
List of Figures
ii
LIST OF FIGURES (Continued)
H
Figure Name and Number
Follows Page Number
15-1
15-2
15-3
Historic Architectural Resources.
Potential Archaeological Sites Identified within Area of Potential Effects.
Parks ....
15-4
15-4
15-4
16-1
Potentially Impacted Contaminated Sites ..
16-10
19-1
19-2
Related Projects – Local Map......
Related Projects – Regional Map..........
19-2
19-4
21-1
Development Potential in Elizabeth..
....21-4
HH
NERL-Elizabeth Segment SDEIS
List of Figures
iii
11
T
[
11!
HH
S.O
SUMMARY
This document examines the environmental, social and economic impacts of a new electric light-rail transit
line in the city of Elizabeth, Union County, New Jersey. The line is a modification of the Third Operable
Segment (MOS-3) of the Newark-Elizabeth Rail Link project, originally proposed to create a rail system
serving both cities and Newark International Airport. The modification of the original alignment that is
studied in this document alters the southern-most portion of the approved MOS-3 segment. The northern
terminus of the proposed segment is positioned to connect with the original MOS-3 alignment at Route
1&9, alongside the airport. Since the portion upon which this document focuses is entirely within the City
of Elizabeth, it is referred to as the Elizabeth Segment of the original NERL alignment.
The original NERL alignment was documented in a Draft Environmental Impact Statement (DEIS) in
1997. In that document, the line was analyzed as a whole and in three operable stages, including MOS-1
(Newark Broad Street Station to Newark Penn Station), MOS-2 (from Newark Penn Station to Camp
Street in Newark) and MOS-4 (Camp Street to Midtown Elizabeth).
The proposed Elizabeth Segment consists of 5.8 miles of double-track light rail transit with nine station
stops, and a vehicle storage and maintenance facility. A future station stop is provided for at the Singer
Sewing Machine Complex but is not intended to be constructed as part of this project until the site's
redevelopment requires; this future station would be subject to additional environmental review at that
time.
The proposed Elizabeth Segment begins at Midtown Elizabeth, proceeds east along the existing Central
New Jersey (CNJ) Railroad right-of-way to Elizabethport, then turns north to the Jersey Gardens Mall and
proposed ferry terminal, then turns west, north and west again passing the IKEA site and crossing the New
Jersey Turnpike to connect with Newark International Airport (EWR) at the airport monorail station in
Parking Lot D. Figure S-1 shows this alignment, as well as the original MOS-3 alignment documented in
the 1997 NERL DEIS.
The proposed Elizabeth Segment leaves approximately four (4) miles of the original MOS-3 alignment to
be constructed during a subsequent phase of the project, from Camp Street to Newark International
Airport, Parking Lot D.
The project commenced in 1999, and this document has been drafted over time as analytical work has been
completed. While every attempt has been made to keep the document current, some recent changes may
not be accurately reflected. For example, Newark International Airport was renamed Newark Liberty
International Airport in November 2002, at a point where this document was already in formal production.
Where any such inconsistencies or inaccuracies remain, they will be corrected in the Final Environmental
Impact Statement for the project.
NERL-Elizabeth Segment SDEIS
Summary
S-1
S.1
Purpose and Need for Action
The 1997 NERL DEIS documents the transportation, social, economic and environmental impacts of
alternatives intended to improve transit connections among downtown Newark, Newark International
Airport (EWR), and downtown Elizabeth. The Preferred Alternative identified in the 1997 DEIS is an 8.8
mile (14.1 kilometer) Light Rail Transit (LRT) system with 16 stations linking the downtowns of Newark
and Elizabeth, New Jersey. The Preferred Alternative alignment was analyzed as a whole and in operable
stages, described below and shown in Figure S-1:
Minimal Operable Segment -1 (MOS-1) - a 0.97 mile (1.6 km) segment linking Newark Broad
Street Station and Newark Penn Station.
Minimal Operable Segment -2 (MOS-2) - A 0.94 mile (1.5 km) segment from Newark Penn Station
to Camp Street in southern Newark, to enhance transit access from this area of Newark to the central
business district.
.
Minimal Operable Segment-3 (MOS-3) - A 6.89 mile (11.1 km) segment from Camp Street to
downtown Elizabeth via Newark International Airport.
At the public hearing for the NERL DEIS held February 6, 1997, Union County and City of Elizabeth
representatives strongly supported a modification of the proposed alignment that would extend the NERL
project into downtown Elizabeth via emerging areas such as Elizabethport. In September 1999, Union
County completed a Cross-County Rail Link Study to examine transportation options in the corridor
running from Newark International Airport to Elizabeth, Cranford and Plainfield. The study recommended
that the southernmost segment of the original NERL alignment be modified to serve economic growth in
Elizabethport. Based on the study recommendations, NJ TRANSIT has examined the impacts of this
proposed modification in this Supplemental DEIS (SDEIS) document.
S.1.1
Need for Alignment Modification
TE
The Elizabeth Segment represents a significant change in the alignment of the equivalent portion of the
original NERL MOS-3. Figure S-2 shows the original and the modified LRT alignments within Elizabeth.
The change in alignment is necessary to support the economic redevelopment goals of the City of Elizabeth
and Union County for the Elizabethport area. The Elizabeth Segment is different from MOS-3 in the
following ways:
the alignment continues along the former CNJ right-of-way east of Division Street toward the port to
serve major ridership generators;
11
.
the alignment includes six additional station stops between downtown Elizabeth and Newark
International Airport and is 1.4 miles longer than the corresponding segment of MOS-3;
T
the alignment reassigns four station stops (McClellan Street, Route 1&9, Newark International Airport
Monorail, and Astor Murray) between Newark International Airport and Camp Street, and a total of
4.04 miles of track to a redefined MOS-2; and
T
the Newark International Airport Station is located on Airport property in Monorail Parking Lot D
instead of on the Northeast Corridor.
NERL-Elizabeth Segment SDEIS
Summary
S-2
280
Kearny
Cepetal Avenue
East Orange
Newark
BROAD
STREET
STATION
East
Newarki
Harrison
Newark City Subway
McCartel Hwy.
Orange Ave
WASHINGTON
PARK
STATION
range Ave
Raymond Blvd.
1997 NERL DEIS
Complete LRT Alignments
Modified NERL-
Elizabeth Segment
Stations
Future Stations
Sping
-ATLANTIC
STREET
STATION
PAC/CENTRE STREET
STATION
PENN
STATION
Mark S
Edison P1
1997 NERL DEIS
First Operable
Second Operable Segment (MOS-1)
1997
NERL DEIS
Segment (MOS-2)
Avenue
Broad Street
GATEWAY
STATION
Lafayette St
GOVERNMENT
CENTER
STATION
ASTOR/
MURRAY
STATION
Mulberry St
Clinton Ave?
CAMP STREET
STATION
Clinton Ave.
Camp St.
Clinton Ave.
Poinier S!
Alpine St
McCarter Hwy
Northeas
corridor
78
1-9
Newark
Hillside
(Portion of Original MOS-2 & MOS-3)
New MOS-2
CURRENT 2001 NERL PROGRAM
Frelinghuysen Avenue
NEWARK INT.
AIRPORT
STATION
Haynes Ave
ORIGINAL 1997 NERL PROGRAM
walizza
1997 NERL DEIS
Third Operable Segment
(MOS-3)
ke
Lehigh Valley, Railroad
ROUTES
1&9
STATION
McCLELLAN
STREET
STATION
Newark
Elizabeth
Newark
International
Airport
Tuin
Elizabet
Chawnel
EWR MONORAIL
PARKING LOT D
STATION
Sey
Hillside
Elizabeth
Corrido
N
(New MOS-3)
Modified NERL-Elizabeth Segment
Northeas
Ma N
North Ave
θυμάς
Dowd Ave
MIDTOWN
ELIZABETH
STATION
NORTH AVE.
STATION
E. Jersey St.
Potential
Cranford/
Plainfield
Extension
DIVISION ST.
STATION
1-9
(SPRING ST.)
STATION
KAPKOWSKI RD.
STATION
JERSEY GARDENS
STATION
Trumbull St..
THIRD ST.
STATION
NEWARK BAY
FUTURE SINGER
STATION
FERRY TERMINAL
STATION
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
Original and Modified
NEŘL Alignments
NTRANSIT
Figure S-1
Prepared By
BRW, Inc.
I
[
C
E
ITE
NE
It
TE
1.9
Airport Monor
Original and
Modified Alignments
Within Elizabeth
Figure S-2
Airport Parking
Lot D
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
Proposed LRT
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
WORL Original NERL Alignment
(1997 DEIS)
o
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
MIDTOWN
ELIZABETH
Existing Rail Line
1
Kids
World
Existing NJ Transit
Commuter Rail Station
IKEA
EL CABETH CENTER DR.
Recreational
Center
BROAD ST
HENRY ST.
McLESTER SE
Study Area
JEFFERSON
DOWD AVE.
EXIT 13A
DIVISION ST
ELIZABETHPORT
North Avenue
Station
Midtown
Station
MAGNOLIA AVE
1&9 (Spring St.)
Station
NORTH AVE
Broad St.
Station
GRANO ST.
1-9
Anichi)
Kapkowski Rd.
Station
CHEMICAL COAST LINE
NEW JERSEY TCRNPIKE
Planned Hotel
Conference Center
YORK ST.
E JERSEY ST
ELIZABETH
csx yara
AVE
REIDST
Jersey Gardens
Station
Division St.
Station
KAPKOWSKI RO
LAT
Yard Shop
SEVENTH ST
S PARK ST.
MAGNOLIA AVE
TRUMBULL S
LIVINGSTON ST.
JERSEY GARDENS BLVD.
Jersey Gardens
Mall
VETERANS
MEMORIALE
Third Street
Station
NS Yard
To New York City
FIFTH ST
THIRD ST
PORT AVE
Future
Singer Station
Ferry Terminal
Station
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

Scale in Feet
1200
2000
FIRST
NEWARK BAY
Potential
Cranford/Plainfield
Extension
400
N
0
TL
1
The modified Elizabeth alignment will serve three key transportation markets:
1. Job access for inner-city residents;
2. Newark International Airport operations support functions; and
3. Commercial development and redevelopment sites in Elizabethport.
The modified alignment will help inner-city residents reach jobs at major developments along the route,
strengthening a key urban core economy. It will support already committed development and nourish
future growth in designated state and federal enterprise zones, facilitating compact development patterns
and decreasing auto dependency. Finally, the project will facilitate the relocation of airport operations to
satellite locations, reducing pressure on ground access routes and the need for more road improvements.
S.1.2
Previous Studies
Working with the New Jersey Department of Transportation, NJ TRANSIT completed several studies
examining new transit links in the Newark-Elizabeth Corridor:
►
Newark-Elizabeth International Airport Economic and Transit Access Study, NJTPA, 1988;
Newark Elizabeth Rail Link Options Study (NERLOS), NJ TRANSIT, June 1993;
Newark Elizabeth Rail Link Draft Environmental Impact Statement (NERL DEIS), NJ
TRANSIT, January 1997;
Newark Elizabeth Rail Link Final Environmental Impact Statement (NERL FEIS), NJ
TRANSIT, August 1998 (for the First Operable Segment); and
Cross County Rail Link Study, Union County, NJ, September 1999.
The Newark-Elizabeth International Airport Economic and Transit Access Study, NJTPA, introduced the
concept of new rail service in the corridor. The Newark Elizabeth Rail Link Options Study (NERLOS), NJ
TRANSIT, analyzeed a range of alignments and technology options (light, commuter, and monorail, and
dedicated bus service). The preferred option from NERLOS was an 8-mile, 11 station light rail transit line,
configured as an extension of the Newark City Subway, combined with a new Northeast Corridor station
serving the airport via an extension of the airport monorail. This proposal was further developed as three
independent operable segments, Minimal Operable Segments (MOS) - 1, -2, and -3. The NERL DEIS
for the entire line and the FEIS for MOS-1 were completed in 1997. A Record of Decision (ROD) for
MOS-1 was received on November 6, 1998. Final design is complete for this segment, which is to be
constructed in 2003-2005.
Subsequently, Union County and the City of Elizabeth undertook in 1999 a Cross County Rail Link Study,
Union County, NJ, (CCRL), which explored options to the original NERL MOS-3 alignment. The study
evaluated three segments between Plainfield and Newark International Airport: (1) a Newark International
Airport to Midtown Elizabeth Segment; (2) a Midtown Elizabeth to Cranford segment; and (3) a Cranford
to Plainfield segment. The study resulted in the County recommending the revision of the MOS-3
alignment from the Airport to Midtown Elizabeth that is the subject of this SDEIS. In December 1999,
FTA authorized NJT to prepare a SDEIS to evaluate the environmental impacts of the proposed alignment
modification.
NERL-Elizabeth Segment SDEIS
Summary
S-3
S.1.3
Independent Utility and Logical Termini
.
In the development of a major transportation project, U.S. Department of Transportation (USDOT)
guidance identifies three requirements that the project must satisfy:
Connect logical termini, defined as: (1) rational end points for a transportation improvement, and (2)
rational end points for review of the environmental impacts;
Have independent utility, i.e., be usable and be a reasonable expenditure even if no other
transportation improvements are made; and
Not restrict consideration of alternatives or foreclose potentially desirable future options for other
reasonably foreseeable improvements in the same or linked corridors.
.
The NERL Elizabeth Segment has logical termini -- Downtown Elizabeth and Newark International
Airport. Destinations in and of themselves, these locations are existing transportation hubs that provide
connecting mass transit options for future LRT customers. Downtown Elizabeth is served by many local
bus routes operating within Union and Essex Counties and to other destinations in northern New Jersey.
The proposed station at Newark International Airport would provide an easy transfer to the airport
monorail system.
The NERL Elizabeth Segment demonstrates independent utility, satisfying three general principles:
first, that the project sponsor consider the whole project in assessing its utility and effects; second,
acknowledging that transit lines often link with other transit services, that the sponsor show that each
individual segment for which funding is sought satisfies, without further improvements, an identified
transportation need; and, third, that the project display compatibility with surrounding land uses and
corridor travel needs without further improvements. The NERL-Elizabeth Segment meets the “independent
utility” test based upon the following:
Whether the full NERL system is completed, the Elizabeth Segment independently supports the
achievement of key economic redevelopment goals for the Elizabethport corridor and promotes
efficient patterns and densities of development and land use. Specifically, these goals include:
Support the development and redevelopment of Elizabethport and Midtown Elizabeth;
Encourage public/private collaboration in real estate development; and
Support the goals of Federal Urban Enterprise and State Urban Coordinating Council
Empowerment Zones.
The NERL-Elizabeth Segment independently meets the land-use planning objective of integrating
Newark International Airport with surrounding land uses. Specifically, these objectives include:
Provide connections between Newark International Airport and local activity centers;
Increase non-auto-dependent ground access for airport employees and users by improving transit
capacity and connections; and
Provide the airport with multi-modal access to a large inventory of developable land for parking
and other off-airport amenities.
I
C
E
Finally, the NERL Elizabeth Segment does not preclude the later implementation of associated
improvements, most specifically in this case, the middle segment of NERL, MOS-2. Neither does the
proposed Elizabeth Segment preclude consideration of, and connection with, future light or commuter rail
service to Cranford or Plainfield in western Union County, should it be proposed. In satisfying these three
tests, the proposed NERL Elizabeth Segment meets the requirements for advancement as a major capital
investment project under USDOT requirements.
自
​NERL-Elizabeth Segment SDEIS
Summary
S-4
S.1.4
Public Private Partnership
>
On September 27, 1997, Raytheon Infrastructure, Inc. submitted a proposal to the New Jersey Department
of Transportation (NJDOT) under the New Jersey Public-Private Act, P.L. 1997 Chapter 136. The Act
authorized the Commissioner of Transportation to solicit and accept transportation project proposals from
private industry, to be implemented jointly with NJDOT or its agent. Upon approval of the Raytheon
proposal by the Commissioner, Raytheon and Union County on July 27, 1999 entered into an agreement
with NJDOT to jointly develop the Elizabeth Segment of the NERL light rail system. In July 2001, NJ
TRANSIT and the Union County/Washington Group (formerly Raytheon) public private partnership
entered into a contract with NJ TRANSIT to complete preliminary engineering and environmental support
for the project. A copy of the letter of intent for this contract is attached as an appendix to the SDEIS. A
description of the proposed financial arrangements between the public-private partners is given in Chapter
20. To match the federal grants, it is anticipated that the members of the public/private partnership would
fund 26 percent or $76 million of the project construction costs.
S.1.5
Transportation Challenge
Eastern Elizabeth lacks good connections with the northern New Jersey transit network. While several
local bus routes provide links to midtown Elizabeth, the Elizabethport area is surrounded by, and
incorporates, large industrial and mega-commercial tracts, juxtaposed with relatively isolated residential
areas. The transportation challenge for this area is to better serve these disparate land uses and improve
linkages with the state's rail public transit system, taking advantage of major destinations, most critically,
Newark Airport. To the maximum extent practical, transit improvements for the area should also:
Link commercial and retail centers;
Improve access from established residential neighborhoods with their diverse labor force to future
employment and recreational activities;
Connect the study area's new employment centers with the regional labor force; and
Integrate the planned expansion of Newark International Airport with surrounding land uses.
S.2
Alternatives Considered
The alternatives considered in the SDEIS are the No-Build Alternative, the 1997 DEIS Division Street
Build Alternative and the NERL-Elizabeth Segment (SDEIS) Build Alternative. The Division Street Build
Alternative is presented in the Summary and in Chapter 2, Alternatives Considered, and Chapter 21,
Evaluation of Alternatives, for comparison with the SDEIS Build Alternative.
S.2.1
No-Build Alternative
The No-Build Alternative includes all highway and transit facilities and services operating on the existing
transportation network; highway improvements from the financially constrained long-range plan; and
proposed short-range transit service and capital improvements.
HH
NERL-Elizabeth Segment SDEIS
S-5
Summary
!
A.
No-Build Transit Improvements
Newark-Elizabeth Rail Link (MOS-1) - This light rail project will provide an extension of the Newark
City Subway between Broad Street Station and Penn Station in Newark, with four additional station
stops in downtown Newark.
Secaucus Transfer Station - This new station will be an interconnecting node for all NJ TRANSIT rail
lines serving northern New Jersey.
Bus service modifications to the Jersey Gardens Mall from Elizabeth, Elizabeth Center, and New
York.
Ferry service from the planned Elizabethport Ferry Terminal to the World Financial Center in Lower
Manhattan. This project has been allocated $500,000 in federal funds under Section 378 of the FY
2001 DOT Appropriations Act.
These additional services and facilities, together with the existing transportation network, are presumed to
exist at the 2020 horizon year for the SDEIS analysis of project impacts.
B.
No-Build Highway Improvements
NJTPA Transportation Improvement Program (TIP)
The North Jersey Transportation Planning Authority, Inc. (NJTPA) is the Metropolitan Planning
Organization (MPO) for the thirteen-county region defined as Northern New Jersey (Bergen, Essex,
Hudson, Hunterdon, Middlesex, Monmouth, Morris, Ocean, Passaic, Somerset, Sussex, Union, and
Warren counties). The NJTPA lists all programmed and funded projects for the next three years in a
Transportation Improvement Program (TIP). The TIP for the years 2003 – 2005 includes the following
significant roadway improvements for the Elizabeth and Union County vicinity:
-
TE
Rehabilitation of the Rahway River Bridge to provide new ramp connections between Route 1 & 9 and
Randolph Avenue. Route 1 will be widened to include auxiliary lanes/shoulders;
A new parallel structure over the Rahway River on Route 1 & 9 will be constructed. The new
structure will carry three 12-foot travel lanes and two 12-foot shoulders;
Replacement of the bridge over the Elizabeth River. The new structure will carry six 12-foot travel
lanes, two 12-foot outside shoulders, and two 3-foot inside shoulders; and
Replacement of Magnolia Avenue Bridge over Route 1 & 9. The new bridge will carry two 15-foot
travel lanes and two 6-foot sidewalks.
Intersection improvements at Route 1 & 9 and North Avenue.
TI
Union County Transportation Development District Plan
The Union County Transportation Development District has identified various roadway improvements
designed to relieve traffic congestion on key roads. They include the following site-specific improvements
and corridor-wide strategies.
Grade separation at North Avenue, Dowd Avenue and Division Street;
Grade-separated crossing at Magnolia Avenue over Route 1 & 9. (listed in the TIP);
NERL-Elizabeth Segment SDEIS
Summary
S-6
York Street extension into Jersey Gardens Mall;
New Jersey Turnpike truck connection to Tremley Point;
Improvements to Route 1 & 9 in the area of Linden Airport;
Improvements to local connections at New Jersey Turnpike Interchange 13;
1-278 connections to and from Route 1 & 9 northbound;
Computer controlled Traffic Signal and Traveler Information System; and
High tech transit shuttle bus/ van system along the Northeast Corridor.
Kapkowski Road Transportation Plan
The Kapkowski Road Transportation Plan envisions construction of a ramp from North Avenue
(eastbound), beginning at a point just west of the New Jersey Turnpike 13A ramps and connecting to
Jersey Gardens Boulevard (eastbound) just west of Brewster Road. This will require construction of a new
bridge structure to carry the ramp over the existing New Jersey Turnpike 13A ramps, as well as a new
roadway beginning along Jersey Gardens Boulevard just east of Brewster Road. The ramp as currently
designed will require construction of two independent bridge structures (one for eastbound and one for
westbound traffic) over the New Jersey Turnpike, parallel to Jersey Gardens Boulevard. The road would
then cross over the Chemical Coast Line tracks, extend into the Federal Express property located at the
southeast corner of North Avenue and Kapkowski Road, and then split to provide a direct connection into
the IKEA Property and a new at-grade intersection opposite the site access to Crown Plaza along
Kapkowski Road, approximately midway between North Avenue and the Northerly Driveway to Jersey
Gardens Mall.
The project proposes the realignment of Kapkowski Road from a point just south of the Crown Plaza
Driveway to connect into the flyover of North Avenue connecting into IKEA Drive. The effect of the
project will be to eliminate the existing North Avenue/Kapkowski Road at-grade intersection. The
Kapkowski Road project is in the conceptual design phase; as design of particular elements is completed,
funding will be sought for future design and construction phases.
S.2.2
Transportation Systems Management (TSM)
The TSM Alternative involves low-cost improvements to existing public transit service to provide
improved access in the study corridor. The intent of the TSM Alternative is to optimize the utility of
existing infrastructure with modest capital expenditures.
During the past two decades, transportation improvements in northern New Jersey have attempted to
respond to mobility needs of travelers in Newark and Elizabeth and travelers to Newark International
Airport (the airport accounting for 25,000 airport-related jobs and 24 million annual enplanements). In the
Newark-Elizabeth Rail Options Study (NERLOS), completed in 1993, the TSM Alternative included the
following physical improvements within the City of Elizabeth:
Bus transfer and waiting improvements at Elizabeth Midtown Station;
Expansion of parking for commuters at North Elizabeth Station; and,
Construction of a busway in the Conrail/CSX/Norfolk Southern right-of-way between Elizabeth
Midtown Station and Division Street.
NERL-Elizabeth Segment SDEIS
Summary
S-7
The NERLOS analysis concluded that the TSM Option failed to adequately address corridor transportation
needs. The TSM Option did not meet the criteria of transportation effectiveness as well as the Build
Options. Given that the TSM Alternative for the study area was examined in the NERLOS (1993) and
there is no new information that would significantly alter the alternative or its effects, the TSM Alternative
was not re-examined in this Supplemental DEIS for the MOS-3 NERL Elizabeth Segment alignment
modification.
S.2.3
Build Alternatives
Two Build Alternatives, described in the following sections and shown in Figures S-3 and S-4, are
presented in this SDEIS:
Division Street Build Alternative (Figure S-3)
SDEIS Build Alternative (Figure S-4)
A.
Division Street Build Alternative
The following describes the Division Street alignment proposed in the original NERL DEIS. The
alignment was routed to take advantage of anticipated redevelopment in the Airport City area of Elizabeth.
This development has not occurred, and the focus of developer interest and the City's redevelopment
efforts has since shifted to the Elizabethport area.
The Division Street alignment runs from Camp Street in Newark to Midtown Elizabeth, via Routes 1&9
and then Division Street, heading from north to south. In this SDEIS, a portion of the alignment, from
approximately McClellan Street Station to Camp Street, has been assigned to MOS-2; only the section of
the original Division Street alignment from McClellan Street to midtown Elizabeth remains in the MOS-3
analysis. To be able to compare two build alternatives with logical termini and independent utility,
however, the Division Street Alternative has been defined to run between Newark International Airport
(NEC Station) and Midtown Elizabeth. As such, both ends of the Division Street Alternative are at major
multimodal stations including bus, commuter rail, intercity rail, and on-airport monorail. This permits
practical comparison of benefits and impacts with the modified Elizabeth Segment alignment through
Elizabethport.
Alignment Description
Midtown Elizabeth Station to Spring Street Station
The alignment begins at the Midtown-Elizabeth Northeast Corridor commuter rail station, and proceeds
along the existing CNJ right-of-way, parallel to East Grand Street. A station is proposed at Spring Street.
A 600-foot storage track would be located between the LRT inbound and outbound tracks in the area
between Spring Street and the Midtown-Elizabeth Station. A new bridge would carry the eastbound LRT
and one of the CNJ tail tracks over Spring Street.
Spring Street Station to Division Street Station
East of the Spring Street Station, the alignment would continue along East Grand Street toward Division
Street.
NERL-Elizabeth Segment SDEIS
Summary
S-8

---
O
1-9
Newark
a d
Hillside
22
venue
|
NEWARK INT.
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STATION
Haynes Ave
LIL' Erelin
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Newark
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Newark
Elizabeth
D
McCLELLAN
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go
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Elizabeth
000
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AIRPORT
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North Aye.
....
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Division Street
Dowd Ave
IDAI
MIDTOWN
ELIZABETH
STATION
Spring St.
*
E. Jersey St..
DIVISION
STREET
STATION
SPRING
STREET
STATION
N
Trumbull St.
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
Proposed LRT
Proposed LRT Station
Division Street Build
Alternative
NTRANSIT
SESSE
Figure S-3
Prepared By
BAW, Inc.
1
1
L
1-9
Airport Monorall
SDEIS
Build Alternative
Figure 5-4
Airport Parking
Loto
EWR Monorail Parking
Proposed LRT
NEWARK
INTERNATIONAL
o
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
Existing Rail Line
Existing NJ Transit
Commuter Rail Station
IKEA
Study Area
Kids
World
BETH CENTER OR
Recreational
Center
SROAD ST
JEFFERSON AVE
HENRY ST.
MOLESTER ST.
DOWD AVE
EXIT 13A
CLIZABETHPORT
North Avenue
Station
Midtown
Station
DIVISION ST
MAGNOLIA AVE
NOATH AVE
Broad St
Station
Kapkowski Rd.
Station
11-9
(Freigen
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CHEMICAL. COAS
Planned Hoie!
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YORK ST.
E. JERSEY ST
CSX Yard
Jersey Gardens
Station
ELIZABETH
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Division St.
Station
REID ST.
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CBT
YardShop
PAUME
MAGNOLIA AVE.
JERSEY GARDENS BLVD.
Jersey Gardens
Mall
VETERANEN
MEMORIAL DE
NS Ya
Third Street
Station
To New York City
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
ETEEA
THIRD ST
Future
Singer Station
PORT AVE
Ferry Terminal
Station
NJTRANSIT
FIRST
NEWARK BAY
NERL Alignment
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE.
Lot D Station
North Elizabeth
Station
MIDTOWN
ELIZABETH
1&9 (Spring St.)
Station
GRAND ST.
SEVENTH ST.
S. PARK ST.
LIVINGSTON ST
Scale in Feet
1200
2000
Prepared By
BRW, Inc.

D
400
Potential
Cranford/Plainfield
Extension
0
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A
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Division Street Station to Airport City Station
At Division Street, the alignment would turn north, ascending onto an elevated track, to pass over the
southbound lane of Division Street. Two existing freight tail tracks would require relocation between
Division Street and Spring Street.
At York Street, the alignment would return to grade, and continue north, occupying the current southbound
lanes of Division Street. To accommodate the LRT tracks and current vehicular traffic, the roadway would
be widened to the west to maintain current capacity of one 12-foot lane with 10-foot shoulders in each
direction.
South of the North Avenue/Dowd Avenue/Division Street intersection, the alignment would ascend to an
aerial structure. Continuing on an aerial structure, the alignment would travel west to the Airport City
Station site, parallel to and approximately 500 feet north of North Avenue.
Airport City Station to McClellan Street Station
The alignment would pass over all lanes of US Route 1 & 9 in the vicinity of Neck Lane and continue on
aerial structure along the US Route 1 & 9 west frontage road north to the vicinity of McClellan Street. The
McClellan Street Station would be located along the US Route 1&9 west frontage road between the
Hampton Inn and Hilton Hotel, just south of McClellan Street.
McClellan Street Station to US Route 1 & 9 Station
From the McClellan Street Station, the alignment would continue on an elevated structure north over
McClellan Street and its ramp, and through an undeveloped parcel of land in the northwest quadrant of the
McClellan Street/US Route 1 & 9 interchange. On aerial structure, the alignment would pass through an
.
Anheuser-Busch employee parking area and over US Route 1 & 9 southbound near the south entrance to
the Anheuser-Busch complex. It would then, on aerial structure, travel north along the west side of US
Route 1 & 9 and above the median of the US Route 1 & 9 local southbound and northbound roadways.
The alignment would again pass over the local southbound lanes of US Route 1 & 9 on aerial structure just
south of the Anheuser-Busch access road to the Route 1 & 9 Station.
US Route 1 & 9 Station to Newark International Airport Station
From the Route 1 & 9 Station, the alignment would turn slightly northwest and descend to grade. It would
then run in between the Monorail Extension and the Northeast Corridor, passing under the Haynes Avenue
overpass, as it approaches Newark International Airport Station. The station would be located between the
Monorail and the NEC platforms of the EWR Monorail/NEC Rail Station.
B.
SDEIS Build Alternative
The SDEIS Build Alternative would provide a 5.8-mile LRT system beginning at Midtown Elizabeth and
terminating at Newark International Airport Monorail Parking Lot D. The project components would
include:
A predominantly double-track LRT system, except for one segment where right-of-way and freight rail
service limit the system to one track; this segment of single track operations will be approximately 700
feet in length near Division Street. The LRT system will use an overhead contact system and run over
NERL-Elizabeth Segment SDEIS
Summary
S-9
a portion of the partially used freight right-of-way owned by Conrail, CSX and Norfolk Southern,
between the Northeast Corridor and the Jersey Gardens Mall, and newly developed right-of-way;
Nine stations and one future station;
An LRT storage and maintenance facility to be located at the corner of Veterans Memorial Drive and
Trumbull Street; and
Various new bridge structures associated with the LRT system and structures necessary to maintain
existing freight rail traffic.
SDEIS Build Alternative Alignment Description
Midtown Elizabeth Station to Route 1 & 9 (Spring Street) Station
Beginning at the Midtown-Elizabeth Station the alignment would proceed east along the former CNJ
railroad right-of-way. The two LRT tracks would occupy a portion of the existing ROW, preserving a
portion for future freight activity. The alignment is currently and would remain grade separated over
Broad Street, Jefferson Avenue, Madison Avenue, and Catherine Street. The LRT portion of the existing
structures over these streets would be maintained. The bridge structures would be repaired to ensure
sufficient structural integrity to support LRT operations. A new structure would be built over Route 1 & 9
(Spring Street). This new structure would rest on existing piers from an earlier rail bridge that has been
removed. The Route 1 & 9 (Spring Street) Station would be located at the eastern end of the new
structure.
Route 1 & 9 (Spring Street) Station to Division Street Station
From the Route 1 & 9 (Spring Street) Station, the alignment would proceed east over existing bridges
above Reid Street and Division Street. After Division Street, the alignment would turn slightly south then
east again to parallel Trumbull Street, with the track centerline approximately 40 feet from the edge of
curb. This portion of the alignment would remove a freight siding that serves two properties but is
currently not in use by either.
Division Street Station to Third Street Station
East of the Division Street Station the alignment departs from the original NERL system. The modified
alignment would parallel Trumbull Street in an easterly direction along the southern edge of the CSX
Trumbull Street Yard. It would pass beneath the NJ Turnpike. Approximately 350 feet east of the
Turnpike, the alignment would pass through the embankment for the southwestern branch of the Chemical
Coast Line/CNJ railroad wye. Freight service capability would be maintained by constructing a bridge
over the LRT. The LRT would cross Dowd Avenue at-grade approximately 30 feet north of the
intersection of Dowd Avenue and Trumbull Street. Traffic signal timing and phasing would be designed
to coordinate control of LRT vehicles with other traffic using the intersection. After crossing Dowd
Avenue, the alignment passes through the embankment for the Chemical Coast Line. Single-track freight
service would be maintained by constructing a single track bridge over the LRT for freight service.
Approximately 250 feet after passing through the Chemical Coast Line embankment, a spur track would
allow LRT access to the yard and shop facility immediately to the north. The Third Street Station is
proposed 150 feet east of the yard and shop turnout.
NERL-Elizabeth Segment SDEIS
Summary
S-10
Third Street Station to Ferry Terminal Station
From the Third Street Station, the alignment would cross on the north side of Veterans Memorial Drive at-
grade and closely follow the northern property line of the Singer Factory. A future station may be located
behind the Singer Building if the Singer property is redeveloped. Approximately 3,300 feet from the Third
Street Station, a new LRT bridge would carry the alignment for approximately 900 feet over the tail track
at the eastern end of the Norfolk-Southern E-Rail Intermodal Terminal and a storm water detention basin.
The alignment would touch down approximately 100 feet west of the waterfront and proceed north to the
proposed Ferry Terminal Station.
Ferry Terminal Station to Jersey Gardens Station
Beyond the Ferry Terminal Station, the alignment would turn northwest, crossing a storm water detention
basin for Jersey Gardens Mall, and running along the north side of Jersey Gardens Boulevard, to a Jersey
Gardens station.
Jersey Gardens Station to Kapkowski Road Station
Approximately 450 feet west of the Jersey Gardens Station, the alignment turns north, running along the
eastern edge of a parcel being developed as a hotel on Kapkowski Road. A Kapkowski Road Station is
planned approximately 700 feet north of the tum, midway through the hotel property, and serving both the
hotel and off-airport employee parking planned to be established just east of the alignment.
Kapkowski Road Station to Newark International Airport/Monorail Parking Lot D Station
Beyond the Kapkowski Road Station, the alignment continues north, crossing North Avenue at-grade. The
alignment turns immediately west to parallel the north side of North Avenue, continuing approximately
500 feet to an at-grade crossing at Elizabeth Center Drive. The alignment continues parallel to North
Avenue for approximately 500 feet to a planned North Avenue Station. After the North Avenue Station,
the alignment continues parallel to North Avenue, rising on two new structures to cross the Chemical
Coast Line and the NJ Turnpike.
a
On the west side of the NJ Turnpike, the alignment returns to grade and crosses the south entrance to
Newark International Airport at Brewster Road. The alignment bends slightly north to cross the Peripheral
Ditch 200 feet after crossing the south entrance road. The alignment continues between the Peripheral
Ditch and the South Access Road for a distance of approximately 2,900 feet, then crossing the entrance
road to the airport fuel facility at-grade and paralleling the west side of the Peripheral Ditch next to
Monorail Parking Lot D for approximately 1000 feet. The alignment then bends west, rising on a new
structure to enter Monorail Parking Lot D. The Newark International Airport Monorail Parking Lot D
Station would be located 250 feet inside the parking lot, about 100 feet from the Monorail station itself, the
two stations being connected with a pedestrian bridge.
LRT Maintenance and Storage Facility
Complete vehicle inspection functions, light running maintenance and vehicle storage would be
accommodated at the proposed maintenance facility. The facility would house and have the equipment to
maintain up to 10 light rail vehicles and the associated right of way.
Daily servicing and inspection of all cars departing for revenue service would take place at this facility.
Servicing would include car washing, interior cleaning, and sand refilling, taking place on the same run-
NERL-Elizabeth Segment SDEIS
Summary
S-11
through track in the shop building. The second shop run-through track would house two pits for under-
vehicle inspection and repair. A third stub-end track would be used to remove trucks from cars. This track
would be the only shop track without overhead contact wire, as it would house the lift equipment necessary
for truck removal.
Until MOS-2 of the NERL is completed, heavy maintenance of LRT vehicles is planned to be performed at
either the Newark City Subway Base Facility or the Hudson Bergen Light Rail Maintenance Facility. Both
facilities are less than a 30-minute drive from the NERL-Elizabeth Segment Maintenance Facility. The
major scheduled heavy maintenance functions are wheel truing, performed 2 to 3 times per year, and
traction motor rebuilding, performed as required, usually every three years. This type of maintenance
requires transport of the truck and wheel assemblies, not the entire light rail vehicle. The NERL
Maintenance Facility will have equipment to remove the vehicle body from the wheel assemblies. The
wheel assemblies would then be transported by truck to the appropriate facility and returned for reassembly
at the Elizabeth Segment maintenance shop. Transportation of the wheel assemblies will not require the
use of any special hauling equipment, nor will there be any need for the transport route to accommodate an
oversize or overweight load. All three wheel assemblies from each light rail vehicle could be moved on a
conventional tractor-trailer.
If needed, the NERL Maintenance Facility could be expanded in the future to accommodate all vehicle
maintenance functions.
S.3
Summary of Environmental Impacts and
Potential Mitigation Measures
The following section summarizes the environmental impacts of the No-Build Alternative, the Division
Street Build Alternative, and the SDEIS Build Alternative. Refer to Chapters 3.0 through 18.0 of the
SDEIS for detailed discussions of the environmental impacts and mitigation plans for the No-Build and
Build Alternatives. A detailed analysis of the environmental impacts associated with the Division Street
Build Alternative (NERL 1997) is provided in Chapter 21 of the SDEIS document, Evaluation of
Alternatives.
A wide range of environmental impacts was assessed with the intent of preserving and protecting the
environment in the study corridor. The assessment of impacts is intended to identify the potential impacts
of each alternative, highlighting those assessment areas where potential adverse impacts may occur. Table
S-1 summarizes the potential environmental impacts identified for the No-Build Alternative, the SDEIS
Build Alternative and the Division Street Build Alternative.
LI
LI
NERL-Elizabeth Segment SDEIS
Summary
S-12

Table S-1
NERL-Elizabeth Segment SDEIS
Summary of Environmental Impacts
No-Build Alternative
SDEIS Build Alternative
Impact Area
Ridership
Capital Costs (1999)
NA
NA
Division Street Build Alternative (DEIS, 1997)
Ridership: 3,393 boardings
$ 404,939,000 *
Land Use
None
Consistent with City and County Plans that were current
in 1994 (pre-Elizabethport)
None
.
Displacements/
Relocations
.
Traffic and
Circulation/
• No new at-grade crossings.
• LOS degradations by 2021
would occur in 7 of 11
roadway segments and 3
of 5 intersections.
• No parking impacts
4 Businesses: 1 by the airport and 3 along Division
Street
O Residences
8 at-grade crossings.
LOS degradations by 2020 do not change with
addition of Build Alternative.
Approx. 143 parking spaces required to be taken at on
Division Street
Ridership: 13,080 boardings
$ 291,766,000 (Midtown Elizabeth to EWR Lot D-
5.8 miles)**
Consistent with Union County Comprehensive Economic
Development Strategies, Union County Master Plan, City
of Elizabeth Master Plan, and City of Elizabeth
Waterfront Planning activities.
4 Businesses: 3 along Trumbull Street near NJ
Turnpike, 1 in proposed Yard and Shop site.
0 Residences
5 at-grade crossings.
LOS roadway segment degradations by 2021 do not
change with addition of Build Alternative.
Delay and LOS at North Ave. & Kapkowski Road
increases as a result of the Build Alternative.
Approx. 50 parking spaces required to be taken at
Airport Parking Lot D.
No disproportionate adverse impacts
Improved access for 9 census tracts that are
predominantly minority-based (over 50%)
Improved access for 9 low-income census tracts.
No significant impacts
Minor impact from aerial structures, catenary wire and
supports, station canopies, lighting, and LRT vehicles.
No adverse impacts
Project in conformance
No noise impacts
2 potential vibration impacts: Oak Grand Motel and
residence at Magnolia Ave. and Reid St.
Neighborhoods/ • No Adverse Impacts
No disproportionate adverse impacts
Environmental
No Benefits
Improved access for 6 census tracts that are
Justice
predominantly minority-based (over 50%).
Improved access for 10 low-income census tract.
Soils
None
No significant impacts
Visual
None
Minor impact from aerial structures, catenary wire and
supports, station canopies, lighting, and LRT vehicles.
Air Quality
None
No adverse impact
Project in conformance
Noise and Vibration None
1 potential noise impact: Airport Hilton Hotel
1 area of potential vibration impact: residences by
York Street
Notes: * Capital Costs in the 1997 DEIS do not include Right-of-Way costs
** The SDEIS Build Alternative includes a Yard and Vehicle Maintenance Facility at a cost of $26 million.
.
.
NERL-Elizabeth Segment SDEIS
S-13
Summary

Table S-1 (continued)
NERL-Elizabeth Segment SDEIS
Summary of Environmental Impacts
Impact Area
Wetlands (acres)
No-Build Alternative
None
Division Street Build Alternative (DEIS, 1997)
Potential Wetland disturbance: 0.75 acres
SDEIS Build Alternative
Wetland Disturbance: 3.4 acres
Transition Disturbance: 8.1 acres
No adverse impact
None
No adverse impact
Vegetation/Wildlife
Habitat
Endangered Species
Floodplains
None
None
None. No suitable habitat to support listed species
Alignment would traverse 100-year and 500-year
floodplains, however no significant impact would result
Ground Water
Surface Water
None
None
No significant impact
No significant impact
None. No suitable habitat to support listed species
Alignment would traverse 100-year and 500-year
floodplains. Potential minor impact on Airport
Peripheral Ditch
No significant impact
Minimal impact on Airport Peripheral Ditch and two
detention basins
Wetland permits and Transition Area Waiver required
Potential effects on 5 historic districts and 7 individual
resources
No parkland impacts
Coastal Areas
Historic Resources
None
None
Parklands
None
No impact
Potential effects on 1 historic district and 3 individual
resources
Potential impact of 0.03 acres at Mickey Walker
Recreation Center
Potential effects on 2 sites
Potential effects on 5 sites
Potential Involvement for Parkland Resources
None
Archaeological None
Resources
Section 4(1)
None
Involvement
Contamination
None
Energy Use
None
Construction
None
Impacts
Source: BRW, Inc. March 2002
4 potential sites requiring further review
Not analyzed in DEIS
Minimal short-term construction impacts
7 potential sites requiring further review
Decrease energy use by 260,994,621 BTUs
Minimal short-term construction impacts
NERL-Elizabeth Segment SDEIS
S-14
Summary
S.3.1
Land Use and Socio-Economic Impacts
The City of Elizabeth and the study area are developed to the point where impacts from the Build
Alternatives to land use patterns and to the overall level of city development will not be significant. At the
local level, land development patterns may be positively impacted around stations where developable and
re-developable parcels are present. Beyond the study area in Elizabeth, small in-fill developments may
occur independent of the LRT.
Socio-economic indicators in the City of Elizabeth are unlikely to be significantly impacted by the LRT.
The LRT system may have a slight stabilizing effect on current population patterns by increasing access to
economic opportunities. Associated with this stabilizing influence, there may be a marginal increase in
overall income levels above current trend levels. Residential property values are unlikely to be
significantly impacted city-wide, yet there may be localized sites of property appreciation around stations.
Commercial property, particularly in the redeveloping Elizabethport Area, is likely to increase in value due
to its greater accessibility to transit services.
A.
No-Build Alternative
The No-Build Alternative would have no impact on existing land use or socioeconomic conditions of the
project area. However, the No-Build Alternative would not provide the opportunity to intensify land uses
in station areas, offer an alternative means of travel, or reduce vehicular congestion on area roadways.
B.
Division Street Build Alternative
The Division Street Build Alternative would provide socioeconomic benefits that would result from
providing increased transit service and an alternative, reliable means of transportation.
In addition, individuals who currently do not have access to cars would have an alternative travel mode and
their personal travel accessibility to employment could be increased for areas of existing and new
development along the proposed LRT service area.
C.
SDEIS Build Alternative
The SDEIS Build Alternative would provide socioeconomic benefits that would result from providing
increased transit service and an alternative, reliable means of transportation.
In addition, individuals who currently do not have access to cars would have an alternative travel mode and
their personal travel accessibility to employment could be increased for areas of existing and new
development along the proposed LRT service area.
S.3.2
Displacements and Relocations
Displacement results from right-of-way acquisition that requires permanent removal or relocation of
existing land uses.
A.
No-Build Alternative
The No-Build Alternative would not require property acquisition or relocation of land uses.
NERL-Elizabeth Segment SDEIS
Summary
S-15
B.
Division Street Build Alternative
The Division Street Build Alternative would result in the acquisition of four businesses. No residences
would be displaced. Table S-2 identifies the business names, addresses, and types of business.
Table S-2
Division Street Build Alternative
Potential Acquisition Sites
Name
Address
Business Type
420 Division Street
American Coating & Chemical
Paris Auto Repair
400 Division Street
Light Industrial
Light Industrial
Light Industrial
Light Industrial
N/A
300 Division Street
N/A
848 Dowd Avenue
Source: BRW, Inc. August, 2000.
C.
SDEIS Build Alternative
Right-of-way acquisition for the SDEIS Build Alternative would involve some partial and some complete
purchase of parcels of land resulting in the displacement of four businesses. No residences would be
displaced. Table S-3 identifies the business names, addresses, and types of business.
Table S-3
SDEIS Build Alternative
Potential Acquisition Sites
Name
Address
Business Type
455 Trumbull Street
Compressed Gas, Inc.
Beto, Inc.
399-419 Trumbull Street
Light Industrial
Light Industrial
Light Industrial
Light Industrial
Roman Truck Leasing
Trumbull Street
Matlack
Veterans Memorial Drive
Source: BRW, Inc. August, 2000.
D.
Mitigation
A relocation plan for any displacements would be developed during the preliminary engineering phase of
the project. This relocation plan would further identify the specific properties that would be required for
LRT right-of-way, stations, and other facilities, as well as for construction and other temporary easements.
In acquiring properties, NJ TRANSIT would adhere to the requirements pertaining to land acquisition for
projects funded by the Federal Transit Administration (FTA). These requirements were promulgated in
Volume 49 of the Code of Federal Regulations (CFR) Part 24, “Uniform Relocation Assistance and Real
NERL-Elizabeth Segment SDEIS
Summary
S-16
Property Acquisition for Federal and Federally Assisted Programs.” These regulations implement and
supplement applicable sections of the Uniform Relocation Assistance and Real Property Acquisitions Act
of 1970, as amended. All property to be acquired would be appraised on the basis of comparable sales and
land values in the area. Owners of these properties would be offered and paid fair market value for their
property.
S.3.3
Economic/Secondary and Joint Development
A.
No-Build Alternative
Under the No-Build Alternative, much of the proposed development identified in Table S-4 would still
Occur. However, access to these development sites would be limited to public buses and private
automobiles.
B.
Division Street Build Alternative
The Division Street Build Alternative would support and enhance approximately 1,080,000 sq. feet of
commercial and office development and 400 units of proposed residential development in the vicinity of
the Midtown Elizabeth Station. This alignment alternative would not provide direct access to the
Elizabethport development area.
C.
SDEIS Build Alternative
The SDEIS Build Alternative would support approximately 5 million square feet of proposed
development Table S-4 summarizes the proposed development in the Midtown Elizabeth and
Elizabethport areas, respectively.
Table S-4
Summary of Proposed Development
City of Elizabeth
Area
Use
Total
Midtown
Institutional
Office
80,000 sq. ft.
1,000,000 sq. ft.
400 units
Residential
Elizabethport
Distribution
Hotel
Office
Parking Garages
Residential
780,000 sq. ft.
1,875 rooms
2,395,000 sq. ft.
4,000 spaces
100 units
4,000 sq. ft.
851,000 sq.ft
250 daily boardings
Restaurant
Retail
Ferry Terminal
Source: Union County Department of Economic Development.
Compiled by BRW, January 2001
NERL-Elizabeth Segment SDEIS
Summary
S-17
The planned light rail station in Midtown Elizabeth would enhance the marketability of downtown stores
and office space. The Potential Singer Station is located near the historic Singer Sewing Machine Factory.
The site contains a main mill building, which is approximately 350,000 square feet and could be reused for
a mixed-use development. The planned Kapkowski Road Station would be located between a proposed
parking garage for airport employees and a hotel/conference center complex. The planned North Avenue
Station would be located along the north side of North Avenue west of the intersection of North Avenue
and Kapkowski Road. The station area is incorporated into the IKEA Master Plan. Proposed for the
station area is a 300,000 square foot office building, a parking garage for airport employees, and various
retail and restaurant uses.
a
S.3.4
Transportation
This section describes the impacts of the No-Build Alternative and the two Build Alternatives on traffic (at
intersections), parking, and freight rail operations. Also included is a discussion of ridership, travel-time
savings, and operating plans.
A.
Traffic
Traffic volumes associated with the No-Build and Build Alternatives were created using information from
the NJTPA's Regional Transportation Plan, the Union County Master Plan, and results from the
Kapkowski Road Transportation Planning Study.
The land use growth identified in the Kapkowski Road Transportation Planning Study placed a large
portion of new traffic on the roadways within the study area. Included in the study's forecasted volumes is
a new 2,000-car parking facility for Newark International Airport employees to be located near the
intersection of North Avenue and Kapkowski Road, at a proposed LRT station. The primary users of the
facility would be airport employees whose parking will be displaced off-airport by other uses. As part of
the SDEIS, the transportation impacts of the facility on the future transportation system were analyzed. At
this time, the Port Authority has not yet determined whether, when or where such a facility should be
constructed. The Build Alternative ridership forecasts, however, presume eventual construction and
operation of such a facility in concert with the LRT.
The traffic analysis investigated the potential impacts on level of service (LOS) and delay of eleven
roadway segments and five intersections with LRT grade crossings. The traffic analysis was based on an
analysis of year 2000 and year 2020 Average Daily Traffic (ADT) and Level of Service (LOS) for thirteen
intersections within the study area. Overall, a one percent growth factor was used to calculate year 2020
background traffic volumes, and a 7.7 percent annual growth factor for traffic in the Elizabethport area,
based on Port Authority projections of growth in port activity during the study period.
No-Build Alternative Impacts
The analysis of the eleven affected roadway segments concluded that seven segments would result in level
of service degradations between the years of 2000 and 2021, under the No-Build Alternative. The
intersection analysis focussed on five intersections within the study area that would potentially be affected
by the Build Alternative. Under the No-Build Alternative, three intersections, Trumbull Street and Dowd
Avenue, Trumbull Street and Veterans Memorial Drive, and North Avenue and Brewster would result in
level of service degradations from LOS B to LOS E or F, between the years of 2000 and 2021. The other
two intersections, North Avenue and Kapkowski Road and Brewster and Fuel Facility Drive, would result
in improvements in delay and level f service.
>
NERL-Elizabeth Segment SDEIS
Summary
S-18
i
Division Street Build Alternative
The Division Street Build Alternative would include eight at-grade crossings. To limit traffic impacts, it
would be necessary to widen Division Street to accommodate the LRT tracks and vehicular traffic. Access
to commercial properties would be impacted due to limitations on left turns from Division Street. As a
result, commercial and non-commercial vehicles would need to take more circuitous routes to get into and
out of sites. Nevertheless, the analysis of local intersections and driveways indicated that LOS would
improve under the alternative since left turns would be prohibited.
1
SDEIS Build Alternative Impacts
The SDEIS Build Alternative would have a very limited impact on the ADT volumes. The analysis of the
affected roadway segments concluded that, while seven segments would result in level of service
degradations between the years of 2000 and 2021, the degradation of level of service would occur without
the addition of LRT operations. As a result, the SDEIS Build Alternative would have no impacts on
roadway segment levels of service.
The intersection analysis showed that the SDEIS Build Alternative would result in increased delay at all
five affected intersections, however only one intersection would result in a level of service degradation.
The Intersection of North Avenue and Kapkowski Road, which is to be substantially reconfigured under
the Kapkowski Road Transportation Study, would result in a weekday AM Peak Hour delay and level of
service degradation from 28 seconds of delay and LOS C, without the LRT, to 382 seconds of delay and
LOS F with LRT. This degradation is caused by a combination of the LRT, the very heavy east-bound
traffic, and geometric conditions. In the weekday PM Peak Hour, the LOS degrades from B to C.
Under the SDEIS Build Alternative, most of the alignment would operate in a grade-separated right-of-
way. The first point where an LRT vehicle would cross at-grade would be Dowd Avenue. Between the
Midtown Station, near Broad Street and Dowd Avenue, the vehicle would operate in right-of-way that is
grade-separated. East of Dowd Avenue, until the alignment ends at the Newark International Airport, the
vehicle would operate mostly at-grade. Based on this, A total of five grade crossings within the study area
were analyzed to determine what impacts would be placed on the grade crossing if LRT was operating.
The grade crossings studied were:
1. Dowd Avenue
2. Veterans Memorial Drive
3. North Avenue
4. Elizabeth Center Drive
5. Fuel Facility Driveway
The grade crossing analysis resulted in recommendations of the type of traffic control treatment for each of
the grade crossings. The grade separation analysis shows all of the crossings could be accommodated with
at-grade operation of the LRT vehicle. Overall, the at-grade crossings for all the roadway crossings will
remain adequate even with the increased development in the study area.
1
NERL-Elizabeth Segment SDEIS
Summary
S-19
Mitigation
Mitigation would be required for impacts to the intersection of North Avenue and Kapkowski Road, under
the SDEIS Build Alternative. By extending the 3-lane eastbound section on North Avenue to the east, past
the LRT crossing on North Avenue for northbound right-turning vehicles, much of the vehicular delay can
be mitigated. By adding capacity along the entire corridor affected by the project, this geometric
improvement should reduce traffic delays to acceptable levels at the intersection and along the corridor
immediately east and west of the intersection during both the peak hour and at other times when traffic
volumes are high. The 3-lane extension will increase the outside lane utilization and decrease the merging
between the North Avenue/Kapkowski Road intersection and the LRT crossing. The acceleration lane will
provide extra storage for vehicles while the LRT is crossing.
Mitigation measures for the two Build Alternatives would also be required for impacts to at-grade
crossings along the proposed alignments. Possible mitigation measures for at-grade crossings include the
following treatments.
L
Traffic signalization
Traffic signal preemption
Traffic signal interconnect
Automatic crossing gates
Supplemental active warning devices
L
The primary means of traffic control would generally be automatic crossing gates or a traffic signal.
Acknowledging the above, the official mechanism for implementing changes to existing railroad grade
crossings or approval of new crossings is the Railroad Grade Crossing Diagnostic Team Process.
Therefore, while the SDEIS can recommend mitigation strategies to address traffic operation conflicts at
the seven affected grade crossings, these recommendations must be considered by others before they can
be implemented. Coordination will take place among NJ TRANSIT, NJ DOT, the Port Authority of New
York and New Jersey, the City of Elizabeth and Union County to determine the most practical mitigation
strategies for each intersection.
B.
Parking
No-Build Alternative
The No-Build Alternative would have no impact on parking facilities.
Division Street Build Alternative
Under the Division Street Build Alternative, Division Street would be widened to accommodate LRT
tracks and vehicular traffic; this would require removal of 143 on-street parking spaces. An analysis of
off-street parking in the area showed that the movement of displaced on-street parking spaces to off-street
parking facilities can be accommodated within existing facilities.
NERL-Elizabeth Segment SDEIS
Summary
S-20
SDEIS Build Alternative
The construction of the LRT and its stations would not adversely affect any of the parking supply within
downtown Elizabeth from Broad Street near the Midtown Station to Jersey Gardens Station near the Jersey
Gardens Mall. No parking spaces would be taken at the Jersey Gardens Mall.
At the Newark International Airport Monorail Parking Lot D Station, approximately 50 spaces would have
to be removed for the LRT alignment. These spaces could be replaced by restriping and reconfiguring the
existing parking lot, supplemented with construction of additional parking spaces in the vicinity.
C.
Newark International Airport Transportation
No-Build Alternative
Under the No-Build Alternative, there would be no impact to the airport monorail.
Division Street Build Alternative
The Division Street Build Alternative would have no impact on airport monorail operations, airport
operations, or safety.
SDEIS Build Alternative
The proposed LRT alignment would affect airport monorail operations during the peak 2-4 PM period,
when Monorail ridership reaches or exceeds the system's capacity. At these times, special arrangements
may be required to accommodate the additional LRT demand. The Build alternative would not impact
airport operations or Federal Aviation Administration air traffic control or security functions in the vicinity
of Newark International Airport.
D.
Freight Railroad Operations
No-Build Alternative
The No-Build Alternative would have no impact on freight rail operations.
Division Street Build Alternative
The Division Street Build Alternative is not expected to have any direct impacts to freight operations.
Early and ongoing coordination with the freight railroad operators will address issues of concern that will
be resolved during the design phase of the project and through lease negotiations affecting acquisition of
right of way for the LRT. The impact to CSXT would be the same as the SDEIS Build Alternative, as
discussed below.
NERL-Elizabeth Segment SDEIS
Summary
S-21
SDEIS Build Alternative
The SDEIS Build Alternative is not expected to have any direct impacts to freight operations. Early and
ongoing coordination with freight railroad operators will address issues of concern that will be resolved
during the design phase of the project and through lease negotiations affecting acquisition of LRT right of
way.
CSXT could eventually use the former CNJ alignment to connect to the Lehigh Valley Line and bring
commodities into its yard from points west of Elizabethport. Plans currently call for LRT tracks to be
placed on the two center tracks (of the four-track alignment) under the Northeast Corridor in Midtown
Elizabeth. If a connection to the Lehigh Valley Line is needed in the future by CSXT, design plans would
be prepared so that the LRT is shifted to the two southernmost bays under the Northeast Corridor. This will
permit the necessary clearance between the LRT and adjacent freight operation to meet FRA safety
requriements.
E.
Ridership
Ridership estimates were calculated by comparing the Build Alternative conditions to the No-Build
condition in a twenty-year timeframe (year 2020).
Division Street Build Alternative
Ridership (boardings) on the Division Street Build Alternative, between the Midtown Elizabeth Station
and the Newark International Airport Station is projected to be 3,393. Table S-5 lists the projected
ridership between stations.
Table S-5
Year 2015 Elizabeth Segment – Division Street Build Alternative
Weekday Ridership by Station-to-Station Segment
.
Station
Ridership
2,363
Midtown Elizabeth
Spring Street
281
Division Street
60
337
Airport City
McClellan
132
US Route 1 & 9
220
Newark International Airport
n/a
Total
3,393
Source: BRW, Inc. August, 2000.
NERL-Elizabeth Segment SDEIS
Summary
S-22
SDEIS Build Alternative
Projected ridership (boardings) by station on the SDEIS Build Alternative is presented in Table S-6.
The highest non-airport related passenger activity would occur at the Midtown Elizabeth station at 2,482
boardings per average weekday. The Jersey Gardens Mall station stop would have the second highest
passenger activity level. Overall, total daily boardings would be nearly 7,000 by the year 2020 without
factoring in riders boarding at the Kapkowski Road Station from the remote airport parking facility. With the
remote parking included, the number of boardings is projected to be increase to 13,080.
Table S-6
Year 2020 Elizabeth Segment - SDEIS Build Alternative
Weekday Ridership by Station
Station
Ridership
2,482
Midtown Elizabeth
875
Route 1 & 9 (Spring Street)
Division Street
131
Third Street
397
Future Singer
273
911
Ferry Terminal
Jersey Gardens
Kapkowski Road
1,355
316
North Avenue
183
Newark International Airport Lot D
60
Total
6,980
Remote Parking Lot Riders (see note below)
6,100
Total including remote parking lot riders
13,080
Source: KPMG; Ridership Results Report; June 2000.
Note: Remote parking lot riders refers to airport employees that park in the future 2000 car parking lot
near the intersection of North Avenue and Kapkowski Road. Total riders may not add due to rounding.
NERL-Elizabeth Segment SDEIS
Summary
S-23
1
F.
Travel-Time Savings
Division Street Build Alternative
In the NERL DEIS, January 1997, no analysis of travel-time savings was conducted for the LRT segment
between Midtown Elizabeth and the Newark International Airport.
SDEIS Build Alternative
Table S-7 shows the travel-time savings comparison between the SDEIS Build Alternative to the No-Build
Alternative.
Table S-7
Year 2020 Average Weekday Person Hours of Travel Time Saved for
SDEIS Build Alternative Compared to No-Build Alternative
Time
Hours Saved
Peak
-25
403
378
53
284
337
715
Off Peak
Category
Existing Riders
Out-of-vehicle Time
In-Vehicle Time
Total
New Riders
Out-of-vehicle Time
In-Vehicle Time
Total
TOTAL
Existing Riders
Out-of-vehicle Time
In-Vehicle Time
Total
New Riders
Out-of-Vehicle Time
In-Vehicle Time
Total
TOTAL
Existing Riders
Out-of-vehicle Time
In-Vehicle Time
Total
New Riders
Out-of-vehicle Time
In-Vehicle Time
Total
-546
687
141
55
81
136
277
TOTAL
-571
1090
519
108
365
473
992
TOTAL
Source: KPMG, Ridership Forecasting Results Report, June 20, 2000.
NERL-Elizabeth Segment SDEIS
Summary
S-24
G.
Operating Plan
Division Street Build Alternative
The NERL DEIS (January 1997) did not develop an operating plan for the Midtown Elizabeth to Newark
International Airport segment.
SDEIS Build Alternative
The proposed LRT system would provide regular service between Elizabeth's Midtown Station at
Downtown Plaza and the Newark International Airport Lot D Monorail Station, with each train stopping at
each of the seven intermediate stations. An independent shuttle service, operating over the northern
segment of the route, would serve airport employees using the planned off-airport parking facility near the
Kapkowski Road station.
Regular and shuttle services would operate seven days a week, 365 days a year, with full service on
weekdays and reduced service on weekends and holidays. Regular service would operate from 6:00 a.m.
to 11:00 p.m. every day. Special service beyond these hours would be operated as necessary. The airport
shuttle service would operate during shift changes at the airport and other identified peak periods.
Initially, trains would operate every 12 minutes during both base and peak periods. Airport shuttle service
would be operated during airport shift changes at 18-minute headways alternating with regular service,
resulting in a net 7- to 8-minute headway from the employee parking facility. During overnight peak
airport operations (11pm-6am), service would operate about every 7 to 9 minutes.
The run time for the system between Elizabeth Midtown Station and Newark International will be
approximately 23 minutes.
S.3.5
Neighborhoods and Environmental Justice
Executive Order No. 12898 of February 11, 1994 entitled “Federal Actions to Address Environmental
Justice in Minority Populations and Low-Income Populations” requires that federal agencies consider and
address adverse environmental effects of proposed federal projects on minority and low income
communities. The order requires that each Federal agency, to the greatest extent practicable by law, shall
make achieving environmental justice part of its mission by identifying and addressing, as appropriate,
disproportionately high adverse effects of its programs, policies and activities on minority and low income
populations.
Table S-8 summarizes the impacts of the Division Street Build Alternative and the SDEIS Build
Alternative on low-income and minority neighborhoods and shows whether negative impacts on minority
and/or low-income neighborhoods are disproportionate to impacts on non-minority/middle income
neighborhoods.
NERL-Elizabeth Segment SDEIS
Summary
S-25
Table S-8
Potential Impacts to Minority and Low-Income Neighborhoods
Area of Impact
Division Street Build Alternative,
Impact on Minority and Low Income
Neighborhoods
SDEIS Build Alternative,
Impact on Minority and Low Income
Neighborhoods
Transportation
Improved transit service would result in
improved mobility of minority and low-
income populations.
Possible increased economic activity in
station areas could benefit minority and
low income populations through
redevelopment and increased job
opportunities.
Improved transit service would result in
improved mobility of minority and low-
income populations.
Possible increased economic activity in
station areas could benefit minority and
low income populations through
redevelopment and increased job
opportunities
Land Use and Economic
Activity
Acquisitions/Displacements
3 businesses in minority neighborhoods
and I business in non-minority area
would be acquired.
4 businesses in low-income/minority
neighborhoods would be acquired.
Neighborhoods
No impacts would occur
Soils
No impacts would occur.
Visual
No impacts would occur
No impacts would occur.
No disproportionate impact would occur
to low-income and minority populations.
Visual conditions may improve in some
areas with new LRT stations, lighting, and
landscaping.
No disproportionate impact would occur.
No disproportionate impacts would occur.
No impacts would occur in minority or
low-income communities.
No disproportionate impact would occur
to low-income and minority populations.
Visual conditions may improve in some
areas with new LRT stations, lighting, and
landscaping
Air Quality
Noise and Vibration
No disproportionate impact would occur.
No disproportionate impacts would occur.
No impacts would occur in minority or
low-income communities.
Ecology and Wetlands
Water Resources
No impacts would occur in minority or
low-income communities.
No impacts would occur in minority or
low-income communities.
Historic/Archaeological
Resources
No disproportionate impact would occur.
No adverse impact would occur.
Contamination
No disproportionate impact would occur
No disproportionate impact would occur
Minor impact on neighborhood recreation
center
Parklands
No impact to parklands
Energy
No impacts would occur.
0
Construction Impacts
No disproportionate impact would occur
No impacts would occur.
No disproportionate impact would occur
The SDEIS Build Alternative would not
impact the ability of NJ TRANSIT to
provide transit services to low-income
and minority populations.
The Division Street Build Alternative
would not impact the ability of NJ
TRANSIT to provide transit services to
low-income and minority populations.
Financial Impacts
៦
Source: BRW, Inc., August, 2000.
0
NERL-Elizabeth Segment SDEIS
Summary
S-26
A.
No-Build Alternative
The No-Build Alternative would not result in physical impacts to communities along the proposed LRT
corridor. However, the social and economic benefits attributed to the Build Alternatives, such as increased
mobility and an alternative, affordable means of transportation, would not be provided to these
communities under the No-Build Alternative.
B.
Division Street Build Alternative
The Division Street Build Alternative would traverse low-income and minority neighborhoods. The
implementation and operation of this alternative would have no significant adverse impacts but would have
beneficial impacts on minority and low-income neighborhoods in the study area. This Alternative would
access ten low-income Census tracts and six predominantly minority Census tracts. These benefits would
be similar to those described for the SDEIS Build Alternative below.
C.
SDEIS Build Alternative
The SDEIS Build Alternative would traverse low-income and minority neighborhoods on largely existing
rail right-of-way. No disproportionate adverse impacts to minority or low-income neighborhoods are
expected to occur as a result of the implementation and operation of the SDEIS Build Alternative.
The SDEIS Build Alternative would have a positive impact on the project corridor and affected minority
and low-income residents. The SDEIS Build Alternative would access nine low-income Census tracts and
nine predominantly minority Census tracts. Vehicle ownership for the Census Block Groups which have
been identified as either minority or low-income within the project corridor indicate that as many as 50%
of the households within the project study area do not have access to cars. The benefits of the Build
Alternative therefore include:
O
Increased mobility and access to jobs;
Opportunity for an alternative and affordable means of transportation not currently available;
Public infrastructure investment and related development and redevelopment efforts; and
Increased employment opportunities during construction of the project and secondary economic
benefits associated with long-term station area development.
.
.
D.
Mitigation
The potential effects of the Build Alternatives on adjacent areas are expected to be minimal. The two
Build Alternative are designed to follow existing roadways and former CNJ right of way through all of the
developed residential neighborhoods in the study area to minimize the need for property acquisition or
displacement. All impacts identified in the SDEIS can be mitigated to avoid disproportionate and adverse
impacts to all communities, with special concern for minority and low-income populations. The active
involvement of minority and low-income residents and business owners throughout the study area will
continue during future design phases of the project.
NERL-Elizabeth Segment SDEIS
Summary
S-27
S.3.6
Soils, Topography, and Geological Resources
A.
No-Build Alternative
The No-Build Alternative would not adversely affect soils, topography or geological resources in the study
area.
B.
Division Street Build Alternative
The Division Street Build Alternative is located within developed areas and would not result in significant
impacts to soils or existing topography. Impacts resulting from construction include grading (cut and fill)
and removal and replacement of contaminated soils. Because the soil material underlying the project study
area consists of fill, the replacement of the fill material would result in no adverse impacts to existing
conditions. The construction of elevated tracks would have minor impacts to underlying geology, since
foundations supporting the aerial alignment may have to be extended into bedrock.
C.
SDEIS Build Alternative
The SDEIS Build Alternative is located within developed areas and would not result in significant impacts
to soils or existing topography. Impacts resulting from construction would be similar to those described
for the Division Street Build Alternative.
D.
Mitigation
Neither of the Build Alternatives would degrade existing soil conditions and neither would require
mitigation. Soils would be temporarily disturbed due to grading activities associated with construction.
These construction activities would need to comply with mitigation measures designed to decrease the loss
of soil through erosion and airborne transport (fugitive dust). The measures would be identified in a Soil
Erosion and Sediment Control Plan, required by the U.S. Department of Agriculture and the New Jersey
Department of Environmental Protection, and obtained through the Somerset-Union Soil Conservation
District.
S.3.7
Visual and Aesthetics
The NERL Elizabeth Segment corridor consists of varied visual environments. These visual environments
range from heavy industrial to moderate-density residential developments. Major visual components of
LRT systems include:
At-Grade Trackage
Aerial Guideway
Catenary Wires and Catenary Supports
LRT Stations
LRT Vehicles
Miscellaneous Structures
Shadows
Lighting
Construction Impacts
Yard and Shop
.
h
NERL-Elizabeth Segment SDEIS
Summary
S-28
A.
No-Build Alternative
The No-Build Alternative would have no visual impact.
B.
Division Street Build Alternative
The Division Street Build Alternative would impact the visual environment. Much of the alignment would
be located in the median of Division Street, where the most visible element would be the LRT vehicles and
the overhead catenary system, as well as an elevated track section spanning Route 1 & 9.
C.
SDEIS Build Alternative
The SDEIS Build Alternative would result in minimal visual impact, since much of the proposed
alignment is within an existing railroad right-of-way or rail yard and the remainder traverses relatively
undeveloped or recently redeveloped commercial areas. The elevated portions of the alignment would
create the greatest visual impact. Otherwise, the most visible element would be the LRT vehicles and the
overhead catenary system. The yard and shop is proposed for a site that is currently a railroad industrial
use, and thus, would not introduce an adverse visual impact.
D.
Mitigation
Careful design of the infrastructure components can mitigate many negative visual impacts. In selected
areas, visual impacts associated with the catenary system would be mitigated through the use of support
poles whose color, style and details reflect some of the characteristics of the more traditional and historic
street lighting poles. Chain link fencing located along the corridor would be vinyl-covered to reduce its
visibility. Integrally-colored concrete or brick pavers can be used to mitigate the impact of the corridor by
creating special patterns, colors, and textures that enhance the guideway and blend the corridor into
surrounding environments. In addition, station designs would be modular in nature, and compatible with
those planned for the Newark Elizabeth Rail Link MOS-1 and in use on the Hudson Bergen Light Rail
system. Specific design motifs would be appropriate to each local.
S.3.8
Air Quality
The air quality analysis evaluates the proposed project alternatives with respect to their impacts on regional
air quality and potential “hot spot” violations of carbon monoxide standards at select intersections
throughout the study area. The analysis also discusses the issue of conformity with the Federal Clean Air
Act Amendments of 1990 and the NJDEP State Improvement Plan.
A.
No-Build Alternative
The No-Build Alternative would not result in an increase or decrease in air quality levels in the region.
However, the No-Build Alternative would not support the attainment and maintenance of air quality
standards in the region.
NERL-Elizabeth Segment SDEIS
Summary
S-29
B.
Division Street Build Alternative
In the NERL DEIS (January 1997), no air quality analysis or determination of vehicle miles traveled was
conducted for the Division Street Build Alternative (Newark International Airport to Midtown Elizabeth
Station). The analysis for the full NERL system (Broad Street, Newark to Midtown Elizabeth) determined
that construction and operation of the system would contribute to the improvement of air quality when
compared to the No-Build Alternative.
C.
SDEIS Build Alternative
The SDEIS Build Alternative is expected to reduce the amount of regional vehicular travel relative to the
No-Build alternative. A net reduction in VMT would result in lower emissions of carbon monoxide (CO),
the ozone precursors (VOC and NO) and greenhouse gasses. Based upon this analysis, it appears that the
SDEIS Build Alternative would not adversely affect regional air quality. By providing an alternative to
single-occupant vehicle travel, implementation of the SDEIS Build Alternative would support the
attainment and maintenance of air quality standards in the region.
Local air quality analyses for potential “hot spot” violations indicate that the SDEIS Build Alternative
would produce no violations of current CO standards. Project-level conformity has been established
through the inclusion of the NERL Elizabeth Segment in the most recent version of the TIP, which has
been found to conform to the NJDEP SIP for ozone and CO.
D.
Mitigation
The SDEIS Build Alternative would not result in any adverse Air Quality impacts. As a result, no
mitigation is required.
S.3.9
Noise and Vibration
The noise and vibration analysis identifies the location of sensitive receivers within the study area and
determines whether or not the proposed project would impact those areas. Where impacts are possible,
plans for mitigation measures are described.
Noise and vibration screening was conducted in accordance with the Federal Transit Administration
Transit Noise and Vibration Impact Assessment, Final Report, April 1995.
A.
No-Build Alternative
The No-Build Alternative would not adversely affect noise or vibration levels in the study corridor.
Changes in traffic volumes would not change existing noise or vibration levels significantly.
B.
Division Street Build Alternative
For the Division Street Build Alternative, twelve noise sensitive areas were identified within 200 feet of
the project. One area, the Hilton Hotel located by the airport, would potentially be impacted by additional
noise.
The FTA guidance manual was used to determine if nearby sensitive areas would potentially be impacted
by vibration from the Division Street Build Alternative. One vibration sensitive area, the Hilton Hotel by
the airport, was found within the study area.
NERL-Elizabeth Segment SDEIS
Summary
S-30
C.
SDEIS Build Alternative
The results of the General Assessment and Detailed Analyses for select locations for the Build Alternative
are identified in Chapter 9.0, Table 9-10 of the SDEIS. The table identifies ambient noise levels, future
project-related noise levels, and whether a potential impact or severe impact was identified using FTA
criteria.
For the SDEIS Build Alternative, none of the thirty-three noise sensitive areas that were identified within
200 feet of the LRT tacks or stations and 1000 feet from the maintenance yard and shop would be
adversely impacted by additional noise from the LRT.
FTA guidance was used to determine if nearby sensitive areas would potentially be impacted by vibration
from the SDEIS Build Alternative. Two vibration sensitive areas were found within the potential vibration
impact area, as presented in Chapter 9.0, Table 9-11. The potential vibration sensitive areas include the
Oak Grand Motel, located on Route 1 & 9 and East Grand Street, and a set of two residences on Magnolia
Avenue and Reid Street. A detailed vibration assessment will be conducted during the final design phase
of the project to further assess the potential vibration impacts of the SDEIS Build Alternative and to
determine if vibration mitigation is required.
D.
Mitigation
The SDEIS Build Alternative would not result in noise impacts. Therefore, no noise mitigation is
required.
A detailed vibration assessment will be conducted during the Preliminary Engineering phase of the project
to further assess any potential vibration impacts and to determine if vibration mitigation is feasible and cost
effective.
S.3.10
Ecology and Wetlands
A.
Wetlands
No-Build Alternative
The No-Build Alternative would not adversely impact wetland resources within the project study area.
Division Street Build Alternative
Potential impacts include
Several wetlands are located along Division Street Build Alternative.
disturbance of approximately 0.75 acres of wetlands by the airport.
SDEIS Build Alternative
Wetland areas that may be potentially impacted were identified based on proximity to the corridor and the
type of construction that may be required. “Exceptional resource value” and “intermediate resource value”
wetlands were identified. Five wetland areas were inventoried along the corridor, and three of these areas
may be impacted. Table S-9 provides a summary of wetland characteristics and includes an estimated 3.4
acres of total wetland impacts and 8.1 acres of potentially impacted transitional areas based on conceptual
design information.
]
NERL-Elizabeth Segment SDEIS
Summary
S-31
L
Table S-9
Wetland Areas and Impacts
SDEIS Build Alternative
Wetland Disturbance
(acres)
Transition Disturbance
(acres)
0
0
Triangle Mitigation Area
Northern Mitigation Site
0
0.19
Allied Pond
0
0
1.7
2.5
Jersey Gardens Boulevard
Airport Peripheral Ditch
1.7
5.2
Unnamed Lake at North Avenue
0.06
0.16
Total Disturbance
3.4
8.1
Source: URS Corp., June 2002
Mitigation
The Build Alternative is being designed to avoid and protect the wetland resources within the study area to
the greatest extent possible. During subsequent phases of the engineering design, efforts will continue to
be made to avoid and minimize impacts to wetland resources to the maximum extent practicable. All
planning for the Build Alternative will be conducted in accordance with Executive Order 11990 -
Protection of Wetlands and USDOT Order 5660.1 A- Preservation of the Nation's Wetlands.
It is not practical from an engineering and economic perspective to avoid all wetland impacts. As required
by relevant Federal and State regulations, every effort will be made to avoid, minimize, or mitigate wetland
impacts. The development of the Build Alternative has included relocating some alignment sections to
avoid wetlands. All stations and maintenance areas with the exception of the Jersey Gardens Station have
been located in such a way as to prevent impacts to wetlands. Where it is not possible to avoid wetland
impacts, the track alignment has been shifted to minimize the effect. Other mitigation options being
considered include construction of elevated segments of track and construction of retaining walls rather
than embankments. The current plans may result in impacts to approximately 3.8 acres of wetlands and
8.1 acres of wetland transition areas. Impacts to wetlands and potential mitigation measures have been
discussed but not agreed to with the NJDEP at two coordination meetings held in April and September of
2001. Actual mitigation strategies will be defined through the permitting process.
It is likely that the Build Alternative would only require wetland permits from the NJDEP, as there are no
tidally-flowed wetlands that are impacted by the project. However, the ACOE has indicated that they may
take jurisdiction over any wetland within 1000-feet of mean high water and, therefore, the project may
require Section 404 Permits. These permits would require development of mitigation measures. Generally,
the regulatory agencies will require on-site restoration or creation of new or enhancement of existing off-
site wetlands to compensate for the loss or disturbance of wetlands by a project. Lands suitable for off-site
wetland mitigation are currently being identified and will be fully evaluated and coordinated with NJDEP
during the permitting process. The final wetland mitigation option will be selected with regulatory agency
approval and implemented with oversight by regulatory agencies with jurisdiction.
NERL-Elizabeth Segment SDEIS
Summary
S-32
B.
Threatened and Endangered Species
No-Build Alternative
The No-Build Alternative would have no impact on vegetation and wildlife habitats within the study area.
Division Street Build Alternative
The Division Street Build Alternative would traverse lands that contain existing rail bed, roadsides and fill
areas with minimal or no vegetative cover. No significant impact to vegetation is anticipated. In the
vicinity of Newark International Airport, no wildlife species would be impacted by implementation of this
alternative, as these species have previously adapted to the surrounding environment and can accommodate
imposition of additional light rail structure and tracks without effect. Along Division Street, widening of
an existing roadway would be required to accommodate the tracks. Widening would impact only lawns and
paved areas that have not been identified as suitable habitat for wildlife species.
SDEIS Build Alternative
The SDEIS Build Alternative would traverse lands that contain existing rail bed, roadsides and fill areas
with minimal or no vegetative cover. No significant impact to vegetation is anticipated. It is expected that
the SDEIS Build Alternative would have no impacts on wildlife habitat as well. The alignment would be
located in existing developed areas (e.g., existing railroad grade, fill area of former landfill, detention
basin). Only small, isolated patches of previously disturbed low quality habitat (e.g., Common Reed
dominated wetlands, isolated tree/ herbaceous vegetation communities) would be disturbed by the project.
The only area of open surface water that would be crossed by the SDEIS Build Alternative includes a
portion of the Airport Peripheral Ditch. This area is of low ecological value with a very limited aquatic
ecological community that thrives under disturbed conditions. The construction would include minimal
disturbance to the existing biotic community in the Airport Peripheral Ditch. It is expected that the SDEIS
Build Alternative would have no impact on the aquatic habitat in the vicinity of the project area.
Mitigation
Mitigation measures include field monitoring for nesting threatened/endangered avian species prior to
construction activities. Avoidance of construction activities in the area will be recommended if it is
determined that nesting would be disturbed by such activities.
S.3.11
Water Resources
Water resources in the project study area include floodplains, groundwater, surface water, and coastal
areas.
A.
Floodplains
Executive Order 11988 – “Floodplain Management” requires the Federal Transit Administration to avoid
impacting the base (100-year) floodplain unless that location is the only practicable alternative. It further
requires, in circumstances where activities must be undertaken in the floodplain, that every effort be made
to minimize the potential risks to human safety and to property, and to minimize negative effects on natural
and beneficial floodplain values.
NERL-Elizabeth Segment SDEIS
Summary
S-33
Table S-9
Wetland Areas and Impacts
SDEIS Build Alternative
Wetland Disturbance
(acres)
Transition Disturbance
(acres)
0
0
Triangle Mitigation Area
Northern Mitigation Site
0
0.19
Allied Pond
0
0
1.7
2.5
Jersey Gardens Boulevard
Airport Peripheral Ditch
1.7
5.2
Unnamed Lake at North Avenue
0.06
0.16
Total Disturbance
3.4
8.1
Source: URS Corp., June 2002
Mitigation
The Build Alternative is being designed to avoid and protect the wetland resources within the study area to
the greatest extent possible. During subsequent phases of the engineering design, efforts will continue to
be made to avoid and minimize impacts to wetland resources to the maximum extent practicable. All
planning for the Build Alternative will be conducted in accordance with Executive Order 11990 –
Protection of Wetlands and USDOT Order 5660.1A- Preservation of the Nation's Wetlands.
It is not practical from an engineering and economic perspective to avoid all wetland impacts. As required
by relevant Federal and State regulations, every effort will be made to avoid, minimize, or mitigate wetland
impacts. The development of the Build Alternative has included relocating some alignment sections to
avoid wetlands. All stations and maintenance areas with the exception of the Jersey Gardens Station have
been located in such a way as to prevent impacts to wetlands. Where it is not possible to avoid wetland
impacts, the track alignment has been shifted to minimize the effect. Other mitigation options being
considered include construction of elevated segments of track and construction of retaining walls rather
than embankments. The current plans may result in impacts to approximately 3.8 acres of wetlands and
8.1 acres of wetland transition areas. Impacts to wetlands and potential mitigation measures have been
discussed but not agreed to with the NJDEP at two coordination meetings held in April and September of
2001. Actual mitigation strategies will be defined through the permitting process.
It is likely that the Build Alternative would only require wetland permits from the NJDEP, as there are no
tidally-flowed wetlands that are impacted by the project. However, the ACOE has indicated that they may
take jurisdiction over any wetland within 1000-feet of mean high water and, therefore, the project may
require Section 404 Permits. These permits would require development of mitigation measures. Generally,
the regulatory agencies will require on-site restoration or creation of new or enhancement of existing off-
site wetlands to compensate for the loss or disturbance of wetlands by a project. Lands suitable for off-site
wetland mitigation are currently being identified and will be fully evaluated and coordinated with NJDEP
during the permitting process. The final wetland mitigation option will be selected with regulatory agency
approval and implemented with oversight by regulatory agencies with jurisdiction.
NERL-Elizabeth Segment SDEIS
Summary
S-32
B.
Threatened and Endangered Species
No-Build Alternative
The No-Build Alternative would have no impact on vegetation and wildlife habitats within the study area.
Division Street Build Alternative
The Division Street Build Alternative would traverse lands that contain existing rail bed, roadsides and fill
areas with minimal or no vegetative cover. No significant impact to vegetation is anticipated. In the
vicinity of Newark International Airport, no wildlife species would be impacted by implementation of this
alternative, as these species have previously adapted to the surrounding environment and can accommodate
imposition of additional light rail structure and tracks without effect. Along Division Street, widening of
an existing roadway would be required to accommodate the tracks. Widening would impact only lawns and
paved areas that have not been identified as suitable habitat for wildlife species.
SDEIS Build Alternative
The SDEIS Build Alternative would traverse lands that contain existing rail bed, roadsides and fill areas
with minimal or no vegetative cover. No significant impact to vegetation is anticipated. It is expected that
the SDEIS Build Alternative would have no impacts on wildlife habitat as well. The alignment would be
located in existing developed areas (e.g., existing railroad grade, fill area of former landfill, detention
basin). Only small, isolated patches of previously disturbed low quality habitat (e.g., Common Reed
dominated wetlands, isolated tree/ herbaceous vegetation communities) would be disturbed by the project.
The only area of open surface water that would be crossed by the SDEIS Build Alternative includes a
portion of the Airport Peripheral Ditch. This area is of low ecological value with a very limited aquatic
ecological community that thrives under disturbed conditions. The construction would include minimal
disturbance to the existing biotic community in the Airport Peripheral Ditch. It is expected that the SDEIS
Build Alternative would have no impact on the aquatic habitat in the vicinity of the project area.
Mitigation
Mitigation measures include field monitoring for nesting threatened/endangered avian species prior to
construction activities. Avoidance of construction activities in the area will be recommended if it is
determined that nesting would be disturbed by such activities.
S.3.11
Water Resources
Water resources in the project study area include floodplains, groundwater, surface water, and coastal
areas.
A.
Floodplains
Executive Order 11988 – “Floodplain Management” requires the Federal Transit Administration to avoid
impacting the base (100-year) floodplain unless that location is the only practicable alternative. It further
requires, in circumstances where activities must be undertaken in the floodplain, that every effort be made
to minimize the potential risks to human safety and to property, and to minimize negative effects on natural
and beneficial floodplain values.
]
NERL-Elizabeth Segment SDEIS
Summary
S-33
No-Build Alternative
The No-Build Alternative would have no impact on floodplains, ground water resources, surface water
resources or coastal areas.
Division Street Build Alternative
The Division Street Build Alternative would encroach upon the floodplain adjacent to the Airport
Monorail. No adverse impacts to the floodplain are anticipated since the majority of floodplain in this area
has been filled and consists of impervious surfaces associated with the Newark International Airport.
SDEIS Build Alternative
The SDEIS Build Alternative would encroach upon the floodplain at the Airport Peripheral Ditch.
Specific flood studies would be required to determine the actual areas of encroachments. No adverse
impacts to the floodplain are anticipated since the majority of floodplain in this area has been filled and
consists of impervious surfaces associated with Newark International Airport.
Mitigation
Where encroachments into the floodplain are absolutely necessary, the LRT would be elevated above the
100-year floodplain elevation to prevent flooding of the tracks and interruptions to service. The placement
of fill would be limited to the greatest extent possible so that flood storage capacity is not reduced and any
potential for increased flooding due to the project is minimized. Mitigation for impacts to the floodplain
would be further identified during the Stream Encroachment Permitting process. The NJDEP will evaluate
the project to ensure that flooding would not be increased on properties outside the right-of-way and that
the floodplain crossings have been designed in a manner that will ensure the protection of human life and
property.
B.
Groundwater
The groundwater resources in the study area include the aquifer and the water table. The water table has
been recorded within 10 feet of the surface and, due to the proximity to tidal water bodies, the actual height
of the water table varies with the tide. No public or domestic wells are located within the study area.
No-Build Alternative
The No-Build Alternative would not impact groundwater resources.
Division Street Build Alternative
The Division Street Build Alternative would be constructed mostly over existing impervious surfaces and
would not significantly increase the overall percentage of impervious surface existing in the sub-area. In
addition, the Division Street Build Alternative would require the construction of substructures for proposed
elevated structures, catenary poles, etc. These substructures would not extend into the aquifer and would
not impact groundwater quality. No use or withdrawal of groundwater is proposed during construction or
operation of the project.
NERL-Elizabeth Segment SDEIS
S-34
Summary
0
SDEIS Build Alternative
The LRT alignment of the SDEIS Build Alternative would include some rail segments that are built on
structure and require installation of substructure. The proposed substructure would not extend into the
aquifer and would not impact groundwater quality. No use or withdrawal of groundwater is proposed
during construction or operation of the LRT. The only potential impact to groundwater that could result
from the project would be due to dewatering of excavation areas during construction.
Mitigation
The only anticipated impact to groundwater would result from potential dewatering activities during
construction. The effects of these activities will be mitigated through proper disposal of dewatering
materials and monitoring of water table levels. The disposal of dewatering materials would be
accomplished in accordance with NJDEP requirements.
C.
Surface Water
The significant surface water bodies within the study area include Newark Bay, the Elizabeth River, and
the Airport Peripheral ditch. These water bodies are influenced by the tidal flows of Newark Bay. Tidal
flow in the Airport Peripheral Ditch is controlled by a tide gate.
No-Build Alternative
The No-Build Alternative would not impact surface water resources in the project study area.
Division Street Build Alternative
Implementation of the Division Street Build Alternative would not result in adverse impacts to these
surface water resources.
SDEIS Build Alternative
The SDEIS Build Alternative would require three crossings of surface water bodies: the Airport Peripheral
Ditch, the E-Rail property detention basin, and the Jersey Gardens Mall property detention basin. All
would be crossed on structure and a minimal amount of dredging or filling would be required for
placement of the track supports.
Mitigation
The Build Alternatives may result in temporary, construction-related impacts to surface water quality. The
project would be required to adhere to the New Jersey Soil Erosion and Sediment Control Act that would
require implementation of measures to control sedimentation and runoff from the project. Measures may
include construction of water quality detention basins such as one to be provided on the Vehicle Yard and
Shop site; installation of silt fence, and vegetative stabilization of soils to prevent sedimentation into
surface waters.
NERL-Elizabeth Segment SDEIS
Summary
S-35
D.
Coastal Areas
The Rules on Coastal Zone Management set forth land development policies for different types of lands
and development areas. The City of Elizabeth is a “Special Urban Area" and is regulated under the policy
for Special Urban Areas (NJAC 7:7E-3.43). This policy encourages development that will help to restore
the economic and social viability of special urban areas.
No-Build Alternative
The No-Build Alternative would not impact coastal areas.
Division Street Build Alternative
The Division Street Build Alternative would have no impact on coastal areas.
SDEIS Build Alternative
The SDEIS Build Alternative is a prime example of a development that addresses coastal zone
management rules. The Elizabeth Waterfront is the subject of significant redevelopment and revitalization
planning. Some of the projects completed, underway or planned include the Jersey Gardens Mall opened
in 2000, the proposed marina and ferry terminal, proposed hotels and improvements to infrastructure
serving the waterfront. The Build Alternative would provide access to and encourage use of these
facilities, supporting associated economic growth.
Mitigation
The Build Alternatives would not result in adverse impacts to Coastal areas. Therefore, no mitigation
measures would be required.
S.3.12
Historic Resources
The analysis of historic resources was conducted in compliance with Section 101 (b) (4) of the National
Environmental Policy Act (NEPA) of 1969, Section 106 of the National Historic Preservation Act of 1966,
Section 4(f) of the United States Department of Transportation Act, as amended in 1987, and the New
Jersey Register of Historic Places Act of 1970.
A.
No-Build Alternative
The No-Build Alternative would not affect any National Register, listed or eligible historic architectural
resources.
B.
Division Street Build Alternative
The Division Street Build Alternative may potentially affect one historic district and three individual
resources found to be National Register listed/or eligible within the Area of Potential Effect:
Haynes Avenue Viaduct
The CNJ Mainline Historic District
The Elizabeth CNJ Railroad Station
Pennsylvania Railroad Bridge
NERL-Elizabeth Segment SDEIS
Summary
S-36
The potential effects to the resources listed above will be evaluated fully in the FEIS, in consultation with
the New Jersey Historic Preservation Officer.
C.
SDEIS Build Alternative
The following historic architectural resources within the APE will be affected, but not adversely, by the
proposed light rail project:
CNJ Main Line Historic District
CNJ Elizabeth Station
CNJ Freight Station Building
CNJ Main Line Historic District Bridges
CNJ Perth Amboy and Elizabethport Branch Historic District
CNJ Newark and Elizabeth Branch Historic District
Singer Factory Historic District
D.
Mitigation
In accordance with Sections 800.4(d)(2) and 800.5 of the Advisory Council on Historic Preservation's
regulations, NJ TRANSIT will notify the SHPO and other consulting parties and the public of its
assessment of effects. During the Newark – Elizabeth Rail Link FEIS, 1998, a Programmatic Agreement
was executed between the FTA, the New Jersey SHPO, and the Advisory Council on Historic
Preservation, with concurrence by NJ TRANSIT. The Programmatic Agreement stipulates the measures
for continuing coordination with the SHPO during the final design process and other measures to minimize
harm to protected resources. This Programmatic Agreement will be amended for concurrence with the
NERL - Elizabeth Segment EIS to minimize harm to historic resources that would potentially result from
the SDEIS Build Alternative. The Programmatic Agreement is included in the Appendix, Correspondence.
S.3.13
Parkland
A.
No-Build Alternative
The No-Build Alternative would not affect any parkland resources.
B.
Division Street Build Alternative
The Division Street Build Alternative would require to approximately 0.03 acres of the Mickey Walker
Recreation Center. Recreation facilities would not be impacted. The portion of the center to be impacted
consists of sidewalk area and open ground.
C.
SDEIS Build Alternative
The SDEIS Build Alternative would have no impact on parklands within the study area.
D.
Mitigation
No mitigation measures are required, as no impacts to parklands would result from the SDEIS Build
Alternative.
NERL-Elizabeth Segment SDEIS
Summary
S-37
L
S.3.14
Archeological Resources
E
[
The analysis of archeological resources was conducted in compliance with Section 101 (b) (4) of the
National Environmental Policy Act (NEPA) of 1969, Section 106 of the National Historic Preservation Act
of 1966, Section 4(1) of the United States Department of Transportation Act, as amended in 1987, and the
New Jersey Register of Historic Places Act of 1970.
E
A.
No-Build Alternative
The No-Build Alternative would have no effect on archeological resources.
B.
Division Street Build Alternative
E
The Division Street Build Alternative may affect two potential archaeological sites identified within the
Area of Potential Effect:
City Cemetery
Cemetery of the Elizabeth Poor House Farm Complex
0
Potential effects to the areas listed above will be evaluated fully in the FEIS, in consultation with the New
Jersey State Historic Preservation Officer.
1
C.
SDEIS Build Alternative
According to the 1A Technical Report (Archaeological Assessment) for the Modified Elizabeth Segment of
the Newark-Elizabeth Rail Link, City of Elizabeth, Union County, New Jersey, July 2000, the SDEIS Build
Alternative may affect four potential archaeological sites identified within the Area of Potential Effects:
Elizabethport Shops and Yard
Original outlet of Great Ditch
Crane's Ferry
1863 Newark Bay Bridge
Potential effects to the areas listed above will be evaluated fully in the FEIS, in consultation with the New
Jersey State Historic Preservation Officer.
D.
Mitigation
Field testing, including a soil boring monitoring plan to determine subsurface conditions, is recommended
to determine if archeological resources are present and to evaluate their integrity. If the resources are
proven significant, and their disturbance cannot be avoided through design alternatives, they will be
documented through excavation, photos, and drawings.
E
Through coordination with the FTA, NJ SHPO, the Advisory Council on Historic Preservation, and NJ
TRANSIT, the existing Programmatic Agreement, executed for the NERL FEIS (1998) will be amended to
minimize harm to protected resources for the NERL Elizabeth Segment EIS.
D
D
NERL-Elizabeth Segment SDEIS
S-38
Summary
D
S.3.15
Section 4(f) Involvement
A Section 4(f) statement is prepared when a transportation project has the potential to use land from a
publicly-owned park, recreation area, wildlife or waterfowl refuge, or any historic site that is listed on or
eligible for the National Register of Historic Places. There are no wildlife or waterfowl refuges in the
study area.
A.
No-Build Alternative
The No-Build Alternative would have no affect on Section 4(f) resources.
B.
Division Street Build Alternative
No known National Register Listed/Eligible historic structures or archaeological sites would be destroyed
by construction of the Division Street Build Alternative. Two potentially sensitive archeological sites have
been identified that may be affected by the Division Street Build Alternative: City Cemetery and the
Cemetery of the Elizabeth Poor House Farm Complex. If it is determined that an unavoidable adverse
effect on any register listed or eligible historic or archeological resource would occur, a fully documented
Section 4(1) Statement will be prepared.
The Division Street Build Alternative would require the use of 0.03 acres of the Mickey Walker Recreation
Center in Elizabeth. If the Division Street Build Alternative is selected as the preferred alternative, a
Section 4(f) statement would be included in the FEIS.
C.
SDEIS Build Alternative
No known National Register Listed/Eligible historic structures or archeological sites would be destroyed
by constructing the SDEIS Build Alternative. The determination of effects on the five historic districts,
seven individual historic resources and four potentially sensitive archeological sites identified that the
Build Alternative would result in no use of historic architectural resources in the study area. No publicly
owned parklands would be impacted. Therefore, no 4(f) statement is required.
D.
Mitigation
Refined design plans and consultation with appropriate agencies having jurisdiction over affected
resources will determine whether Section 4(f) resources are used by the proposed project. If a Section 4(f)
use is determined, mitigation measures will be developed prior to completion of the Section 4(1) Statement.
Mitigation can take two forms:
Alternatives that avoid the effect; and/or
• Design measures that reduce or eliminate impacts resulting from property acquisition or “constructive”
use. Through coordination with the FTA, NJ SHPO, the Advisory Council on Historic Preservation,
and NJ TRANSIT, the existing Programmatic Agreement, executed for the NERL FEIS (1998) will
be amended to minimize harm to protected resources for the NERL Elizabeth Segment EIS.
NERL-Elizabeth Segment SDEIS
Summary
S-39
S.3.16
Contamination/Hazardous Materials
The evaluation of contaminated resources has been conducted in compliance with the USEPA
Comprehensive Environmental Response and Liability Act (CERCLA) of 1980 and in coordination with
the NJDEP Site Remediation Program.
A.
No-Build Alternative
The No-Build Alternative would not impact any identified contamination sites.
B.
Division Street Build Alternative
Along the Division Street Build Alternative alignment, in the vicinity of the airport, four potential
contamination sites exist that should be investigated further to determine if an impact exists.
C.
SDEIS Build Alternative
The study area has been heavily developed since the early 20th Century, and 80 sites of potential
contamination were identified with 200 feet of the proposed project. However, much of the SDEIS Build
Alternative would be located on fill within existing railroad rights-of-way, decreasing the potential for
contamination impacts from industry and commercial businesses. Seven potential contamination sites
were identified that may be impacted during construction of the project due to location, direction, and/or
groundwater flow direction. During the FEIS, a more definitive assessment of the scope of contamination
will be conducted. Appropriate remedial methods and assignment of liability will be made via a
Memorandum of Agreement between NJ TRANSIT and any responsible parties prior to construction. A
Memorandum of Agreement between NJ TRANSIT, Conrail, and NJDEP assigns all responsibility for the
cleanup of the Conrail Elizabethport Yard and Shop to Conrail.
>
D.
Mitigation
A detailed Phase I Environmental Site Assessment of the potential contamination sites that abut the
preferred alternative is being conducted for properties that would need to be acquired. The Phase I
Environmental Site Assessment will define more precisely the areas which contain hazardous wastes, the
contamination and flow of ground water, the remedial procedures to be followed and the cost of such
remediation. Remediation could involve the removal and disposal of contaminated soils, avoidance of
contaminated areas through the modification of alignment, structural design modification, containment, or
on-site treatment of contaminants.
S.3.17
Energy Use
Regional energy consumption in the Year 2020 for all types of vehicles was calculated based on the
following factors.
NERL-Elizabeth Segment SDEIS regional ridership forecast;
The anticipated mix of light- and heavy-duty gasoline engine vehicles;
The anticipated mix of bus diesel, compressed natural gas, and electric engine vehicles; and
The anticipated use of light rail vehicles within the region.
NERL-Elizabeth Segment SDEIS
Summary
S-40
A.
No-Build Alternative
Energy use is based on vehicle miles of travel (VMT). The projected VMT for the No-Build Alternative is
153,440,595 miles.
B.
Division Street Build Alternative
No analysis of energy use was conducted during the NERL DEIS (1997).
C.
SDEIS Build Alternative
With implementation of the SDEIS Build Alternative, the annual VMT for the region is projected to
decrease by 32,387 total miles when compared to the No-Build Alternative. Energy consumption in the
region under the SDEIS Build Alternative would decrease similarly by 260,994,621 BTUs when compared
to the No-Build Alternative. However, these reductions would be offset to some degree by electric
propulsion requirements of the new rail service introduced with the SDEIS Build Alternative.
S.3.18
Construction Impacts
A.
No-Build Alternative
The No-Build Alternative would have no construction impacts.
B.
Division Street Build Alternative
Implementation of the Division Street Build Alternative would result in impacts as construction proceeds.
The impacts on the natural and built environments resulting from the construction of the project would be
of a short duration (temporary nature) and would not result in significant adverse impacts. Adherence to
applicable construction regulations would be enforced for all areas of potential impacts
C.
SDEIS Build Alternative
Construction of the NERL - Elizabeth Segment is expected to take approximately 24 to 30 months. The
impacts on the natural and built environments resulting from the construction of the SDEIS Build
Alternative would be of a short duration (temporary nature) and would not result in significant adverse
impacts. Potential areas of short-term impact would include impacts to land use and economic activity, the
visual environment, traffic and parking, air quality, noise, and vibration.
D.
Mitigation
During final design, construction plans will be developed identifying the specific construction activities
and equipment to be used. Once this information is known, the appropriate assessment of construction
impacts will be made. All construction activities will be coordinated with the appropriate state and local
agencies to guarantee that project construction will result in minimal impacts.
NERL-Elizabeth Segment SDEIS
Summary
S-41
S.4
Financial Analysis
This section includes estimated capital costs for the Division Street Build Alternative and capital, operating
and maintenance costs for the SDEIS Build Alternative. Also included is a description of the projected
revenue sources, the results of the sources and uses of funds analysis, and a description of the cost
effectiveness calculations for the SDEIS Build Alternative.
S.4.1
Division Street Build Alternative Capital Costs
This section discusses the methodology used to determine capital costs for the Division Street Build
Alternative that can be compared to the SDEIS Build Alternative capital costs. The cost estimate includes
itemized costs for vehicles, construction, right-of-way, engineering and management, and contingencies.
Operating and maintenance costs are also discussed.
A.
Capital Cost Methodology
The capital costs presented here were developed using unit-cost estimates based on experience with the
HBLR service in operation since 2000. The physical definition of the Division Street Alternative is as
shown in preliminary engineering drawings developed for the 1997 NERL DEIS. In addition to the DEIS
alignment, a full service yard and shop has been assumed to be required because there would be no
physical connection to the rest of the NERL system or the Newark City Subway. The cost of right-of-way
acquisition was omitted from this estimate because real estate values in the area have been varying rapidly
as development continues. A high contingency percentage was used to account for unforeseen project
costs, such as utility relocation and freight railroad mitigation, because of the conceptual nature of the
engineering to date.
B.
Capital Cost Estimate Results
Table S-10 presents the estimated capital costs for the Division Street Build Alternative, inflated from
1994 dollars to 1999 dollars. The total capital cost estimate for the Division Street Build Alternative is
$404.9 million.
Table S-10
Division Street Build Alternative
Capital Cost Summary (1999 Millions of Dollars)
Capital Cost
Component
(Incl. Private Contribution)
Guideway and Stations
$ 145.9
Vehicles
$17.5
Systems
$ 25.5
Yard and Shop and Misc.
$ 43.7
Right of Way*
N.A.
Add Ons
$ 64.6
Contingency
$ 107.7
Total Cost
$ 404.9
Source: Raytheon Engineers and Constructors, July, 2000.
Notes: 'No Right-of-Way cost estimate was prepared.
NERL-Elizabeth Segment SDEIS
Summary
S-42
S.4.2
SDEIS Build Alternative Capital Costs
Table S-11 represents capital costs in 1999 dollars. The LRT costs include expenses associated with the
planning, design, management, and start-up costs of the project. These costs also reflect the physical
features (i.e., alignment length, number of stations, number of vehicles, etc.) defined in Chapter 2.0 of the
SDEIS, Alternatives Considered. Based on engineering estimates, it is assumed that the opening year of
the LRT system will be 2005.
Table S-11
SDEIS Build Alternative
Capital Cost Summary (1999 Millions of Dollars)
Capital Cost
(Incl. Private Contribution)
$ 122.1
Component
Guideway and Stations'
Private Contribution
$27.4
Vehicles
$ 17.5
$0
Systems
$ 34.9
$0
Yard and Shop
$ 26.4
$0
Right of Way
$ 18.0
$ 5.7
Add Ons?
$ 40.1
$ 2.5
Contingency
$ 32.6
$ 4.5
Total Cost
$ 291.7
$40.10
Source: Raytheon Engineers and Constructors, July, 2000.
Notes: 'Includes third party parking and rail station development.
?Includes costs associated with final design of the project, construction and project management
activities, start-up and testing activities.
S.4.3
Operating and Maintenance Costs
Projected operating and maintenance (O & M) costs in base year (1999) dollars are estimated at $9.0
million for the Division Street Build Alternative.
Projected operating and maintenance (O & M) costs in base year (1999) dollars are estimated at $7.5
million for the SDEIS Build Alternative. These costs are based on operating plans prepared for the Build
Alternative discussed in Chapter 4.0 of the SDEIS.
NERL-Elizabeth Segment SDEIS
Summary
S-43
S.4.4
Projected Revenue Sources
A.
Capital Revenue Sources
The capital costs of the system will be funded by federal grants, state monies, Port Authority of New York
& New Jersey and local and private sector contributions. Note that neither the State nor the Port Authority
has yet approved the capital funding plan described below in Table S-12, nor have they agreed to
participate in such funding. Table S-12 provides a full breakdown of the anticipated funding sources used
in this financial analysis.
Table S-12
Capital Cost Funding (1999 Millions of Dollars)
SDEIS Build Alternative
Source
Amount
Percent Share
Federal Grants
$110.1
37.7%
Public/Private Partnership
76
26.0%
Port Authority of NY&NJ
65.5
22.5%
Private Sector
40.1
13.7%
TOTAL
$ 291.70
100.00%
Source: NJ TRANSIT
Contribution of Right-of-Way, Services, and Parking Structure.
Federal Grants: The Federal level of participation is anticipated to be 37.7 percent or $110.1 million of the
project construction costs. Federal grants could be obtained from several funding sources including New
Starts, CMAQ/STP, highway, etc.
Public/Private Partnership Funding: The State of New Jersey has entered into a public/private partnership
with The Washington Group and the County of Union, New Jersey. This public, private partnership was
formed under special State legislation enacted in June 1997. NJ TRANSIT, as a State-owned corporation,
is the lead agency preparing the SDEIS. To match the federal grants, it is proposed that the members of
the public/private partnership would fund 26 percent or $76 million of LRT construction costs. A TIFIA
loan or another form of financing will be used as the local share of the project. . The commissioner of the
New Jersey Department of Transportation has drafted and the parties (NJDOT, Washington Group, Inc.
and Union County) are reviewing a letter setting forth the conceptual business terms that frame the
financial parameters by which the parties would share risks and rewards. This letter, combined with Union
County's expressed intention to obligate property owners along the right of way to contribute the easement
required for the alignment, , constitutes the bulk of this anticipated private sector contribution.
Port Authority of NY&NJ: It is anticipated that the bi-state agency will fund 22.5 percent or $65.5 million
of project construction costs. Sources of funds could be PFCs or application of general Port Authority
revenues.
Private Sector: It is anticipated that the local and private sectors would fund at least 13.7 percent or $40.1
million in form of right-of-way, joint development at stations, services, and park-and-ride construction,
thus reducing the public contribution towards the cost of the system.
NERL-Elizabeth Segment SDEIS
S-44
Summary
D
B.
Operating Revenue Sources
Operating revenues include fares and other revenues the system is projected to receive or earn from the
operation of transit service. Operating revenues reflect the LRT ridership forecasts developed for the
SDEIS as well as other revenue sources. The operating revenues for the SDEIS Build Alternative are
summarized in Table S-13.
Table S-13
Operating Revenues (1999 Millions of Dollars)
SDEIS Build Alternative
Source
2020
Local Contribution
$1.0
LRT Fare Box
Base Riders
$1.9
Airport Employee
$1.9
Total LRT
$3.8
NJT System Rail
$0.7
NJT System Bus/LRT
-$0.1
Total NJT System
$0.6
Advertising
$0.3
$5.7
Total Revenue
Source: NJ TRANSIT/Union County
Revenue for the NERL system between downtown Elizabeth and Airport Monorail Station Parking Lot D
has two components. The first is revenue generated by base riders who are not airport employees. The
second is revenue from airport employees parking in the 1,500-space parking facility to be sited in the
vicinity of the Jersey Gardens Mall or Kapkowski Road stations. In addition to these two components,
there is the overall impact of the project on other NJ TRANSIT services and its impact on non-project NJ
TRANSIT revenue.
The City of Elizabeth and the County of Union may provide a local annual contribution in the amount of
$1.0 million. These funds would be generated by dedicating a portion of the increased tax revenues
received as a result of the development that has already occurred and that is anticipated to continue to
occur in the vicinity of the light rail system.
NERL-Elizabeth Segment SDEIS
Summary
S-45
S.4.5
Results of the Sources and Uses of Funds Analysis
While the cost and revenue projections are preliminary, Tables S-13 and S-14 generally summarize the
results of the financial analysis for the SDEIS Build Alternative. Tables S-13 and S-14 show the proposed
sources and uses of funds covering the 1999-2020 analysis period. The breakdown of the private sector
contribution is identified in Chapter 2, Table 2-7. The majority of this contribution is intended to flow to
parking structures, right-of-way acquisition and engineering services. The analysis indicates that the
projected sources of federal, state, and local revenues are sufficient to meet the capital and most of the
operating needs of the light rail system.
Fare-box and advertising revenues, which are projected to total $4.7 million, will provide a 63 percent cost
recovery ratio. With the additional $1.0 million of local contribution, the cost recovery ratio will rise to 76
percent.
Table S-14
Sources of Funds Analysis (1999 Millions of Dollars)
SDEIS Build Alternative
Source
Amount
Percent Share
Federal Grants
$ 110.1
37.7%
Public/Private Partnership
76
26.0%
Port Authority of NY&NJ
65.5
22.5%
Private Sector
40.1'
13.7%
TOTAL
$291.70
100.00%
Source: NJ TRANSIT.
Contribution of Right-of-Way, Services, and Parking Structure.
1
S.4.6
Cost Effectiveness Calculations
The cost-effectiveness analysis provides a means to compare the total costs of the SDEIS Build Alternative
to its benefits – measured here by the additional annual new transit patronage attracted. The method for
determining the cost-effectiveness index (CEI) is a formula set forth in the guidelines for New Starts
Criteria published by the Federal Transit Administration in 1997. The output of the formula is a project's
total cost per new passenger attracted compared to the TSM Alternative (in this case, the No-Build
Alternative). This comparison identifies the incremental additional costs and benefits associated with a
proposed major investment.
Table S-15 shows the cost-effectiveness index calculation for the SDEIS Build Alternative compared to the
No-Build Alternative. Similar to capital costs, annual operating and maintenance costs are calculated for
each alternative in this case, the No-Build and Build Alternative). Compared to the No-Build Alternative,
the SDEIS Build Alternative has a CEI of $12.59. For the capital costs expended, the system generates a
total of 2,430,500 new transit riders annually.
NERL-Elizabeth Segment SDEIS
Summary
S-46
Table S-15
Cost-Effectiveness Indices and Input Values (1999 Millions of Dollars)
Annualized Costs, SDEIS Build Alternative
No-Build
Alternative
Incremental Cost of SDEIS Build Alternative
Against No-Build Alternative
$23.1
Capital Costs
O&M Costs
$7.5
*
Total Costs
$30.6
Total (Annual) Riders
N/A
2,430,500
$12.59
Incremental Cost/Rider
N/A
Source: NJ TRANSIT.
Note: *No significant changes anticipated in the underlying No-Build Alternative.
N/A: Not Applicable.
S.5
Public Involvement
The purpose of the Public Involvement Program is to inform the public and the government review
agencies that a SDEIS was being prepared, to present information about the project to the public and
interested parties, and to receive input about the alternatives under consideration and the environmental
disciplines to be evaluated.
The Public Involvement Program for this project included public informational meetings, a station- area
planning workshop/Section 106 meeting on historic resources, meetings with agencies and stakeholders, a
formal public hearing and three newsletters. The two public informational meetings were held in February
and March of 2000, and the station area planning workshop/Section 106 public outreach meeting was held
in May of 2000. The first newsletter was issued in February 2000, the second in July 2000. The final
newsletter will be issued at the end of the study to describe the results of the analyses and update interested
parties on activities related to the project.
S.6
Evaluation of Alternatives
The analysis of impacts of the No-Build Alternative, the Division Street Build Alternative and the SDEIS
Build Alternative are compared in the Evaluation of Alternatives. The evaluation presents the benefits,
costs and environmental consequences for each alternative against the goals and objectives for the project.
(See Table S-1, Summary of Environmental Impacts, on page S-16).
No-Build Alternative
The No-Build Alternative would not satisfy study area transportation needs and would not meet the
project's goals and objectives.
NERL-Elizabeth Segment SDEIS
Summary
S-47
Division Street Build Alternative
The Division Street Build Alternative would not attract sufficient ridership to justify its cost. In addition,
the alignment would not provide access to Elizabethport and would not support the City's energetic
economic development strategies for the Elizabethport area. This alternative would not support the goal of
integrating the planned expansion of Newark International Airport with surrounding land uses.
SDEIS Build Alternative
The SDEIS Build Alternative would fulfill the project goals as follows:
Promote efficient patterns and densities of development and land use – The proposed project would
serve the Elizabeth Neighborhood Empowerment Zone, the Hope VI public housing revitalization area,
and major areas of economic development that have recently been constructed, or are planned for the
project corridor.
Integrate planned expansion of Newark International Airport with surrounding land uses The
proposed project station at Parking Lot D would directly connect the Newark International Airport
monorail system with employee off-airport parking facilities, proposed airport-oriented hotel/conference
development sites, and other airport related businesses developing along the proposed route.
Enhance transit mobility in the City of Elizabeth and Union County – Residential neighborhoods
served by the proposed project are predominantly low income and minority neighborhoods with a high
number of transit-dependent residents and businesses. The project would enhance economic opportunities
for this population by providing greater access to new jobs in both Elizabethport and Midtown Elizabeth,
as well as other cities via connecting NJ TRANSIT rail service.
Protect and preserve the natural resources of the City of Elizabeth - The City of Elizabeth, Union
County, and most of Northern New Jersey, is a non-attainment area for several criteria air pollutants. By
reducing vehicle miles traveled, the proposed project would improve regional air quality. The proposed
project would be located within an existing railroad property and predominantly commercial industrial
paved or filled areas. No neighborhoods or communities would be adversely effected by its construction or
operation. Potential impacts identified for business displacements, wetlands, historic sites, archaeological
sites, visual quality, and contamination would be avoided or minimized during preliminary engineering
and final design.
The SDEIS Build Alternative would provide a cost-efficient transit link that would strengthen the City of
Elizabeth, an urban core area, facilitating ongoing economic development while linking the expanding
suburban area to the Elizabeth and other urban centers.
>
NERL-Elizabeth Segment SDEIS
Summary
S-48
21
1
1.0
PURPOSE AND NEED FOR ACTION
This Supplemental Draft Environmental Impact Statement (SDEIS) amends the Draft Environmental
Impact Statement (DEIS) prepared for the Newark-Elizabeth Rail Link (NERL) project that was
circulated in January 1997. This document addresses the potential environmental and community impacts
that would result from a modification to the horizontal alignment of the southern portion (referred to as
Minimum-Operable Segment-3) of the Preferred Alternative evaluated in the NERL DEIS.
The 1997 NERL DEIS documents the transportation and environmental effects of alternatives that would
improve transit connections from downtown Newark to Newark International Airport (EWR) and
downtown Elizabeth. The Preferred Alternative identified in the 1997 DEIS is an 8.8 mile (14.1
kilometer) Light Rail Transit (LRT) system with 16 stations linking the central business districts of
Newark and Elizabeth, New Jersey. The Preferred Alternative alignment was analyzed as a whole and in
operable stages, which could be developed over time, as funding becomes available. The operable
segments from the NERL DEIS are described below and shown in Figure 1-1:
Minimal Operable Segment -1 (MOS-1) - a 0.97 mile (1.6 km) segment connecting Newark Broad
Street Station to Newark Penn Station to improve access to the North Broad Street area.
Minimal Operable Segment -2 (MOS-2) - A 0.94 mile (1.5 km) segment from Newark Penn Station
to Camp Street to expand access to additional downtown destinations from the two rail stations and
allow transfer connections to buses serving the southwest area of Newark.
Minimal Operable Segment (MOS-3) - A 6.89 mile (11.1 km) segment to connect downtown
Newark, residential and potential redevelopment areas south of downtown, EWR, employment areas
south of the airport and downtown Elizabeth.
At the public hearing for the NERL DEIS, Union County and City of Elizabeth representatives stated
their strong support for extending the NERL project into downtown Elizabeth and to emerging areas such
as Elizabethport. In September 1999, Union County initiated the Cross-County Rail Link Study to
examine transportation options in the corridor between EWR, Elizabeth, Cranford and Plainfield. The
study recommended a routing that followed the original 1997 NERL alignment except that it continued
east of Division Street to serve economic development areas in Elizabethport. This modified alignment is
the basis of this SDEIS.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-1
Based on the recommendations of the Cross-County study, NJ TRANSIT, on behalf of NJDOT, agreed to
examine the merits and impacts of the proposed modification through the preparation of this document.
The proposed modification is a portion of the former MOS-3, and is referred to as the Elizabeth Segment.
The modification to the original NERL alignment within the MOS-3 study area has the potential to result
in environmental impacts that were not identified in the 1997 DEIS. Therefore, this document
supplements the findings of the NERL DEIS by comparing the Elizabeth Segment with the original MOS-
3. The effects of the full-length NERL system under both options are identified only when there is a
distinction between them. Otherwise, the discussion and analyses focus only on the alignment within the
MOS-3 study area. At this time, NJ TRANSIT has no plans to advance the middle segment of the NERL
project. The segment of NERL between Newark International Airport and Camp Street will be evaluated
in a Final Environmental Impact Statement (FEIS) prepared for MOS-2 when and if NJ TRANSIT
advances that segment.
This chapter presents the purpose and need for the Elizabeth Segment by identifying existing and
proposed land use, economic development opportunities, and mobility needs in light of the transportation
system and its deficiencies within the study area. A description of the independent utility and logical
termini of the Elizabeth Segment, which allows NJ TRANSIT to advance this segment through the stages
of planning, environmental review, design and construction prior to implementation of the middle
segment of NERL, is also provided. A section addressing goals and objectives includes those developed
for the NERL project for the Elizabeth area as well as others developed by Union County for the Cross
County Rail Link study as they relate to the proposed action. These discussions summarize the work of
the NERL DEIS, wherever appropriate, and present the results of the analyses prepared for this SDEIS
specific to the Elizabeth Segment.
HIIHIIIII
The modified Elizabeth Segment is proposed to be a 5.8-mile light rail transit system with nine stations
and one future station that will be subject to additional environmental review. The modified segment will
operate between Midtown Elizabeth and the Newark International Airport Parking Lot D Monorail
station. The Elizabeth Segment will operate independently of the NERL system until such time that the
connecting segment is completed from Penn Station to Newark International Airport, Parking Lot D. The
modified Elizabeth Segment incorporates some elements of the Third Operable Segment (MOS-3) of the
NERL system proposed in the 1997 Draft Environmental Impact Statement. The full NERL system
between Newark and Elizabeth was documented in a Draft Environmental Impact Statement (DEIS) in
1997. Following the 1997 DEIS, Union County proposed a modification of the Elizabeth Segment of the
original MOS-3. The modification was offered to better serve emerging and anticipated future
development, and to provide direct rail linkages between these development sites and the region's core
public transportation network. The proposed modification of the NERL system's alignment in Elizabeth
will alter neither the purpose of nor the need for the original NERL project. A contiguous NERL system
remains intact, with the historic Central Railroad of New Jersey station in Midtown Elizabeth as the
NERL terminus in Elizabeth, and Newark International Airport Monorail Parking Lot D Station as the
point of connection to the original NERL system. The bi-city linkage is thus preserved, and the original
objectives of the project maintained. Figure 1-2 depicts both the original and modified alignments within
the City of Elizabeth.
1
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-2
280)
Leary
Central Avenue
East
East Orange
Newark
BROAD
STREET
STATION
Newarki
Harrison
Newark City Subway
to
McCarth Hwy
Orange Ave
WASHINGTON
PARK
STATION
12:0
range Ave
Raymond Blvd.
1997 NERL DEIS
Complete LRT Alignments
Modified NERL-
Elizabeth Segment
Stations
Future Stations
FATLANTIG.
STREET
STATIONS
PAC CENTRE STREET
STATION
PENN
STATION
Mark SL
Edison Pt
1997 NERL DEIS
First Operable
Second Operable Segment (MOS-1)
1997
NERL DEIS
Segment (MOS-2)
Broad Street
GATEWAY
STATION
Avenue
Spong
Lafayette St
GOVERNMENT
CENTER
STATION
ASTOR
MURRAY
STATION
Mulberry SE
Clinton Ave]
CAMP STREET
STATION
Clinton Ave.
Camp St.
ros
Alpine St
Clinton Ave.
Poinier St
..........
McCarter Hwy
ortheast
orridor
TIEDE
78
1-9
HHHHHHHHHHHH

Newark
Hillside
(Portion of Original MOS-2 & MOS-3)
New MOS-2
CURRENT 2001 NERL PROGRAM
Frelinghuysen Avenue
NEWARK INT.
AIRPORT
STATION
Ave
3:23
ORIGINAL 1997 NERL PROGRAM
Third Operable Segment
1997 NERL DEIS
(MOS-3)
Haynes
EVE
Junie
200
Lehigh Valley Railroad
ROUTES
1&9
STATION
MCCLELLAN
STREET
STATION
Newark
International
Airport
Newark
Elizabeth
n pik
Elizabet
Chanel
EWR MONORAIL
PARKING LOTD
STATION
Hillside
Elizabeth
Northeast Corridol
e w
N
(New MOS-3)
Modified NERL-Elizabeth Segment
North Ave
Spring St.
À
Dowd Ave
MIDTOWN
ELIZABETH
STATION
NORTH AVE.
STATION
Jersey St.
Potential
Cranford/
Plainfield
Extension
DIVISION ST.
STATION
1-9
(SPRING ST.)
STATION
KAPKOWSKI RD.
STATION
JERSEY GARDENS
STATION
Trumbull St...
THIRD ST.
STATION
NEWARK BAY
FUTURE SINGER
STATION
FERRY TERMINAL
STATION
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
Original and Modified
NERL Alignments
NTRANSIT
Figure 1-1
Prepared By
BRW, Inc.
1-9
Airport Monorail
Original and
Modified Alignments
Within Elizabeth
Figure 1-2
Airport Parking
LOID
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
Proposed LRT
NEWARK
INTERNATIONAL
North Elizabeth
Station
mm Original NERL Alignment
(1997 DEIS)
o
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
MIDTOWN
ELIZABETH
IKEA
Existing Rail Line
Kids
Existing NJ Transit
Commuter Rail Station
Recreational
Center
OAD ST
World
ELIZABETH CENTER DR.
HENRY ST
JEFFERSON AVE
MCLESTER
Study Area
DOWD AVE
EXIT 13A
DIVISION ST.
SLIZABETHPORT
North Avenue
Station
Midtown
Station
MAGNOLLA AVE
1&9 (Spring St.)
Station
NORTH AVE
Broad St
Station
GAAND ST.
1-9
Uravish
Kapkowski Rd.
Station
CHEMICAL. COAST LINE
NEW JERSEY TURNPIKE
Planned Horell
Conference Center
YORK ST.
E JERSEY ST
ELIZABETH
CSX Yard
AVE
REID BT,
Jersey Gardens
Station
Division St.
Station
KAPKOWSK RO
LET
Yard Shop
SEVENTS
S. PARK ST.
MAGNOLIA AVE
TRUMBUL ST
LIVINGSTON ST.
JERSEY GARDENS BLVD.
Jersey Gardens
Mall
VETERANS
МЕМОВИ
Third Street
Station
NS Yard
To New York City
FIFTH ST
THIRD ST
Future
POAT AVE
Singer Station
Ferry Terminal
Station
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

Scale in Feet
AST: SZ
1200
2000
NEWARK BAY
1
Potential
Cranford/Plainfield
Extension
400
N
0
A
1.1
Need for Alignment Modification
The Elizabeth Segment represents a change in the alignment and length of MOS-3, which was examined
in the 1997 NERL DEIS. The change in alignment is deemed necessary to meet the economic
redevelopment goals of the City of Elizabeth and Union County for the Elizabethport area. The Elizabeth
Segment is different from MOS-3 in the following ways:
the alignment continues along the former CNJ right-of-way west of Division Street toward the port to
serve major ridership generators;
the alignment includes six additional station stops between downtown Elizabeth and Newark
International Airport and is 1.4 miles longer than the corresponding segment of MOS-3;
the alignment reassigns four station stops (McClellan Street, Route 1&9, Newark International
Airport Monorail, and Astor/Murray) between Newark International Airport and Camp Street, a total
of 4.04 miles of track, to a new MOS-2; and
the Newark International Airport Station is located on Airport property at the Parking Lot D Monorail
station instead of on the Northeast Corridor.
The Elizabeth Segment represents the minimal operating segment that meets the independent utility and
logical termini test described in Section 1.2.1. As previously noted, the northern terminus of the modified
alignment (MOS-3) is relocated from its original (1997) location at Camp Street in Newark to Newark
International Airport, Parking Lot D. The southern terminus of MOS-3 remains Midtown Elizabeth as
originally planned.
Tapping into significant new development in outlying areas of Elizabeth, the modified NERL system will
link two key New Jersey cities and the nation's second busiest airport. The Elizabeth Segment will
nourish burgeoning development in Elizabeth and south Newark driven by strong economic growth, and
will help service major off-airport development triggered by Newark International Airport's emergence as
one of the nation's busiest airports. At the same time, the light rail line will bring additional development
to Elizabeth's waterfront while providing easy access for low-income Elizabeth residents to reach the jobs
that these developments create.
The modified Elizabeth alignment will serve three key transportation markets:
1. Job access for inner-city residents;
2. Newark International Airport operations support functions; and
3. Development and redevelopment of commercial sites in Elizabethport.
The modified alignment will help inner-city residents reach jobs at major development sites along the
route, strengthening urban core economies. It will support already committed development, and nourish
future development in designated state and federal enterprise zones, facilitating compact development
patterns, and decreasing auto dependency.
The NERL project comes at a critical time for Newark International Airport. With rapidly escalating air-
side traffic and limited on-airport space for parking or facilities, PANYNJ – the airport operator – has
determined that many on-airport services and functions must be relocated off-airport to underutilized
industrial land in Elizabeth. The proposed NERL-Elizabeth Segment will support these new
developments, providing quick, dependable and efficient transportation capacity in a corridor where the
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-3
primary option is travel by auto. By reducing auto use to the airport, NERL will also lessen pressure on
ground access routes, reducing the need for more road improvements.
E
Finally, as Newark International Airport grows, the development of hotels, offices, and other commercial
activity is becoming necessary and desirable. The City of Elizabeth and Union County have developed
plans to host this development on land adjacent to or near the airport. A light rail system directly linking
the airport with these new airport-related commercial areas is a critical element of the City of Elizabeth
and Union County's long-term goals.
The NERL is one element of a larger, State-wide blueprint for increasing public transit use, reducing auto
dependency and improving air quality. Supporting this transportation vision, the State of New Jersey has,
since 1989, maintained a State Development and Redevelopment Plan that emphasizes three interrelated
themes: containment of suburban sprawl, preservation of remaining farm land and open space, and
redevelopment of the State's urban areas. The tools include limits on new sewer trunk line construction,
more focused management of fresh water resources, and, perhaps most critically, careful planning and
implementation of public transportation links in areas with the potential for dense development.
The NERL project embodies these core planning and transportation principals, and is necessary both to
support on-going development and to stimulate additional in-city development in the State's urban core.
As the analysis in the SDEIS shows, the values of the link are almost exclusively positive, bringing most
of its benefits and few, if any, adverse effects to the disadvantaged communities it would serve, while also
stimulating the growth of in-city jobs and providing an easy way to get to them.
1.2
Previous Studies
a
In 1985, the New Jersey Department of Transportation (NJDOT) and the then North Jersey
Transportation Coordinating Council (NJTCC) (re-named in 1988 to the North Jersey Transportation
Planning Authority -- NJTPA), commissioned the Newark-Elizabeth International Airport Economic and
Transit Access Study, NJTPA, 1988, a comprehensive study on the feasibility of a fixed guideway transit
system to link downtown Newark, Newark International Airport (EWR), downtown Elizabeth, and the
existing rail transit network in the corridor. That report concluded that the concept of a new rail service
using Automated Guideway Transit (AGT) technology and connecting downtown Newark, EWR and
Elizabeth was promising; Light Rail Transit (LRT) ranked a close second.
Subsequently, New Jersey Transit Corporation (NJ TRANSIT) was designated as the lead agency to
further evaluate the concept. The Newark-Elizabeth Rail Link Options Study (NERLOS), NJ TRANSIT,
June 1993, was completed to analyze a range of reasonable alignment and technology options. NERLOS
evaluated different technologies including AGT, extension of the Port Authority Trans-Hudson (PATH)
heavy rail transit system, LRT, automated people mover (APM, now referred to as the EWR Monorail),
and bus service. NERLOS evaluated six specific options, including a “No-Build” and a Transportation
Systems Management (TSM) alternative.
The Preferred Option from NERLOS was "2A: Refined Option". The option included:
Approximately 8.8 miles of LRT service from Elizabeth Midtown Station to Newark-Penn Station
(NPS) and then extending to Newark's Broad Street Station (BSS);
Extension of the Monorail then under construction at EWR to a new rail station on the Northeast
Corridor (NEC);
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-4
New light rail vehicles (LRV) and modernization of the Newark City Subway (NCS);
A new LRT Vehicle Base Facility to serve both NERL and the NCS; and
Revisions to NJ TRANSIT bus service.
This overall transit service plan for the NERL corridor is shown on Figure 1-3. The plan is divided into a
series of independent, but related, projects for implementation. The projects include: the NCS Extension
and Vehicle Base Facility (VBF), the NERL, the EWR Monorail-NEC Connection Project (Monorail
Extension), and NCS Modernization Project. The NCS/VBF, EWR Monorail, and NCS Modernization
projects were subjects of separate environmental efforts and are either under construction or complete at
this writing.
7
The Newark Elizabeth Rail Link Draft Environmental Impact Statement (NERL DEIS), NJ TRANSIT,
was circulated in January 1997. The public hearing was held on February 6, 1997. Based on the findings
of the NERL DEIS and all the comments received, the NJ TRANSIT Board of Directors endorsed the
Locally Preferred Alternative (i.e., NERLOS Option 2A) and directed that a Final Environmental Impact
Statement (FEIS) be completed for the First Operable Segment from Penn Station Newark to Broad Street
Station Newark. A Final Environmental Impact Statement for the First Operable Segment (FOS) of the
Newark Elizabeth Rail Link was published in August 1998 and a ROD was received on November 6,
1998. Final design is currently underway for the FOS. The first, second, and third operable segments are
now commonly known as minimal operable segments – 1, -2, and -3 (MOS-1, MOS-2, and MOS-3).
At the public hearing for the NERL DEIS, comments received from Union County and the City of
Elizabeth indicated strong support for constructing the NERL into Elizabeth. NJ TRANSIT accepted
these comments and has since supported Union County in its efforts to secure funding for the Elizabeth
Segment of NERL. This support was demonstrated by NJ TRANSIT's acting as the grantee for Federal
Transit Administration (FTA) funds to study the corridor in a Cross County Rail Link Study (1999).
This SDEIS follows the recently completed Cross County Rail Link Study, Union County, NJ, (September
1999). The Cross County Rail Study examined rail link opportunities in the corridor between Newark
International Airport, Elizabeth, Cranford, and Plainfield. The study broadly looked at the social and
environmental impacts, capital and operating costs, and constructabilty of a southern Union County rail
line. The study recommended a link that followed the original NERL system from Broad Street Station in
downtown Elizabeth, along the CNJ mainline to Division Street. There, the Cross County Rail Link
Study recommended that the alignment continue east toward the rapidly redeveloping Elizabethport Area,
rather than turning north along Division Street as recommended by the NERL DEIS. The Cross County
Rail Link Study recognized that redevelopment in the Elizabethport area is a key component of the
economic development strategy for Union County and the City of Elizabeth. This redevelopment will
require a safe, efficient, and reliable mode of transit that LRT will provide.
Two key milestones have been achieved toward the implementation of the Elizabeth Segment of the
NERL. They are as follows:
(a)
the authorization of specific language in the Transportation Equity Act for the 21" Century (TEA-
21) which states:
“...any appropriate light rail connections and alignments with the city Elizabeth to be
determined by the city of Elizabeth and the New Jersey Department of Transportation (and
which shall include connecting Midtown Elizabeth to Route 1 Park and Ride, the Elizabeth
Car House Museum, Division Street, Singer Place, Ferry Terminal, Jersey Gardens Mall,
Elizabeth Port to Parking Lot D at Newark International Airport...”
(b)
Inclusion of the Elizabeth Segment as a part of the New Jersey Urban Core Project.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-5
1.2.1
Independent Utility and Logical Termini
In the development of a major transportation project, U.S. Department of Transportation (USDOT)
regulations outline three general principles to advance a project through conceptual planning,
environmental impacts analysis, design and construction. Simply stated, the three principles require the
project sponsor to consider a “whole” or integrated project. The project should satisfy an identified need,
and should be considered in the context of local area socio-economics and topography, future travel
demand, and other infrastructure improvements in the area. If a project meets these tests, it is found to
have “independent utility,” and can be evaluated as a stand-alone action, independent of any other, though
potentially related, projects.
To justify a separate and dedicated environmental evaluation of a proposed action and its alternatives, a
project to be evaluated in an EIS should adhere to the following three principles:
Connect logical termini and be of sufficient length to address environmental matters on a broad
scope. Logical termini for project development purposes can be defined as: (1) rational end points
for a transportation improvement, and (2) rational end points for review of the environmental
impacts;
Have independent utility or independent significance, i.e., be usable and be a reasonable
expenditure even if no other transportation improvements in the area are made; and
Not restrict consideration of alternatives or foreclose potentially desirable options for other
reasonably foreseeable transportation improvements in the same or linked corridors.
O
The Elizabeth Segment has logical termini -- Downtown Elizabeth and Newark International Airport.
Destinations in and of themselves, these locations are also existing transportation hubs that would provide
ample mass transit options for future customers of the LRT. Downtown Elizabeth is served by a myriad
of bus routes providing access to Union and Essex Counties and other points in northern New Jersey. The
station at Newark International Airport would provide easy transfer to the on-airport Monorail system.
The Elizabeth Segment ridership far exceeds the number of combined riders on the corresponding portion
of the original MOS-3.
The Elizabeth Segment meets the “independent utility” test associated with transportation investments
based upon the following considerations:
Irrespective of whether the full NERL system is completed, the Elizabeth Segment independently
supports the achievement of key economic redevelopment goals of the City of Elizabeth for the
Elizabethport corridor and promotes efficient patterns and densities of development and land use.
Specifically, these goals include:
Support the development and redevelopment of Elizabethport and Midtown Elizabeth;
Encourage public/private collaboration in real estate development; and
Support the goals of the Federal Urban Enterprise Zone and the State Urban Coordinating
Council Empowerment Zones.
The Elizabeth Segment independently meets land use planning objectives of integrating Newark
International Airport with the surrounding land uses. Specifically, these objectives include:
Provide connections between Newark International Airport and local activity centers;
Increase ground access for airport employees and users by improving transit capacity and
connections; and
Provide the airport with multi-modal access to a large inventory of developable land for parking
and other amenities.
.
1
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-6
Montclair Branch
Garden State Parkway
Drwy
11577
Boonton Line
Morris & Essex Lines
Conrail Bloomfield
Industrial Track
11111 111
Newark-Elizabeth Rail Link
MOS-1
Final Design
Broad Street
Station
NYC
Keamy Connection
Newark City Subway
System Modemization
2801
Hob
Orange Avenue
414
Springfield Avenue
Newark Penn
Station
Broad Street
Newark - Elizabeth Rail Link
Preliminary Engineering &
Environmental Impact Statement
0178
---
1&9
295
Northeast, Corridor Line
Raritan Valley Line
11110
瑞
​Newark International Airport
Monorail
Midtown Elizabeth
Station
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
Overview of
Area Projects
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
2
TRANSIT
US Department
of Transportation
Fodoral Transit
Administration
NI
Figure 1-3
RRIN Ina
Prepared By
=====lg
The NERL Elizabeth Segment would meet the transportation objectives in the corridor between Midtown
Elizabeth and Newark International Airport. The Elizabeth Segment efficiently links major trip generators
in the subject corridor with key intermodal access points at the Northeast Corridor and at Newark
International Airport, providing important transportation benefits irrespective of the time frame for
completion of the remainder of NERL or any other extensions of the NERL system that might be
proposed in the future. Specifically, the transportation objectives include the following:
Improve transit linkages among Midtown Station, Elizabethport and Newark International Airport;
Provide and improve intermodal connections with NJ TRANSIT and Amtrak Northeast Corridor
trains, local buses, airport monorail, and the proposed ferry at Elizabethport, recently permitted and
an increasing focus of government attention since the September 11, 2001 attacks;
Provide a transportation system that will be compatible with and complement land use and
development policies and trends;
Provide transportation to jobs for disadvantaged socio-economic populations with low automobile
ownership; and
Efficiently cluster anticipated development and reduce auto dependency and use in a corridor where
additional road capacity would be difficult to add due to land use constraints (major rail yards) and
the lack of “through” access across the study area.
The third test, not restricting consideration of future alternatives, is also met by the proposed Elizabeth
Segment. Its implementation would not preclude future completion of the middle NERL segment, and is
positioned to accommodate the intended juncture. Nor does the proposed Elizabeth Segment preclude
consideration of future rail service to Cranford or Plainfield in western Union County, which can be
accommodated in any practical form by the proposed design.
Finally, it is useful to explain the logic of advancing the Elizabeth Segment, originally a portion of MOS-
3 of the NERL system, before the remainder of MOS-3 and MOS-2. As discussed in other sections of
this document, the NERL system has the fundamental objective of linking of Newark, Elizabeth and the
Airport with a continuous light rail system. The alignment was designed to facilitate urban
redevelopment in both cities, in conformance with State Development and Redevelopment Plan
imperatives, and in a way that would reduce traffic demands in the corridor while supporting continued
economic growth.
The Final Environmental Impact Statement for the first operable segment found that a north to south
staging of the NERL project was the most logical, based on the fact that “no major developments are
expected to occur along the alignment south of Newark.” (NERL FEIS, Pg. S-1). This has proven to be
incorrect: aggressive development initiatives have since transpired in, and more are planned for, the
Elizabethport area east of the former MOS-3 alignment. This development pressure has dictated a
rethinking of the routing of MOS-3 -- and the sequencing of the NERL project -- to better address these
emerging economic and transportation trends.
-
The most obvious and compelling transportation and economic development need, at the time the DEIS
and FEIS were completed, was the redevelopment of the northern end of downtown Newark in the wake
of the opening of the Midtown Direct service, which brought this area of Newark's Central Business
District within 20 minutes of midtown Manhattan. In addition, increasing development at the southern
end of the CBD - involving completion of the Legal Center and the Seton Hall Law School building and
other initiatives - was causing increasing traffic on major roadways as auto commuting volumes
increased. Finally, the City was considering a move by major athletic organizations to a new location just
south of Newark Penn Station, one block from the existing Newark City Subway.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-7
Given these developments, completing the northernmost segment of NERL, MOS-1 became the top
priority of the NERL project. Accordingly, funding was sought and obtained to advance this segment
through final design.
As this decision was made, development pressure through southern Newark, north of Newark
International Airport, declined from heightened levels of the 1980s. At the same time, continued
development of Elizabethport, emphasizing both commercial and retail mega-developments, dictated a
new focus on serving and guiding the development there so as to reduce dependency on automobiles for
travel within and to the Elizabethport district. Consequently, the next segment of the NERL that appears
most worthy of implementation at this time is the Elizabeth Segment of MOS-3. Completing this
segment will give Elizabeth a direct Newark International Airport connection, while completion of the
Northeast Corridor Airport station will provide equivalent access for the business district of Newark until
such time as MOS-2 can be completed. Lacking MOS-2, Airport access from Newark is slightly less
convenient but still available via both the Northeast Corridor commuter rail service, bus and taxi.
From an operations and maintenance standpoint, the implementation of the Elizabeth Segment of MOS-3
prior to the remainder of MOS-3 and MOS-2 makes minimal difference. The Elizabeth Segment includes
a maintenance facility that would address the day-to-day maintenance needs of the LRT fleet and include
pits for under-vehicle maintenance, and a car wash. There would also be a barn for storage of LRT
vehicles when not in use. Were MOS-1, MOS-2, and MOS-3 implemented sequentially, major
maintenance and vehicle overhaul would have occurred at the NERL Vehicle Base Facility via the NERL
and Newark City Subway tracks. However, until MOS-2 is implemented second, major vehicle
maintenance will require transporting Elizabeth Segment light rail vehicles by truck to either the NERL
facility or the Hudson-Bergen Vehicle Base Facility. The Elizabeth Segment maintenance facility will be
equipped with the necessary machinery to support these activities. Measures will be taken to schedule
these maintenance trips to off-peak hours to minimize the impacts to local traffic. An explanation of the
activities that will take place at the maintenance facility is included in Chapter 2.
1.3
Public Private Partnership
On September 27, 1997, Raytheon Infrastructure, Inc. submitted an initial proposal to the New Jersey
Department of Transportation (NJDOT) under the New Jersey Public-Private legislation, P.L. 1997
Chapter 136. This legislation enabled the State of New Jersey to solicit transportation project proposals
from private industry, and to select for negotiation up to seven demonstration projects for implementation.
Following the September 1997 submittal, Raytheon and Union County entered into an agreement to
jointly develop the Union County Light Rail System, of which the Elizabeth Segment of NERL is a
component. On July 27, 1999, NJDOT, Raytheon, and Union County signed a joint development
memorandum of understanding to develop the modified Elizabeth Segment of NERL as described in the
TEA-21 legislation. In July 2001, NJ TRANSIT and Union County/Washington Group (formerly
Raytheon) executed a three-party agreement for preliminary engineering and environmental support for
the project at a total cost not to exceed $8.0 million of which only $3.57 million is being contributed by
the State of New Jersey, the remainder to be contributed by Washington Group. A copy of the letter of
intent for this contract is attached as an appendix to this SDEIS. A description of the proposed financial
arrangements between the public-private partners is given in Chapter 20. To match the federal grants, it
is anticipated that the members of the public/private partnership would fund 26 percent or $76 million of
LRT construction costs.
พ
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-8
1.4
Description of the Study Corridor
The Elizabeth Segment of NERL is located entirely within the City of Elizabeth, Union County. The 5.8-
mile alignment passes through several distinct areas of the city and links together many of its major
activity centers. The proposed alignment passes through downtown shopping areas, industrial sectors,
and a new retail and office district. The Elizabeth Segment would tie these uses together by linking
midtown Elizabeth to Elizabethport and Newark International Airport. Along its route, the Elizabeth
Segment would provide mobility for transit-dependent populations and encourage the continued
revitalization of Elizabeth.
The study area is mainly comprised of industrial and residential land uses. There are abandoned
industrial sites that are being developed into commercial and retail developments. Residential areas are
being revitalized through a variety of federal and state programs. These developments are occurring in
parts of Elizabeth where the existing public transportation system is unable to support the area's
economic revitalization. The alignment modification proposed here is intended to better complement
these changing land use patterns. The proposed alignment would support continued economic
redevelopment in Midtown Elizabeth and Elizabethport while providing improved intermodal linkages to
Newark International Airport and to Manhattan.
The corridor between Elizabeth and Newark is one of the most heavily traveled in the state. Despite a
dense transportation network of highways, buses, and commuter and inter-city trains, local travel using
these different transportation modes is difficult and inconvenient, and some districts, such as east
Elizabeth, are not well served. The proposed alignment modification will, as other elements of the NERL
program are completed, address these deficiencies.
1.4.1
Population
Unlike many other urban centers, Union County and the City of Elizabeth have experienced only minor
population changes since 1970. The City of Elizabeth's population, despite the general tendency toward
exurban development, has grown by 8,000 people since 1970. According to the 2000 census, as shown in
Table 1-1, both Union County and the City of Elizabeth have experienced significant population increases
since the 1990 Census. Since 1960, the city has accounted for approximately one-fifth of the County's
population.
Table 1-1
Population Change 1970-2000
Elizabeth and Union County
1970
1980
1990
1995
1998
2000
Change
1970-2000
-3.79%
7.03%
495,672
109,966
500,608
110,661
522,541
120,568
Union County 543,116 504,094 493,819
Elizabeth City 112,654 106,201 110,002
Source: 2000 Census of Population and Housing.
US Dept. of the Census,
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-9
As in other urban areas, there are a significant number of people living in the study area who are transit
dependent. According to census data for the study area, as many as half of the households do not have a
car. The Elizabeth Segment will enhance economic opportunities for this population by providing them
greater access to new jobs in both Elizabethport and Midtown Elizabeth, as well as to other cities via
connecting NJ TRANSIT rail service.
1.4.2
Land Use and Economic Development
The communities in the study area have historically been among the poorest in the region; most of the
communities are recipients of State and City assistance. While population and employment in the study
area has remained stable since 1970, other key indicators highlight the area's desperate need for new
economic development. Elizabeth, the largest city in Union County, has a median household income of
$35,175. Almost 18% of Elizabeth's population is below the poverty level.
a
Against this backdrop, State and local officials are actively promoting new economic growth and the need
for new infrastructure to foster its fullest potential. As a result, both Midtown and Elizabethport are part
of a State Enterprise Zone. All of Midtown and a portion of Elizabethport are included as part of New
Jersey's Urban Coordinating Council Neighborhood Empowerment Zone. Also, the City of Elizabeth
was awarded $28.9 million through a US Department of Housing and Urban Development (HUD) HOPE
VI grant to transform and revitalize several public housing developments that are close to or within the
study area.
As a result of these federal, state and local initiatives, Union County and the City of Elizabeth are
experiencing significant growth and development. Over the past several years, commercial and
residential development has mushroomed in inner-city and urban industrial areas heretofore untapped for
their commercial potential. The bulk of this development is occurring east of the city center. And it is
this development that is New Jersey's answer to suburban sprawl.
The process began with IKEA - a half-million square foot consumer housewares outlet that opened in
1990 introducing the idea of mega-commercial development in fallow industrial areas previously
thought not developable. This was followed with the inauguration in 1999 of the 1.1 million square-foot
Jersey Gardens Mall, and numerous commercial and industrial installations throughout the Elizabethport
commercial district. In concert with these initiatives, permits were acquired to institute a new trans-
Hudson ferry service at the Mall boundary, a 400-room Marriott Hotel, and a new state-of-the-art 900-
room hotel/conference center.
Midtown Elizabeth also has several planned developments that would be enhanced by new transit
improvements in the study corridor. Centered around the proposed redevelopment/reuse of the historic
CNJ Station in Midtown Elizabeth, there are plans in place for several office buildings, town house
developments and educational facilities.
Over the same time period, Newark International Airport has emerged as the second busiest airport in the
nation, the gateway to New Jersey, with a $1 billion expansion program underway. In response to its
success, airport planners implemented a new multi-terminal monorail system, and have begun to seek
opportunities to transplant less critical airport services off of the airport property, to surrounding areas in
Newark and Elizabeth. Efficient transportation links with terminals and freight areas will be critical to
the success of these relocations if the airport's functions are to be sustained.
NERL-Elizabeth Segment SDEIS
1-10
Purpose and Need for Action
[1
D
Unfortunately, none of the developing areas around the airport or east of Elizabeth's town center enjoy
efficient mass transit access; with the exception of local bus routes, these areas are not well linked with
the metropolitan region's core urban transportation and commuter rail system. Perhaps because of their
isolation, property values and uses are correspondingly low, and “big-box” developments have found
fallow land in which to construct multi-million square-foot installations, with an immediate need for
better mass transit access. The original NERL alignment along Division Street would have “missed”
these rapid growth areas entirely. The modified alignment of the Newark-Elizabeth Light Rail project
attempts to satisfy this deficiency by re-routing the NERL service to better serve these emerging growth
areas.
County, local and regional plans have identified the redevelopment of the Elizabethport and Midtown
Elizabeth areas as critical elements of the region's economic growth. Table 1-2 shows the development
forecast for the next twenty years. Clearly, any transportation investment considered for this area must
seek to promote this economic growth, improve jobs access for inner-city populations, preserve the area's
environmental assets and provide a hedge against increasing traffic congestion that could choke off
development opportunities.
Table 1-2
Summary of Proposed Development
City of Elizabeth
Area
Use
Total
Institutional
80,000 sq. ft.
Midtown
Office
1,000,000 sq. ft.
Residential
400 units
Distribution
780,000 sq. ft.
Hotel
1,875 rooms
Office
2,395,000 sq. ft.
Parking Garages
4,000 spaces
Elizabethport
Residential
100 units
Restaurant
4,000 sq. ft.
Retail
851,000 sq.ft
Ferry Terminal
250 daily boardings
Source: Union County Department of Economic Development
Compiled by: BRW, Inc, June 2000
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-11
As in other urban areas, there are a significant number of people living in the study area who are transit
dependent. According to census data for the study area, as many as half of the households do not have a
car. The Elizabeth Segment will enhance economic opportunities for this population by providing them
greater access to new jobs in both Elizabethport and Midtown Elizabeth, as well as to other cities via
connecting NJ TRANSIT rail service.
1.4.2
Land Use and Economic Development
TA
The communities in the study area have historically been among the poorest in the region; most of the
communities are recipients of State and City assistance. While population and employment in the study
area has remained stable since 1970, other key indicators highlight the area's desperate need for new
economic development. Elizabeth, the largest city in Union County, has a median household income of
$35,175. Almost 18% of Elizabeth's population is below the poverty level.
a
Against this backdrop, State and local officials are actively promoting new economic growth and the need
for new infrastructure to foster its fullest potential. As a result, both Midtown and Elizabethport are part
of a State Enterprise Zone. All of Midtown and a portion of Elizabethport are included as part of New
Jersey's Urban Coordinating Council Neighborhood Empowerment Zone. Also, the City of Elizabeth
was awarded $28.9 million through a US Department of Housing and Urban Development (HUD) HOPE
VI grant to transform and revitalize several public housing developments that are close to or within the
study area.
As a result of these federal, state and local initiatives, Union County and the City of Elizabeth are
experiencing significant growth and development. Over the past several years, commercial and
residential development has mushroomed in inner-city and urban industrial areas heretofore untapped for
their commercial potential. The bulk of this development is occurring east of the city center. And it is
this development that is New Jersey's answer to suburban sprawl.
The process began with IKEA - a half-million square foot consumer housewares outlet that opened in
1990 – introducing the idea of mega-commercial development in fallow industrial areas previously
thought not developable. This was followed with the inauguration in 1999 of the 1.1 million square-foot
Jersey Gardens Mall, and numerous commercial and industrial installations throughout the Elizabethport
commercial district. In concert with these initiatives, permits were acquired to institute a new trans-
Hudson ferry service at the Mall boundary, a 400-room Marriott Hotel, and a new state-of-the-art 900-
room hotel/conference center.
Midtown Elizabeth also has several planned developments that would be enhanced by new transit
improvements in the study corridor. Centered around the proposed redevelopment reuse of the historic
CNJ Station in Midtown Elizabeth, there are plans in place for several office buildings, town house
developments and educational facilities.
Over the same time period, Newark International Airport has emerged as the second busiest airport in the
nation, the gateway to New Jersey, with a $1 billion expansion program underway. In response to its
success, airport planners implemented a new multi-terminal monorail system, and have begun to seek
opportunities to transplant less critical airport services off of the airport property, to surrounding areas in
Newark and Elizabeth. Efficient transportation links with terminals and freight areas will be critical to
the success of these relocations if the airport's functions are to be sustained.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-10
Unfortunately, none of the developing areas around the airport or east of Elizabeth's town center enjoy
efficient mass transit access; with the exception of local bus routes, these areas are not well linked with
the metropolitan region's core urban transportation and commuter rail system. Perhaps because of their
isolation, property values and uses are correspondingly low, and “big-box" developments have found
fallow land in which to construct multi-million square-foot installations, with an immediate need for
better mass transit access. The original NERL alignment along Division Street would have “missed”
these rapid growth areas entirely. The modified alignment of the Newark-Elizabeth Light Rail project
attempts to satisfy this deficiency by re-routing the NERL service to better serve these emerging growth
areas.
County, local and regional plans have identified the redevelopment of the Elizabethport and Midtown
Elizabeth areas as critical elements of the region's economic growth. Table 1-2 shows the development
forecast for the next twenty years. Clearly, any transportation investment considered for this area must
seek to promote this economic growth, improve jobs access for inner-city populations, preserve the area's
environmental assets and provide a hedge against increasing traffic congestion that could choke off
development opportunities.
Table 1-2
Summary of Proposed Development
City of Elizabeth
Area
Use
Total
Institutional
80,000 sq. ft.
Midtown
Office
1,000,000 sq. ft.
Residential
400 units
Distribution
780,000 sq. ft.
Hotel
1,875 rooms
Office
2,395,000 sq. ft.
Parking Garages
4,000 spaces
Elizabethport
Residential
100 units
Restaurant
4,000 sq. ft.
Retail
851,000 sq.ft
Ferry Terminal
250 daily boardings
Source: Union County Department of Economic Development
Compiled by: BRW, Inc, June 2000
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-11
1.5
Transportation Facilities and Services
The study area's transportation needs over the next twenty years will be strongly influenced by forecasted
commercial and retail development. This development will be complemented by growth in traffic at
Newark International Airport and proposed hotel developments in the study corridor.
There are major travel patterns that are well-established within the study corridor. The public transit
opportunities available to the study areas' travel markets vary widely. The areas near Midtown Elizabeth
are already well-served by existing transit operations. However, some areas have limited transit services
available or have slow or indirect service to key destinations.
1.5.1
Streets and Highways
Like many roads in Northern New Jersey, the highways that run through the project area are congested.
The key highways in the study area are US Route 1 & 9- maintained by the New Jersey Department of
Transportation and the New Jersey Turnpike owned and maintained by New Jersey Turnpike
Authority. Route 1 & 9 primarily serves local through traffic with northern New Jersey destinations,
while the Turnpike serves regional traffic.
As shown in Table 1-3, the regional highway network in Northern New Jersey' has been experiencing
increasing volumes and corresponding increases in vehicle delay. These trends are anticipated to
continue through the study 2020 horizon year.
Table 1-3
North Jersey Regional Traffic Growth
1990-2020
Percent Change
1990
2000
2007
2010
2020
1990-2020
Vehicle Miles of
125,153,923 135,360,400 142,759,837 146,879,087 | 158,823,984
26.9%
Travel (VMT)
Vehicle Hours of
4,067,180 4,200,735 4,382,082 4,619,145 5,585,849
37.3%
Travel (VHT)
Source: North Jersey Transportation Planning Authority, 2000-2002 Transportation Improvement Plan (Action Network)
In addition to local and regional traffic, many of the highways and streets in the study area are also key
routes for truck traffic to Port Elizabeth. The Port Authority of New York and New Jersey's facility is
one of the five largest ports in the country. The main port facility is located directly north of the study
area. Much of its containerized cargo ends up on local study area roads en route to regional highways or
transfer facilities. The port is also a hub for bulk cargo and automobile shipments that generate additional
truck traffic.
a
With the opening of the Jersey Gardens Mall and other retail stores in Elizabethport, highway and local
street traffic in the area has been increasing. This new retail travel combined with truck traffic from Port
Elizabeth gives rise to the need for fixed route local transit services that will reduce local street
congestion and free local roads for goods movement.
1 Northern New Jersey is defined by the boundary for the North Jersey Transportation Planning Authority- the
regional Metropolitan Planning Organization. It includes the counties of Bergen, Essex, Hudson, Hunterdon,
Middlesex, Monmouth, Morris, Ocean, Passaic, Somerset, Sussex, Union, and Warren.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-12
1.5.2
Rail Transit
Northern New Jersey, including Union County and Elizabeth, is one of the most transit-rich areas in the
United States. The City of Elizabeth is currently served by two NJ TRANSIT commuter rail lines (the
Northeast Corridor and the North Jersey Coast Line), at two stations: Broad Street Elizabeth and North
Elizabeth. The Northeast Corridor traverses the City of Elizabeth from northeast to southwest on an
embankment. It crosses over the former CNJ right-of-way and Broad Street in downtown Elizabeth.
Northeast Corridor trains from Trenton and North Jersey Coast Line trains from Bay Head stop at the
Broad Street Elizabeth and North Elizabeth stations en route to Newark and New York. During the week,
57 northbound and 50 southbound trains stop at the Broad Street Station on the Northeast Corridor Line,
and 23 northbound and 25 southbound trains stop at the Broad Street Station from the North Jersey Coast
Line. Connections to other NJ TRANSIT lines and AMTRAK can be made in Newark and New York
City.
The NJ TRANSIT rail stations at Elizabeth and North Elizabeth have experienced significant growth in
ridership over the past several years. The Build Alternative will augment the existing commuter rail
system by providing a link for regional travelers to local employment, shopping destinations in Elizabeth,
and the recently permitted Elizabeth Ferty, which will provide service between the City of Elizabeth and
the World Financial Center, and an increasing focus of government attention since the September 11,
2001 attacks and resulting loss of downtown NYC PATH subway service.
1.5.3
Bus Service
A significant amount of NJ TRANSIT's Union County bus service focuses on downtown Elizabeth,
which serves as a transit center. In addition to connections between buses, transfers can be made to the
Northeast Corridor to access Newark and New York, or intermediate points along the Northeast Corridor
to Trenton, or to the North Jersey Coast Line to Bay Head. Local bus routes provide area circulation in
Elizabeth, extend to other areas in Union County, and link Elizabeth with Newark and Essex County
neighborhoods. Express bus service to New York City and Newark is also provided. The majority of bus
activity and passenger transfers occur along Broad Street and East Jersey Street. Existing transit service
within the corridor study area is provided by local and express bus routes 12, 24, 26, 37, 40, 52, 56/57,
58, 59, 62, 111, 112, and 113.
1.5.4
Newark International Airport
Newark International Airport (EWR) has been experiencing substantial growth in passenger and freight
traffic over the past 10 years. Between 1990 and 1998, passenger traffic at the airport has increased 46
percent. This growth has been tempered somewhat by the events of September 11, 2001, however, long-
term trends appear strong.
To accommodate this growth, Newark International Airport is currently undertaking a major $3.8 billion
capital improvement program aimed at improving passenger convenience and reducing on-ground delay.
Improvements underway include:
Two new on-airport parking garages were recently completed, adding 6,600 new passenger parking
spaces;
A series of road improvements to improve traffic flow to the airport from the New Jersey Turnpike
Exit 13A;
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-13
Major improvements to Terminal C by Continental Airlines to increase terminal capacity by 60
percent;
• Improvements to the restaurant and retail spaces at all three terminals;
Lengthening of Runway 4L-22R by 2,800 feet. This will allow for more efficient use of the airport's
runways; and
An extension of the existing airport monorail to Amtrak's Northeast Corridor that allows Amtrak and
NJ TRANSIT passengers easy access to the airport's terminals and parking facilities was completed
in 2001.
As part of the airport's capital improvement program, the PANYNJ is attempting to move non-passenger
functions off the airport's prime property, including employee parking. Currently, there are
approximately 3,000 employee parking spaces on-airport (in addition to 17,000 passenger spaces). Much
of this parking (approximately 2,800 spaces) is located at the southern end of the North/South runways,
near North Avenue. Discussions have been held to relocate most of this parking into the Elizabethport
area where it would be served by the proposed light rail transit system.
1.5.5
Newark International Airport Monorail
The northern terminus of the Elizabeth Segment is the Newark International Airport monorail. The
airport monorail distributes passengers and employees to all of the airport's terminals and most of the
airport's passenger parking facilities. The airport employee parking lot is not served by the monorail.
The system has a 2,600 person/hour capacity between any two stations. The monorail was recently
extended to connect to a new station on the Northeast Corridor.
1.5.6
Rail Freight Service
The former Central Railroad of New Jersey (CNJ) ran passenger and freight service from points west of
Midtown Elizabeth to the Elizabethport area. The CNJ operated passenger service within this corridor
from the 1800s to the late 1970s. Since that time, much of the CNJ Corridor has been out of service,
except for the Raritan Valley Line commuter service operating on the Plainfield to Cranford segment.
The Elizabeth Segment of NERL is generally defined as running along a portion of the former CNJ
corridor from the historic Midtown Elizabeth Station to Elizabethport and thence over new right of way to
Newark International Airport.
The original CNJ service was the primary transportation mode supporting Union County. The CNJ
Corridor provided rail service to Elizabeth and destinations east, over Newark Bay into Bayonne on the
Conrail Bayonne Branch and eventually to ferries bound for New York City from Jersey City. The CNJ
enjoyed a long and successful history of serving rail passengers and freight haulers. The Elizabeth
Segment primarily follows the former CNJ Railroad Mainline (now owned by CSX, Norfolk Southern,
and Shared Assets) through the city of Elizabeth to its easternmost terminus.
The major terminal switching yard owned by CSX is known as E-Port or the Trumbull Street Yard, and is
bounded by Trumbull and York Streets, between the Chemical Coast Line and Division Street. The
actual operating characteristics of the CSX yard can be classified as two distinct operations: the
Merchandise Switching Classification Yard and the Transflow Yard. Chapter 4.0 Transportation
describes these two operations in detail.
D
Both Norfolk Southern and CSX are projecting rail freight activities to increase through 2020.
D
11
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-14
1.5.7
Ferry Service (Future)
A private developer has secured permits for the development of a ferry terminal and marine facility at the
eastern end of Elizabethport just north of the Singer property. An Environmental Assessment was
conducted for this project. The proposed project includes a new commuter ferry service, operated by New
York Waterways, the construction of the dock, ferry terminal and a 1000-space parking facility. Current
plans include high-speed ferry service to Lower Manhattan with an estimated travel time of 25 minutes,
operating on a 30-minute headway during weekdays. Construction of the Elizabeth Ferry project is
expected to be completed by summer 2003. The development plans for the ferry terminal have coincided
with the identification of a potential operator of high-speed ferry service for passengers and express
parcel airfreight to JFK Airport. The project is receiving government attention in the wake of the
September 11, 2001 attacks and the lack of good downtown NYC transit service that has resulted.
1.6
Transportation Challenge
1
The combination of the area's projected growth, changes in travel patterns, and deficient transportation
services and facilities has generated an urgent transportation challenge: to create a transportation
infrastructure that will promote the economic redevelopment and revitalization of the study area by
effectively serving its passenger and freight travel demand. Consequently, the area's transportation needs
have been defined as follows:
O
Link commercial and retail centers;
Improve access in the study area from the area's diverse residential neighborhoods to current and
planned future employment and recreational activities;
Connect the study area's new centers with the regional labor force; and
Integrate the expansion of Newark International Airport with the surrounding land uses.
1.7
Transportation Issues and Project Goals
1.7.1
Goals and Objectives for the Elizabeth Segment
The development of the Purpose and Need statement is an important factor in determining the range of
alternatives in the SDEIS process. The material presented in this chapter gives an overall understanding
of the population, economic development, and transportation trends in Union County and the study
corridor. The goals presented here for this SDEIS have been adapted from the 1997 DEIS goals and
objectives. Those goals are presented in the next section for comparison.
In summary, the goals for the Elizabeth Segment of the Newark-Elizabeth Rail Link are:
Encourage efficient patterns and densities of development and land use;
Integrate the planned expansion of Newark International Airport with surrounding land uses;
Enhance transit mobility in the City of Elizabeth and Union County; and
Protect and preserve the natural resources of the City of Elizabeth.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-15
1. Goal: Encourage efficient patterns and densities of development and land use.
Light rail transit systems have been used in communities across the country as a way to focus compact,
high density, development. This type of development is generally considered to use scarce land resources
more effectively than typical suburban post-WWII development. Developable parcels in Midtown and
Elizabethport are prime candidates for transit-supportive and transit-centered development. By
implementing the Elizabeth Segment simultaneously with the development and redevelopment of these
tracts, Elizabeth can take a proactive step toward integrating transportation and land use.
Objectives:
Encourage public/private collaboration in real estate development;
Support the redevelopment of Elizabethport and Midtown Elizabeth; and
Support the goals of the Federal Urban Enterprise Zone and the State Urban Coordinating Council
Empowerment Zones.
2. Goal: Integrate the planned expansion of Newark International Airport with the surrounding
land uses.
Newark International Airport is one of the major employment centers in Elizabeth and Union County.
According to the PANYNJ, the airport provides 24,000 jobs and generates $11.3 billion of economic
activity to the region. The airport has been experiencing a high rate of growth (acknowledging
presumably temporary losses after the September 11, 2001 attacks), and continues to require additional
land both on and off-airport for passenger and employee facilities. The Elizabeth Segment of NERL will
allow for a better integration of the airport with the surrounding land uses. It will also provide the airport
with multimodal access to a large inventory of developable land for parking and other amenities.
Objectives:
Increase ground access for airport employees and users by improving transit capacity and
connections;
Provide connections between Newark International Airport and local activity centers including the
Jersey Gardens Mall and the redeveloped Elizabethport Area; and
Enhance transportation options for off-site airport uses.
3. Goal: Enhance transit mobility in the City of Elizabeth and Union County.
a
While commuter rail and numerous bus lines currently serve the City of Elizabeth, there is still a need to
improve connectivity among the major activity centers in Elizabeth. NJ TRANSIT commuter rail serves
only the central Elizabeth downtown area. Local bus routes that distribute travelers to other Elizabeth
activity centers are subject to continually worsening traffic. The Elizabeth Segment will link together the
activity centers of Midtown, Elizabethport, and Newark International Airport, as well as serve
neighborhoods that have been targeted for redevelopment.
Objectives:
Improve transit linkages among Midtown Elizabeth, Elizabethport, and Newark International Airport;
and,
Provide and improve intermodal connections with NJ TRANSIT Northeast Corridor trains, local
buses, the airport monorail, and the proposed ferry at Elizabethport.
D
NERL-Elizabeth Segment SDEIS
1-16
Purpose and Need for Action
11
4. Goal: Protect and preserve the natural resources of the City of Elizabeth.
Union County, and most of Northern New Jersey, is a non-attainment area for several criteria air
pollutants. The county is listed as a moderate Category 2 non-attainment area for carbon monoxide, and a
the entire State of NJ is a non-attainment area for ozone. While there were no monitored violations of the
CO standard in Elizabeth in 2000 according to the New Jersey Department of Environmental Protection,
light rail transit will decrease regional VMT and assist in reducing violations in other parts of the state.
Objectives:
Support the air quality objectives of the State Implementation Plan by reducing criteria pollutants
through a reduction of vehicle miles of travel (VMT); and
Minimize impacts to environmental resources in the study corridor.
1.7.2
Goals and Objectives from the 1997 NERL DEIS
A number of goals and objectives were formulated for the NERL DEIS in 1997. These goals and
objectives respond to existing transportation problems that were identified during that study. Those
problems were:
Lack of Connectivity
Restricted Mobility
Air Quality
Support Economic Development
Reduce Parking Supply
Regional Transportation Mobility
1. Goal: Improve transit safety, reliability and convenience.
Obiective:
Improve transit passenger distribution from the regional commuter network within Newark's downtown
by providing faster, more reliable transit travel times.
2. Goal: Increase transit ridership and reduce automobile dependency.
Objective:
Provide and improve intermodal connections, by linking commuter rail, subway, and rapid rail service
routes.
3. Goal: Improve overall transit cost-effectiveness and efficiency.
Objective:
Provide reliable transit travel times within reasonable cost parameters.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-17
Airport Ground Access
4. Goal: Provide for future growth of EWR and expand its service area.
Objectives:
Increase ground access for EWR users and employees by improving transit capacity.
Provide a high level of transit service and connections for air passengers in the metropolitan area.
Air Quality
5. Goal: Reduce air pollutant emissions caused by existing travel delays and congestion within the
region.
Objective:
Provide support for employer-based commute trip reduction programs, reducing the number of people
driving to work alone.
Economic Development
6. Goal: Encourage efficient patterns and densities of development and land use.
Objective:
Encourage public/private collaboration in real estate investments to facilitate desirable future land
development that complements transit investments.
7. Goal: Build upon economic development opportunities engendered by EWR and the Ports of
Newark and Elizabeth.
Objective:
Support specific proposed Newark and Elizabeth developments, including the NJPAC, Convention
Center, Riverfront Development, Government Center development, Elizabeth Midtown, and Airport City
by providing adjacent and convenient transit service access to the region's core transit network.
8. Goal: Assist in the attainment of the economic development goals of the State of New Jersey.
Objective:
Open new sites for development and redevelopment in Newark and Elizabeth by improving transportation
access to candidate sites.
Parking Consumption of Urban Land
9. Goal: Reduce the area of prime urban land that is committed to long term commuter parking in
the downtown areas of Newark and Elizabeth and near EWR.
Objective:
Improve transit connections/distribution at key stations located within the identified major activity centers
to encourage use of the commuter rail system.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-18
1.8
Planning Context
1.8.1
The Planning and Project Development Process
1
The development of any federally funded urban transit improvement is required by the FTA to follow a
five-step process. This process is especially important if the project involves construction of a fixed
guideway facility such as a light rail transit system. Accordingly, the scope and the content of this study
was developed, in part, to meet federal requirements that qualify the project for federal assistance.
The current federal project development process for major transit investments involves five steps:
inimi i vi
1.
2
3
4.
5.
System Planning;
Draft EIS;
Preliminary Engineering/Final EIS;
Final Design; and
Construction.
a
Overall system planning for the NERL project was completed in June 1993. A draft EIS for the overall
project was prepared and approved by FTA in 1997. In 1998, a Final EIS was published and a Record of
Decision was issued for the first segment of the NERL, from Broad Street Station in Newark to Newark
Penn Station. Since then, however, the Elizabeth Segment was recommended for modification. On
December 22, 1999, FTA authorized that a Supplemental Draft Environmental Impact Statement be
prepared for the portion of the alignment that was not previously examined in the NERL DEIS. Formal
consent by FTA will again be required before the project can proceed to Preliminary Engineering/Final
EIS. The present study is designed to provide local decision makers sufficient information with which to
select a preferred alternative, and to give FTA the information it requires to agree to undertake the next
step in the project development process.
In the fall of 1993, the FTA and the Federal Highway Administration (FHWA) issued new metropolitan
transportation planning regulations governing the conduct of planning for major highway and transit
projects. TEA-21 slightly modified these regulations for the early planning stages, which NERL has
already completed. The NERL completed the system planning phase with the Newark-Elizabeth Rail
Link Options Study (NERLOS) in 1993. The full project justification and an assessment of the overall
effects of the project were provided in the NERL DEIS. As previously stated, the NERL-Elizabeth
Segment is being prepared as a supplement to the original NERL DEIS, which recommended that the
preferred alternative be an electric light rail system between the cities of Newark and Elizabeth.?
.
Figure 1-4 presents the major activities in the DEIS/SDEIS/FEIS process. Each activity is summarized
below.
Scoping - the Scoping process defines the alternatives that will be assessed in the EIS, outlines the
impacts to be considered, and establishes the goals and objectives that will guide the evaluation of
alternatives. The Scoping Summary Report for this project was completed in March 1994.
Draft Environmental Impact Statement (DEIS) - the DEIS documents the impacts of each
alternative under consideration. The DEIS is available to the public. Comments may be made in
writing or at a public hearing.
-
2 The NERL project was included as an element of the New Jersey Urban Core project under Section 3031 of the
Intermodal Surface Transportation Equity Act of 1991. This status remains intact through TEA-21, the subsequent
legislation.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-19
.
-
Supplemental Draft Environmental Impact Statement (SDEIS) - the SDEIS augments the DEIS
and documents additional technical analyses of impacts that are associated with a substantial change
in alignment from the original DEIS. The Elizabeth Segment is currently in this stage of review.
Final Environmental Impact Statement (FEIS) - the FEIS addresses all comments received on the
DEIS and reports any additional analyses completed. An FEIS will be prepared for each operable
segment of NERL including the Elizabeth Segment. The FTA makes an adequacy decision on the
Final Environmental Impact Statement and files a Record of Decision.
Record of Decision (ROD) - The ROD is issued a minimum of 30 days after the EPA Federal
Register Notice for the FEIS is published. The ROD summarizes important issues from the FEIS and
contains the decision that NEPA requirements have been satisfied for a particular project.
At the completion of the DEIS/SDEIS/FEIS process the project can move into further stages of design
and eventual construction if funding is available.
1.9
Public Involvement Program Summary
The purpose of the Public Involvement Program was to inform the public and reviewing agencies that a
SDEIS was being prepared, to present information about the project to the public and interested parties,
and to receive input about the alternatives under consideration and the environmental disciplines to be
evaluated.
The Public Involvement Program for this project included a set of public informational meetings, a station
area planning workshop/Section 106 meeting on historic resources, a formal public hearing and three
newsletters. The two public informational meetings were held in February and March 2000, and the
station area planning workshop/ Section 106 public outreach meeting was held in May 2000. The first
newsletter was issued in February 2000, the second in July 2000, and the final newsletter will be issued at
the end of the study, describing the results of the analyses and updating interested parties on activities
related to the project. The Public Involvement Program concludes with a public hearing on the SDEIS
document.
1.10
Role of the EIS in Project Development
The Environmental Impact Statement (EIS) is an important step in the project development process
mandated by the National Environmental Policy Act (NEPA) of 1969, as amended, as well as State of
New Jersey regulations. The EIS is a full disclosure document that provides information on the
evaluation of reasonable alternatives and the assessment of transportation and environmental impacts for
each of the identified alternatives. The required circulation and review procedures assist the public
participation process and should result in comments that help guide the decision-making process.
Similarly, the identification, examination, and assessment of alternatives are also required by federal and
state regulations. Assessment of environmental impacts of the alternatives serves to identify the type and
severity of environmental consequences leading to or supporting the selection of a Preferred Alternative.
Mitigation strategies for unavoidable impacts are identified in the EIS. These are refined in subsequent
project phases, together with estimates of the costs and effectiveness of such mitigation measures.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-20
NERL Project
History
Figure 1-4

Newark-Elizabeth International
Airport Economic and Transit
Access Study (1988)
Newark-Elizabeth Rail Link Options
Study (NERLOS) (June 1993)
Draft Environmental Impact Statement
for the Newark -Elizabeth
Rail Link (January 1997)
V
Broad Street to
PENN Station Newark
(MOS-1)
Elizabeth Segment
+
Union County Corridor
Cross County Rail Link Study.
Redefines Elizabeth Segment
1
I
Supplemental
DEIS Initiated
(December 1999)
You Are
Here
FEIS/ROD
FEIS/ROD
Final Design
Initiated
(January 1999)
Final Design
-DL
|
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
Construction
Construction
US Department
of Transportation
Federal Transit
Administration
NJTRANSIT
Prepared By
BAW, Inc.
1.11
Conclusion
Transit planning in the United States is at a crossroads. With the shift since 1975 away from highway
construction and toward rail and bus rapid transit construction, federal and state funding has
accomplished a remarkable revitalization and rebirth of what were fast becoming antiquated public
transportation systems around the nation. In New Jersey, with opening of Midtown Direct, the Hudson-
Bergen Light Rail Transit System, the Montclair Connection, Atlantic City commuter rail service, and the
Northeast Corridor Newark International Airport Station, and with completion of the Secaucus Transfer
and Southern New Jersey Light Rail Transit System imminent, one could argue that the obvious rail
linkages are mostly in place. Yet congestion continues to plague the State and non-attainment of air
quality standards remains a critical problem, despite thirty years of cleaner engines and myriad strategies
to reduce automobile use. At the same time, the State's cities -- Paterson, Jersey City, Newark, Elizabeth,
,
Camden, Trenton, New Brunswick -- still central job, cultural and recreational centers -- remain troubled
by continuing flight of businesses, corporate headquarters and families to outlying suburbs nourished by
interstate highways.
a
Consequently, New Jersey faces a new challenge – to implant critical transit services that strengthen its
urban core areas while better linking growing suburban areas to the city centers. The planned Newark-
Elizabeth Rail Link is one such link.
NERL-Elizabeth Segment SDEIS
Purpose and Need for Action
1-21


2.0
ALTERNATIVES CONSIDERED
This chapter describes the alternatives evaluated in this SDEIS and how they were selected. The chapter
contains four sections. The first two sections describe the No-Build Alternative and the Transportation
Systems Management (TSM) Alternative, respectively. The third section describes the process leading to
the selection of light rail transit (LRT) for the Build Alternatives and the definition of components and
alignment options under consideration. The final section describes the capital and operating costs of the
alternatives under consideration.
2.1
No-Build Alternative
The No-Build Alternative includes: all highway and transit facilities and services of the existing
transportation system; highway improvements from the financially constrained long-range plan; and
proposed short-range transit service and capital improvements. A detailed description of the existing and
Year 2020 transportation services of the No-Build Alternative is included in Chapter 4.0.
2.1.1
No-Build Transit Improvements
Newark-Elizabeth Rail Link (MOS-1) - This light rail project will provide an extension of the Newark
City Subway between Broad Street Station and Penn Station in Newark with four additional station
stops in downtown Newark.
Secaucus Transfer Station - This new station will be an interconnecting node for all NJ TRANSIT rail
lines serving Northern New Jersey.
O
Bus service modifications to the Jersey Gardens Mall from Elizabeth, Elizabeth Center, and New
York.
Ferry service from the planned Elizabethport Ferry Terminal to the World Financial Center in Lower
Manhattan. This project has been allocated $500,000 in federal funds under Section 378 of the FY
2001 DOT Appropriations Act.
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-1
2.1.2
No-Build Highway Improvements
C.
Nor
A.
NJTPA Transportation Improvement Program (TIP)
prec
Jers
pred
two
The North Jersey Transportation Planning Authority, Inc. (NJTPA) is the Metropolitan Planning
Organization (MPO) for the thirteen county region defined as Northern New Jersey (Bergen, Essex,
Hudson, Hunterdon, Middlesex, Monmouth, Morris, Ocean, Passaic, Somerset, Sussex, Union, and
Warren counties). The NJTPA lists all programmed and funded projects for the next three years in a
Transportation Improvement Program (TIP). The TIP for the years 2003 – 2005 includes the following
significant roadway improvements for the Elizabeth and Union County vicinity:
1111HH
con
To
imp
1.
.
2.
Rehabilitation of the Rahway River Bridge to provide new ramp connections between Route 1 & 9
and Randolph Avenue. Route 1 will be widened to include auxiliary lanes/shoulders;
A new parallel structure over the Rahway River on Route 1 & 9 will be constructed. The new
structure will carry three 12-foot travel lanes and two 12-foot shoulders;
Replacement of the bridge over the Elizabeth River. The new structure will carry six 12-foot travel
lanes, two 12-foot outside shoulders, and two 3-foot inside shoulders; and
Replacement of Magnolia Avenue Bridge over Route 1 & 9. The new bridge will carry two 15-foot
travel lanes and two 6-foot sidewalks.
Intersection improvements at Route 1 & 9 and North Avenue.
B.
Union County Transportation Development District
3.
In addition to the above, the Union County Transportation Development District has identified various
planned roadway improvements to relieve the county's transportation network. They include seven site-
specific improvements and two corridor-wide strategies.
Site Specific Improvements
Th
Im
Cc
Grade separation at North Avenue, Dowd Avenue and Division Street;
Grade separated crossing at Magnolia Avenue over Route 1 & 9. (This project is listed in the TIP, as
noted above.);
>
ne
as
O
Се
York Street extension into Jersey Gardens Mall;
New Jersey Turnpike truck connection to Tremley Point;
Improvements to Route 1 & 9 in the area of Linden Airport;
Improvements to local connections at New Jersey Turnpike Interchange 13; and
TE
in
di:
1-278 connections to and from Route 1 & 9 northbound.
Corridor Wide Strategies
Computer controlled Traffic Signal and Traveler Information System
High tech transit shuttle bus/ van system along the Northeast Corridor.
NERL-Elizabeth Segment SDEIS
2-2
Alternatives Considered
NEI
C.
Kapkowski Road Transportation Planning Study
North Avenue, in the project area, services two distinct and competing traffic flows. During the day, the
predominant vehicle type is truck traffic traveling between US Route 1 & 9, the airport, and the New
Jersey Turnpike and the Ports of Elizabeth and Newark. During the evening and on weekends the
predominant vehicle type is passenger vehicles destined for the Jersey Gardens Mall and IKEA. These
two uses of North Avenue are generally not compatible and create operational, safety, and capacity
concerns.
To segregate the two competing uses, the Kapkowski Road Transportation Plan proposes the following
improvements to the North Avenue/Kapkowski Road Area (see Figure 2-1):
1. Construct a ramp from North Avenue (eastbound), beginning at a point just west of the New Jersey
Turnpike 13A ramps to connect to Jersey Gardens Boulevard (eastbound) just west of Brewster Road.
This will require construction of a new bridge structure to carry this ramp over the existing New
Jersey Turnpike 13A ramps.
2. Construct a new roadway beginning along Jersey Gardens Boulevard just east of Brewster Road. The
roadway will most likely require the construction of two independent bridge structures (one for
eastbound and one for westbound traffic) over the New Jersey Turnpike, parallel to Jersey Gardens
Boulevard. The road would then cross over the Chemical Coast Line, extend into the Federal Express
Property (located at the southeast corner of North Avenue and Kapkowski Road), and then split to
provide:
a direct connection (via a grade separation over North Avenue) into the IKEA Property; and
b. a new at-grade intersection, opposite the site access to Crown Plaza, along Kapkowski Road
midway between North Avenue and the Northerly Driveway to Jersey Gardens Mall.
3. Realign Kapkowski Road from a point just south of the Crown Plaza Driveway to connect into the
Flyover of North Avenue, which connects into IKEA Drive. This will eliminate the existing North
Avenue/Kapkowski Road at grade intersection.
a.
The conceptual design of these improvements has been funded in the NJTPA Transportation
Improvement Program (TIP), and is being conducted by Union County. As the design progresses, Union
County through FHWA, NJDOT, and the NJTPA will seek funding for future construction phases as
needed. The Kapkowski Road Plan will ultimately incorporate the requirements of this Build Alternative
as it is designed. It is anticipated that the Elizabeth Segment would cross North Avenue and Elizabeth
Center Drive at grade.
The No-Build Alternative projects are also identified as Related Projects in Chapter 19 and are indicated
in Figure 19-1 and Figure 19-2 in Chapter 19. Proposed land development projects in the area are
discussed in Chapter 3 Land Use and Economic Activity and Chapter 19 Related Projects.
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-3
2.2
Transportation System Management (TSM)
Alternative
The TSM Alternative consists of low-cost improvements to existing public transit service to provide
improved access to the study area. The intent of the TSM Alternative is to maximize the effectiveness of
existing infrastructure, with modest capital expenditures.
During the past two decades, the transportation program in the northern New Jersey area has attempted to
address mobility challenges facing Newark and Elizabeth and travelers to Newark International Airport
(the airport accounted for 24,000 jobs and 28 million annual enplanements in 2001). The Newark-
Elizabeth Rail Options Study (NERLOS), completed in 1993, was the first in a series of studies
examining the most feasible transportation option specifically for the Newark-Elizabeth corridor. At the
end of this study, a preferred alignment that would link Newark, Elizabeth and Newark International
Airport was identified. Electric light rail service was selected as the preferred mode.
In the NERLOS, four build options were examined in addition to the No-Build and TSM Options. A fifth
“Build Option,” Option 2A, was added during the study to test refinements. In that study, the TSM
Option included the following physical improvements in the Elizabeth area:
Bus transfer and waiting improvements at Elizabeth Midtown Station;
Expansion of parking for commuters at North Elizabeth Station;
Construction of a busway in the Conrail/CSX/Norfolk Southern right-of-way between Elizabeth
Midtown Station and Division Street; and
Construction of a City Subway maintenance and storage facility.
The NERLOS analysis concluded that the TSM Option failed to address corridor transportation needs.
The TSM Option did not meet the criteria defining transportation effectiveness as well as the Build
Options. For example, of all the options examined in the NERLOS, TSM and No-Build offered the least
reliability in the study corridor. Based on operating experience, the more extensive the rail network, the
greater the system's reliability; surface street and highway bus operations typically have the least
reliability. This is especially true in congested urban areas such as downtown Newark and Elizabeth.
Furthermore, the TSM Option did not provide the necessary accessibility between disadvantaged local
populations and major jobs centers. Ridership analysis showed that the TSM and No-Build options
generated the least additional transit ridership. Thus, while there were no significant impacts associated
with the TSM Option, its overall benefits were negligible.
Based on the recommendations of NERLOS, a DEIS was prepared and completed in 1997. Since its the
publication, an alignment modification was requested by Union County to re-route the original MOS-3
segment of the NERL system within Elizabeth to better serve emerging and anticipated future
development, and to provide direct rail links between these development sites and the regions' core public
transportation network. The contiguous NERL system and electric light rail mode examined and selected
in the 1997 DEIS remains intact, with the historic Central Railroad of New Jersey Station in Midtown
Elizabeth as the NERL terminus in Elizabeth, and the Newark International Airport Monorail Parking Lot
D Station as the point of connection to the original NERL system.
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-4
NERL Alignment (1-9
Kapkowski Road
Transportation Study
Improvements
Figure 2-1
Airport Parking
Lot D
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISO
EWR Monorail Parking
Lot D Station
Proposed LRT
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
o
Proposed LRT Station
Potential Future Connections
(Freight)
Potential Future Station Site
CHEMICAL COM
Existing Rail Line
MIDTOWN
ELIZABETH
Existing NJ Transit
Commuter Rail Station
Kids
World
Kapkowski Rd. Transportation
Study Improvements
IKEA
ELIZABETH CENTER DR.
Recreational
Center
BROAD ST.
JEFFERSON AVE
HENRY ST.
MCLESTER SE
DOWD AVE.
EXIT 13A
ELIZABETHPORT
North Avenue
Station
Midtown
Station
DIVISION ST.
MAGNOLIA AVE
NORTH
WE
Broad St.
Station
GRAND ST
1-9
NEW JERSEY TURNPIKE
Planned Hotell
ConferenceCenter
YORK ST.
Kapkowski Rd
Station
Jersey Gardens
Station
E. JERSEY ST.
CSX Yard
ELIZABETH
AVE.
REID ST.
KAPKOWSKI RD
LAT
Yard/Shop
SEVENTH ST.
S. PARK ST.
TRUMBULL ST.
MAGNOLIA AVE.
JERSEY GARDENS BLVD.
LIVINGSTON ST.
Jersey Gardens
Mall
VETERANS
MEMORIAL DAN
NS Yard
Third Street
Station
To New York City
FIFTH ST,
Elizabeth
THIRD ST.
PORT AVE.
Future
Singer Station
Ferry Terminal
Station
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRA
TRANSIT
Prepared By
BRW, Inc.
FIRST ST.
NEWARK BAY
Scale in Feet
1200
2000
Potential
Cranford/Plainfield
Extension
400
A
0
[
1
2.3
Build Alternatives
This section summarizes the selection process for the LRT Build Alternatives and provides a definition of
the components of the proposed project, including vehicles, operations, alignment, stations, maintenance
facilities and options under consideration.
2.3.1
Previous Alternatives Considered
Since 1985, a variety of transportation alternatives have been considered for connecting downtown
Newark, Newark International Airport and downtown Elizabeth using portions of the existing rail transit
network in the area. These studies are described in Section 1.2 of Chapter 1, Purpose and Need.
The Newark Elizabeth Rail Link Options Study (NERLOS), NJ TRANSIT, June 1993, analyzed a range of
reasonable alignment and technology options. NERLOS evaluated different technologies including AGT,
extension of the Port Authority Trans-Hudson (PATH), LRT, automated people mover (APM, now
referred to as the EWR Monorail) and bus service. The study evaluated six approaches including No-
Build and Transportation Systems Management (TSM) options.
The Preferred Option from NERLOS was "2A: Refined Option". That option selected LRT as the mode
choice, and recommended approximately 8.8 miles of LRT service from the Elizabeth Midtown Station,
to Newark-Penn Station (NPS) to Broad Street Station (BSS). The NERL Draft Environmental Impact
Statement, NJ TRANSIT, January 1997, considered a wide range of LRT alignment alternatives. The
NERL Final Environmental Impact Statement, NJ TRANSIT, August 1998, identified the Locally
Preferred Alternative for LRT from the Newark Penn Station to Broad Street Station as the first segment
to be carried into final design and construction. The segment from Newark International Airport to
Elizabeth Midtown Station is described as the Division Street Build Alternative in section 2.3.2.
The 1997 NERL DEIS segmented the NERL system for staged implementation. The following is a
description of the operating segments proposed in the 1997 DEIS.
First Operable Segment: Broad Street Station to Newark Penn Station, 0.97 miles (This segment
is about to begin construction);
Second Operable Segment: Newark-Penn Station to Camp Street, Newark, 0.94 miles; and
Third Operable Segment: Camp Street to Midtown Elizabeth Station, 6.89 miles.
.
During the NERL DEIS public hearing, the City of Elizabeth and Union County requested that an
additional study be made to consider LRT alignments that would serve growing economic development in
the Elizabethport area of the city and provide a future extension to the south and west of Union County.
These alternatives were assessed in the Cross County Rail Link Study, Union County, NJ, September
1999, and resulted in the recommendation to carry forward, as a first phase a newly redefined MOS-3 of
the NERL system linking the Midtown-Elizabeth Station with Newark International Airport by way of the
Elizabethport area. The portion of the NERL alignment between Penn Station, Newark and Monorail
Parking Lot D is redesigned as MOS-2. This new alignment alternative, described as the SDEIS Build
Alternative in Section 2.4, is the subject of this Supplemental DEIS.
>
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-5
2.3.2
Description of 1997 DEIS Division Street Build Alternative
A.
NERL Division Street Build Alternative Alignment Description
The following describes the alignment proposed between the City of Elizabeth and Newark International
Airport as set forth in the NERL DEIS, January 1997. During the NERLOS and the 1997 DEIS, the
Division Street Alignment was routed to take advantage of redevelopment expected in the Airport City
area of Elizabeth. This development has not occurred, and developer interest and the City's
redevelopment efforts have since moved to the Elizabethport area.
As conceived in the 1997 DEIS, the NERL system's MOS-3 would run from Camp Street in Newark to
Midtown Elizabeth. During the course of this SDEIS, the NERL program has reassigned the portion of
MOS-3 from approximately McClellan Street Station to Camp Street to be part of MOS-2. An alternative
from Midtown Elizabeth to Camp Street (the original MOS-3) would not have met the independent utility
and logical termini test. MOS-3 from the 1997 DEIS was never intended to be an independently operating
segment. However, to compare two alternatives that have logical termini and independent utility, the
Division Street Alternative has been defined to run between Newark International Airport (NEC Station)
and Midtown Elizabeth. In the same manner that the modified Elizabeth Segment Alignment connects
logical termini, the Division Street Alternative connects one of the nation's busiest airports to a large
urban center. Both ends of the alternative are at major multimodal stations offering bus, commuter rail,
intercity rail, and on-airport monorail. To compare alternatives that serve the same travel market and have
similar end of lines, MOS-3 from Midtown Elizabeth to Newark International Airport (NEC Station) has
been separated from the remainder of MOS-3. The new Division Street Build Alternative alignment is
shown in Figure 2-2 and summarized in Table 2-1.
Midtown Elizabeth Station to Spring Street Station
The alignment would begin at the Midtown-Elizabeth Station, the southern terminus, and proceed along
the existing CNJ right-of-way, parallel to East Grand Street. A station would be located at Spring Street.
A 600-foot storage track would be located between the LRT inbound and outbound tracks in the area
between Spring Street and the Midtown-Elizabeth Station. A new bridge would carry the eastbound LRT
and one of the CNJ tail tracks over Spring Street.
Spring Street Station to Division Street Station
East of the Spring Street Station, the alignment would continue along East Grand Street toward Division
Street.
Division Street Station to Airport City Station
At Division Street, the alignment would turn north, ascending onto an elevated track, to pass over the
southbound lane of Division Street. Two existing freight tail tracks would require relocation between
Division Street and Spring Street.
At York Street, the alignment would return to grade, and continue north, occupying the current
southbound lanes of Division Street. To accommodate the LRT tracks and current vehicular traffic, the
roadway would be widened to the west to maintain current capacity of one 12-foot lane with 10-foot
shoulders in each direction.
South of the North Avenue/Dowd Avenue/Division Street intersection, the alignment would ascend to an
aerial structure. Continuing on an aerial structure, the alignment would travel west to the Airport City
Station site, parallel to and approximately 500 feet north of North Avenue.
Newark-Elie
Enzabeth Sega
Suncements
NERL-Elizabeth Segment SDEIS
2-6
Alternatives Considered
Erytonmental

DOO
u
1-9
Newark
22
Hiltside
***********
NEWARK INT.
AIRPORT
STATION
Frelinghuysen Avenue
Haynes Ave
D'Frelin
Lehigh h Valley Railro
ROUTES 1&9
STATION
***..........
©
☺
1000
Newark
International
Airport
Newark
Elizabeth
JIIG
DO
MCCLELLAN
STREET
STATION
11
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Hillside
Elizabeth
'orridor
AIRPORT
CITY
STATION
ou
North Ave.
u.
North eas
Division Street
Dowd Ave
IDZ
MIDTOWN
ELIZABETH
STATION
Spring St.
E. Jersey St..
DIVISION
STREET
STATION
SPRING
STREET
STATION
N
Trumbull St.
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
Proposed LRT
Proposed LRT Station
Division Street
Build Alternative
O
NTRANSIT
Figure 2-2
Prepared By
BRW, Inc.
H
Ro
IIIIIIIIIIIIII
3
Sa
NERL-ET
Airport City Station to McClellan Street Station
The alignment would pass over all lanes of US Route 1 & 9 in the vicinity of Neck Lane and continue on
aerial structure along the US Route 1 & 9 west frontage road north to the vicinity of McClellan Street.
The McClellan Street Station would be located along the US Route 1 & 9 west frontage road between the
Hampton Inn and Hilton Hotel, just south of McClellan Street.
McClellan Street Station to US Route 1 & 9 Station
From the McClellan Street Station, the alignment would continue on an elevated structure north over
McClellan Street and its ramp, and through an undeveloped parcel of land in the northwest quadrant of
the McClellan Street/US Route 1 & 9 interchange. On aerial structure, the alignment would pass through
an Anheuser-Busch employee parking area and over US Route 1 & 9 southbound near the south entrance
to the Anheuser-Busch complex. Remaining aerial, it would then travel north along the west side of US
Route 1 & 9 and above the median of the US Route 1 & 9 local southbound and northbound roadways.
The alignment would again pass over the local southbound lanes of US Route 1 & 9 on aerial structure
just south of the Anheuser-Busch access road to the Route 1 & 9 Station.
US Route 1 & 9 Station to Newark International Airport Station
From the Route 1 & 9 Station, the alignment would turn slightly northwest and descend to grade. It
would then run in between the Monorail Extension and the Northeast Corridor, passing under the Haynes
Avenue overpass, as it approaches Newark International Airport Station. The station would be located
between the Monorail and the NEC platforms of the proposed EWR Monorail/NEC Rail Station.
Table 2-1
Division Street Build Alternative Alignment Summary
Alignment Length
4.2 Miles
Grade-Separation Structures
Broad Street
Existing LRT over street
Jefferson Avenue
Existing LRT over street
Madison Avenue
Existing LRT over street
Catherine Street
Existing LRT over street
Spring Street
Existing LRT over street
Division Street
New
LRT over street
Magnolia Avenue
New LRT over Street
Bond Street
New LRT over Street
North/Dowd/Division
New
LRT over street
McClellan Street
New LRT over street
Haynes Avenue
New Street over LRT
At-Grade Crossings
York Street
Anna Street
Flora Street
Emma Street
Olive Street
Julia Street
Fairmount Avenue
Woodruff Lane
Source: Newark-Elizabeth Rail Link Preliminary Engineering Drawings, BRW Inc., 1997
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-7
B.
Division Street Build Alternative Stations
Seven stations are proposed along the length of the Division Street Build Alternative alignment. Each
station is described below and station characteristics are summarized in Table 2-2. Station plans are
presented in Figures 2-3 through 2-5.
Stations would be designed to accommodate low-floor light rail vehicles. Stations would be planned for
200-foot long platforms, allowing for two-vehicle trains, although initial operation would begin with a
single vehicle and 100-foot long platforms. All stations would be designed to meet Americans with
Disabilities Act (ADA) and Department of Community Affairs (DCA) life safety code requirements.
Midtown Elizabeth Station
The western terminus of the alignment would be located adjacent to the historic Central Railroad of New
Jersey (CNJ) station on West Grand Street, 250 feet west of the Northeast Corridor (Figure 2-3a). The
station would include one 12-foot wide, 100-foot long, at-grade center platform to accommodate a one-
car train. Transfers to the Northeast Corridor and North Jersey Coast Line would be available across the
plaza. Bus connections to downtown Elizabeth and adjacent neighborhoods could be made via various
private and NJ TRANSIT bus routes.
IIIIIIIIIIIIIII
Spring Street Station
The Spring Street Station would be located just east of the intersection of Spring Street and the former
CNJ right-of-way between Praise the Lord Plaza and Magnolia Avenue (Figure 2-3b). It would consist of
one 12-foot wide, 100-foot long, at-grade center platform. Bus transfers to the station from NJ
-
TRANSIT's Bus Route 62 would be made from Praise the Lord Plaza.
Division Street Station
The Division Street Station would be located at the intersection of Division Street and Julia Street (Figure
2-3c). It would consist of staggered, 12-foot wide, 100-foot long at-grade platforms.
Airport City Station
The Airport City Station would be located northwest of the intersection of Division Street and North
Avenue (Figure 2-4a). It would consist of one 12-foot wide, 100-foot long center platform on an aerial
structure, approximately 500 feet north of North Avenue.
McClellan Street Station
The McClellan Street Station would be located along the US Route 1 & 9 west frontage road between the
Hampton Inn and Hilton Hotel, just south of McClellan Street (Figure 2-4b). The station would consist of
one 12-foot wide, 100-foot long center platform on an aerial structure.
US Route 1 & 9 Station
The US Route 1 & 9 Station would be located along the west side of US Route 1 & 9 between the eastern
access road to Anheuser Busch and Bessemer Street (Figure 2-4c). The station would consist of one 12-
foot wide, 100-foot long center platform on an aerial structure.
Newark International Airport Station
The Newark International Airport Station would be located on the east side of the Northeast Corridor
right-of-way just north of the Haynes Avenue overpass. It would be located in between the Northeast
Corridor platform and the Monorail platform of the proposed EWR Monorail/NEC Rail Station (Figure 2-
5a). It would consist of one 12-foot wide, 100-foot wide center at-grade platform and would be
connected to the overhead concourse leading to the EWR Monorail/NEC rail station.
NERL-Elizabeth Segment SDEIS
2-8
Alternatives Considered
Newark-Elizat
Ehzabeth Segmen
Supplemental Dia
Envionmentaire
EXISTING N.E.C. ELIZABETH
STATION
WIN
MORRIS AVE.
EAST BROAD ST.
0
UNION ST.
BROAD ST.
COMMERCE PL.
a: Midtown Elizabeth Station
BASE

MAGNOLIA AVE.
LA
SPRING SI
0
PRAISE THE LORD PL.
1
REID ST
100
b: Spring Street Station

FLORA ST.
WLIA ST.
GALLO WNES
DIVISION ST.
WAKEFERN FOOD CORP.
c: Division Street Station
0
100'
200
400
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NTRANSIT
Division Street Build Alternative
Station Location Plans
Figure 2-3
Prepared By
BRW, Inc.
IIIIIIIIIIIIIIHH
Newark-Elizal
Elizabeth Senter
Supplementa: Da
Ermionmental ima
CLARION HOTEL
99.
&
RF 1&9 SB
RT 1& 9-NO-
1
o
a: Airport City Station
)
MCCLELLAN ST
HAMPTON
INN
HILTON
HOTEL
A
= = = = RT 19 -
b: McClellan Street Station
DRIVEWAY TO ANHEUSER BUSCH
a
P
RT 1&9
F
SKY PARK
I
c: U.S. Route 1&9 Station
0
100'
200
400'
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
Division Street Build Alternative
Station Location Plans
NTRANSIT
Figure 2-4
Prepared By
BAW, Inc
IIIIIIIIIIIIII
Newark-Eliza
Elizabeth Segme
Supplementa! 0
Environmental
|
1398
PROP. NEC STATION PLATFORMS
NEC
NERL NEWARK INTERNATIONAL AIRPORT STATION
PLATFORM
PROP. EWR-MONORAIL STATION
a: Newark International Airport Station
100'
200'
400'
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NTRANSIT
Division Street Build Alternative
Station Location Plans
Figure 2-5
Prepared By
BRW, Inc.
SO
2
IIIIIIIIIIULIRIK
wh
att
to a
Pro
1
e
NERL-E
Table 2-2
Summary of Division Street Build Alternative Station Characteristics
Joint Station
Development
Grade
No
At-Grade
At-Grade
No
No
Platform
Station Name
Parking
Type
Midtown Elizabeth Station
Center
TBD
Spring Street Station
Center
TBD
Division Street Station
Center
TBD
Airport City Station
Staggered-side TBD
McClellan Street Station
Center
TBD
US Route 1 & 9 Station
Center
TBD
Newark International Airport Station Center
TBD
Source: Newark-Elizabeth Rail Link Preliminary Engineering Drawings, BRW Inc., 1997
Aerial
At-Grade
No
No
Aerial
No
Aerial
Yes
At-Grade
2.3.3
Description of SDEIS Build Alternative
The Newark-Elizabeth Rail Link-Elizabeth Segment would consist of a 5.8-mile LRT system beginning
at Midtown Elizabeth and terminating at Newark International Airport Monorail Parking Lot D (Figure 2-
6 and Table 2-3). The Elizabeth Segment will ultimately operate as MOS-3 of the NERL system. As
described in section 1.2.1, the Elizabeth Segment has independent utility and logical termini. Developing
the Elizabeth Segment would require a change to the phased development of the full NERL system that
was proposed in the 1997 DEIS.
Potential western extensions of the NERL-Elizabeth Segment to Plainfield or Cranford were examined
during the Union County Cross County Rail Link Study. These extensions, which are not part of this
SDEIS, would originate at the Midtown Elizabeth Station. The Cross County Rail Link Study found that
while these connections are technically feasible, they are not warranted on the basis of cost and ridership
at this point. If a western extension of the NERL system is considered at a later date, it would be subject
to additional environmental analysis.
Project components of the Elizabeth Segment would include:
A predominantly double track LRT system, except for two segments where right-of-way and freight
rail service limit the system to one track. One segment of single track operations will be
approximately 700 feet in length near Division Street, and the other single track segment would be
located underneath the Northeast Corridor rail line just east of the Midtown Elizabeth Station. The
LRT system will use an overhead contact system and run over a portion of the partially used freight
right-of-way owned by Conrail, CSX and Norfolk Southern, between the Northeast Corridor and the
Jersey Gardens Mall, and newly developed right-of-way;
Nine stations and one future station;
An LRT storage and maintenance facility to be located at the corner of Veterans Memorial Drive and
Trumbull Street; and
Various new bridge structures associated with the LRT system and structures necessary to maintain
existing freight rail traffic.
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-9
A.
SDEIS Build Alternative Alignment Description
Midtown - Route 1 & 9 (Spring Street) Station
Beginning at the Midtown-Elizabeth Station the alignment would proceed east along the former CNJ
railroad right-of-way. The two LRT tracks would occupy a portion of the existing ROW, reserving a
portion for future freight activity. The alignment is currently and would remain grade separated over
Broad Street, Jefferson Avenue, Madison Avenue, and Catherine Street. The LRT portion of the existing
structures over these streets would be maintained. The structures would be modified with necessary
repairs to maintain structural integrity during the construction and operation of the LRT. A new structure
would be built over Route 1 & 9 (Spring Street). This new structure would potentially use the existing
piers in place from an earlier rail bridge that has been removed. The Route 1 & 9 (Spring Street) Station
would be located at the eastern end of the new structure. Structural bridge repairs and new bridge
structures would be designed to be compatible with the historic character of the original CNJ corridor.
Route 1 & 9 (Spring Street) Station to Division Street Station
From the Route 1 & 9 (Spring Street) Station, the alignment would proceed easterly across the existing
bridge over Reid Street. This portion of the alignment would remove a freight siding that serves two
properties but is currently not in use by either. As the alignment approaches the existing bridge over
Division Street, the alignment may do the following: (a) narrow to a single track to accommodate the
FRA required 17-foot track centers separation from the existing freight rail tail track; a single LRT track
is operationally feasible at this point given the planned frequency of LRT service; or (b) a two track
alignment with the required 17-foot track centers separation could be constructed over the Division Street
bridge if the existing freight tail track is relocated slightly northward within the existing CNJ corridor.
Moving the existing freight tail track could occur after discussions with freight operators regarding their
future operational needs. After Division Street, the alignment would turn slightly south then east again to
parallel Trumbull Street, with the track centerline approximately 40 feet from the edge of curb. If a single
track is constructed over the Division Street bridge, the alignment would split into two tracks near the
Division Street Station.
IIIIIIIIIIIIIII
Division Street Station to Third Street Station
East of the Division Street Station is the area where the modified alignment differs from the 1997 NERL
DEIS alignment. The alignment would run parallel to Trumbull Street to the east along the southern edge
of the CSX Trumbull Street Yard. The LRT alignment would pass beneath the NJ Turnpike, which
currently crosses over the Trumbull Street Yard on structure. Approximately 350 feet east of the NJ
Turnpike, the LRT would pass through the embankment for the southwestern arm of the Chemical Coast
Line/CNJ railroad wye. Freight service capability would be maintained by constructing a bridge over the
LRT. The LRT would cross Dowd Avenue at-grade approximately 30 feet north of the intersection of
Dowd Avenue and Trumbull Street. Traffic signal timing and phasing would be designed to integrate the
LRT system into the traffic control system. After crossing Dowd Avenue, the LRT would pass through
the embankment for the Chemical Coast Line. Single-track freight service would be maintained by
constructing a single-track bridge over the LRT for freight service. Approximately 250 feet after passing
through the Chemical Coast Line embankment, a track would allow LRT access to the proposed yard and
shop facility. The Third Street Station would be located 150 feet east of the yard and shop turnout.
Third Street Station to Ferry Terminal Station
From the Third Street Station, the alignment would cross on the north side of Veterans Memorial Drive
at-grade and closely follow the northern property line of the Singer Factory. A future station may be
located behind the Singer Building when the Singer property is redeveloped. Approximately 3,300 feet
from the Third Street Station, a new LRT bridge would carry the alignment for approximately 900 feet
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-10
SDEIS
Build Alternative
Figure 2-6
EWR Monorail Parking
Lot D Station
Proposed LRT
NEWARE
INTERNATIONAL
AIRPORT
O
Proposed LRT Station
North Elizabeth
Station
Potential Future Connections
MIDTOWN
ELIZABETH
Existing NJ Transit
Commuter Rail Station
Kids | IKEA
World
Study Area
.
ABETH CENTER DR
Recreational
Center
BROAD ST
MOLESTER St.
EXIT 13A
SLIZABETHPORT
North Avenue
Station Options
Midtown
Station
DIVISION ST.
MAGNOL A AVE
Broad SI
Station
Kapkowski Rd
Station
1-9
NEW JERSEY TURNPIK
экано
Planned Hotel
ConferenceCenter
YORK ST.
E. JERSEY ST
CSX Yard
ELIZABETH
AVE
REID ST
Jersey Gardens
Station
Division St.
Station
KAPKOWSKI RO.
LBT
Yard/Shop
TRUMBULL ST
Mall
JERSEY GARDENS BLVD.
NSYON
Third Street
Station
To New York City
FIFTH ST
Enisbeth
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
THIRD ST.
Future
Singer Station
PORT AVE.
Ferry Terminal
Station
FIRST ST
Scale in Feet
NEWARK BAY
N TRANSIT
1200
NERL Alignment (1-9
Airport Monorail
Airport Parking
Lot D
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
Potential Future Station Site
Existing Rail Line
JEFFERSON AVE
HENRY ST.
DOWD AVE
1&9 (Spring St.)
Station
NORTH AVE
GRAND ST
Yarim
SEVENTH ST
S. PAAK ST
MAGNOLIA AVE.
LIVINGSTON ST.
Jersey Gardens
VETERANSIN
MEMORIAL
Prepared By
BRW, Inc.

Potential
Cranford/Plainfield
Extension
400
N
0
10
M
al
HHIIIIIII
LIIT
over the tail track at the eastern end of the Norfolk-Southern E-Rail Intermodal Terminal and a small
water retention facility. The alignment would touch down approximately 100 feet from the waterfront
and follow the waterfront north to the Ferry Terminal Station.
Ferry Terminal Station to Jersey Gardens Station
Following the Ferry Terminal Station, the alignment would turn sharply to the northwest. The alignment
would cross a detention basin for Jersey Gardens Mall that would be redesigned, and would parallel the
north side of Jersey Gardens Boulevard.
Jersey Gardens Station to Kapkowski Road Station
Approximately 450 feet west of the Jersey Gardens Station, the alignment would turn north, along the
eastern edge of the parcel being developed as a hotel and west of the parcel being considered as employee
airport parking. The Kapkowski Road Station would be located approximately 700 feet north of the turn.
The final site would be determined by the location of the hotel development.
Table 2-3
SDEIS Build Alternative Alignment Summary
5.8 miles +
Alignment Length
Grade-Separation Structures
Broad Street
LRT over street
Jefferson Avenue
LRT over street
Existing
Existing
Existing
Existing
Madison Avenue
LRT over street
Catherine Street
LRT over street
New
LRT over street
Spring Street
Reid Street
LRT over street
Existing
Existing
Division Street
LRT over street
New
Southwest arm of Chemical Coast Line Wye
Chemical Coast Line
New
Freight over LRT
Freight over LRT
LRT over Freight/Water
LRT over Water/Highway
New
New
New
LRT over water
East end of E-Rail Terminal/Detention Basin
Chemical Coast NJ Turnpike
Newark International Airport Peripheral Ditch (2-times)
Structure to support tracks and station in Parking Lot D
At-Grade Crossings
Dowd Avenue
New
LRT over water/parking lot
Veterans Memorial Drive
Parking Garage Access Road
I
1
North Avenue
Elizabeth Center Drive
Newark International Airport South Access Road
Newark International Airport Fuel Facility Driveway
Newark International Airport Entrance to North Avenue
Source: BRW, Inc., June 2000.
1
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-11
Kapkowski Road Station to Newark International
Airport Monorail Parking Lot D Station
Starting at the Kapkowski Road Station, the alignment would continue north and cross North Avenue at-
grade. The alignment would turn immediately west to parallel the north side of North Avenue, continue
approximately 500 feet, and cross Elizabeth Center Drive at-grade. The alignment would continue to
parallel North Avenue for approximately 500 feet to reach the North Avenue Station. After the North
Avenue Station, the alignment would continue to parallel the north side of North Avenue, and would rise
on two new structures to cross the Chemical Coast Line and the NJ Turnpike.
On the west side of the NJ Turnpike, the alignment would return to grade and cross the south entrance to
Newark International Airport. The alignment would bend slightly north to cross the Peripheral Ditch 200
feet after crossing the south entrance road. The alignment would continue between the Peripheral Ditch
and the South Access Road. Approximately 2,900 feet after crossing the Peripheral Ditch, the alignment
would cross the entrance road to the airport fuel facility at-grade and parallel the west side of the
Peripheral Ditch, next to Monorail Parking Lot D for approximately 1000 feet. The alignment would turn
slightly west, rise on a new structure, and enter Monorail Parking Lot D. The Newark International
Airport Monorail Parking Lot D Station would be located 250 feet inside the parking lot.
2.3.4
SDEIS Build Alternative Stations
Nine LRT Stations are proposed along the length of the project from Midtown Elizabeth to the Newark
International Airport Monorail Station in Parking Lot D. A future station may be added adjacent to the
Singer property when that property is developed further. Station characteristics are summarized in Table
2-4. Each station is described below.
Table 2-4
Summary of SDEIS Build Alternative Station Characteristics
Station Name
Parking
Grade
Platform
Type
Side
Joint Station
Development
No
Midtown Elizabeth
Shared
Route 1 & 9 (Spring Street)
Side
None
No
Division Street
Center
None
No
Third Street
Side
None
No
TBD
Shared
TBD
At-grade
Existing Embankment
At-grade
At-grade
At-grade
At-grade
At-grade
At-grade
At-grade
TBD
Shared
Singer (Future)
Ferry Terminal
Jersey Gardens
Kapkowski Road
Yes
Side
Shared
Yes
HHHHH
TBD
Shared
Yes
North Avenue
TBD
Shared
Yes
TBD
None
Yes
Aerial
EWR Monorail Parking Lot D
Source: BRW, Inc., June 2000.
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-12
A.
Midtown-Elizabeth Station
The western terminus of the Elizabeth Segment would be located at the historic Central Railroad of New
Jersey (CNJ) Station on West Grand Street, 250 feet west of the Northeast Corridor (Figure 2-7). The
LRT station would be incorporated into existing redevelopment plans for the station area. The station
would include two 12-foot wide, 100-foot long side platforms to accommodate a one-car train. An at-
grade pedestrian crossing would be provided to link the station to the parking lot on the opposite side of
the track on Railroad Place. Platform architecture would be designed to be consistent with the historic
context of the station building.
Transfers to the Northeast Corridor/North Jersey Coast Line trains would be provided via the redeveloped
pedestrian plaza in front of the historic train station. Bus transfers would be located along Broad Street
and West Grand Street. This station would have connecting bus service via various private and NJ
TRANSIT bus routes.
B.
Route 1 & 9 (Spring Street) Station
The Route 1 & 9 (Spring Street) Station would be located along the former CNJ right-of-way between
Praise the Lord Plaza and Magnolia Avenue, approximately 60 feet from Reid Street (Figure 2-8). The
station would consist of two 12-foot wide, 100-foot long side platforms to accommodate a one-car train.
Bus transfers to the station from NJ TRANSIT's Bus Route 62 would be made from Praise the Lord
Plaza.
No parking would be developed at the station. Ramps would be built into the existing
embankment to provide access for the mobility impaired.
C.
Division Street Station
The Division Street Station is located approximately 100 feet from the intersection of Trumbull and Court
Streets on the north side of Trumbull Street (Figure 2-9). The station would consist of a 100-foot long,
19-foot wide center platform to accommodate a one-car train. No parking would be developed in the
station area. A bus and automobile pull-off would be constructed along the north side of Trumbull Street
immediately east of the station for a future bus route. Ramps would be provided for access for the
mobility impaired.
D.
Third Street Station
The Third Street Station would be located on the northwest corner of Veterans Memorial Drive and
Trumbull Street intersection (Figure 2-10). The station would consist of two 100-foot long, 12-foot wide
side platforms to accommodate a one-car train. A small drop-off area would be constructed on the
Trumbull Street side of the station.
E.
Ferry Terminal Station
1
The Ferry Terminal Station would be located approximately 100 feet from the Newark Bay waterfront
(Figure 2-11). The station would be jointly developed with an office park/ferry terminal development
currently being designed for the site. The developers of the site (OENI) are currently working with a
private ferry operator for high-speed service to Manhattan (see Chapter 4 Section 4.1.6 for a description
of the proposed service). At a minimum, the station would contain either two 12-foot wide, 100-foot long
side platforms or one 19-foot wide, 100-foot long center platform. This platform length would
accommodate one-car trains. Current plans show a joint-use 1,700 car parking lot for the LRT, office
!
!
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-13
park, and the ferry terminal. It is anticipated that the station design would incorporate pedestrian-friendly
transfers between the ferry and LRT.
This station is proposed for private sector participation in its fit out. The project will construct all
necessary elements of the station (platform, canopy, TVM, etc.). Private participation will come in the
way of upgraded furniture, additional amenities, or other fixtures that complement the developer's vision.
F.
Jersey Gardens Station
The Jersey Gardens Station would be located approximately 400 feet from the north upper level entrance
to the Jersey Gardens Mall (Figure 2-12). The station would consist of two 100-foot long, 12-foot wide
side platforms to accommodate a one-car train. No additional parking is planned for the station, as
parking is available at the mall. Bus transfers to NJ TRANSIT Routes 24 and 111 would be available at
the current location at the mall near the north upper level entrance.
G.
Kapkowski Road Station
The Kapkowski Road Station would be jointly designed and developed with the developers of the
adjoining parcels (Figure 2-13). At a minimum, the station would contain either two 100-foot long, 12-
foot wide side platforms or a 100-foot long, 19-foot wide center platform. The land developers would
accommodate parking for the station. There are no provisions at the station for bus transfers.
HHHHIILILTTIIIII
This station is proposed for private sector participation in its fit out. The project will construct all
necessary elements of the station (platform, canopy, TVM, etc.). Private participation will come in the
way of upgraded furniture, additional amenities, or other fixtures that complement the developer's vision.
H.
North Avenue Station
The North Avenue Station would be located along the north side of North Avenue approximately 500 feet
from the intersection of North Avenue and Kapkowski Road (Figure 2-14). The station would be jointly
developed with the developers of the adjacent properties. At a minimum, the station would include either
two 100-foot long, 12-foot wide side platforms, or one 100-foot long, 19-foot wide center platform.
Shared parking would be provided by the adjacent property owners and developers.
This station is proposed for private sector participation in its fit out. The project will construct all
necessary elements of the station (platform, canopy, TVM, etc.). Private participation will come in the
way of upgraded furniture, additional amenities, or other fixtures that complement the developer's vision.
I.
Newark International Airport (EWR)/Monorail Parking Lot D Station
The Newark International Airport Monorail Parking Lot D Station would be located 200 feet from the
terminal station of the Newark International Airport Monorail (Figure 2-15). The station would be on a
new structure above the parking lot. The station would contain two 100-foot long, 12-foot wide side
platforms or one 19-foot wide center platform. No additional parking or bus transfer areas would be
developed beyond the existing parking. A 200-foot long elevated walkway would link the LRT station to
the existing monorail station.
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-14
E
JULIAN PLACE
015
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o
O
LIGHT RAR
MIDTOWN ELIZABETH STATION
WALKWAY
PLATFORM
PLATFORM
93
WHISTORIC ELIZABETH
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N
D-0
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NJTRANSIT
SDEIS Build Alternative
Midtown Elizabeth Station
Figure 2-7

Prepared By
BRW, Inc.
HHHHIIIIIIIIIII
EXISTING
BRIDGE
EXISTING
FREIGHT YARD
TAIL TRACK
EXISTING BRIDGE
RT. 1 & 9
(SPRING ST.) STATION
NEW BRIDGE
LIGHT RAIL
PRAISE THE LORD PLAZA
Az
RT. 1 & 9 (SPRING ST.)
REID ST.
PASSENGER
DROP AREA
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NJTRANSIT
SDEIS Build Alternative
Route 1&9 (Spring Street) Station
Figure 2-8

Prepared By
BRW, Inc.
HHHHHIIIIIIIII
CSX TRUMBULL YARD
FENCE
LIGHT RAIL
DIVISION ST. STATION
BUILDING
FENCE
PLATFORM
SIR
TRUMBULL STREET
N
COURT STREET
SEVENTH STREET
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NTRANSIT
SDEIS Build Alternative
Division Street Station
Figure 2-9

Prepared By
BRW, Inc.
HHHHHHHEITIT
THIRD ST. STATION
VETERANS MEMORIAL DRIVE
TO SHOP
PASSENGER
DROP-OFF
TRUMBULL STREET
(一之​一​。
LIGHT RAIL
THIRD ST.
NEW OVERPASS
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental impact Statement
US Department
of Transportation
Federal Transit
Administration
TRANSIT
N
SDEIS Build Alternative
Third Street Station
Figure 2-10

Prepared By
BRW, Inc.
HHHHHHLILIITTO
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Pedcrorlan;
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Ferry Terminal
100' Waterfront
Escment
Wars
Board
z
Viewing
Madorm on Old
Bridge
FLOATING
BARGE
-19 Dredge Lins
uno
NIE W ARK
I BAY
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NJTRANSIT
SDEIS Build Alternative
Ferry Terminal Station
Figure 2-11
Prepared By
BRW, Inc.
HHHHHHHHHULIITT
LIGHT RAIL
LRT PLATFORM
JERSEY GARDENS BLVD
O
O
MALL PARKING
BUS DROP AREA
MALL PARKING
WALKWAY
WALKWAY
OD
LL ENTRY
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NTRANSIT
SDEIS Build Alternative
Jersey Gardens Station
Figure 2-12

Prepared By
BRW, Inc.
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66
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50
LRT PLATFORM
75484
FUTURE DEVELOPMENT SITE
LIGHT RAIL
S27'50'00”W 14
13.83 *
1256
APPROXIMATE LOCATION OF
OFF-AIRPORT PARKING GARAGE
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NTRANSIT
SDEIS Build Alternative
Kapkowski Road Station
Figure 2-13

Prepared By
BRW, Inc.
HHHHHIIIIIIIII
Light Rail Track
Wetlands
North Avenue
Retail Retail
B с
IIIIIIII
III
d
Light Rail Platform
Center Drive
Office
Building
Parkind
L
0
A
Retail
А
Parkind
Office
Building
>Z
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
SDEIS Build Alternative
North Avenue Station
Figure 2-14
Prepared By
BRW, Inc.
TE
PERIMETER DITCH
LIGHT RAIL
EXISITING
MONORAIL STATION
(ELEVATED)
WALK TO
TERMINAL
LOT D
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NTRANSIT
SDEIS Build Alternative
Newark International Airport Parking Lot D Station
Figure 2-15

Prepared By
BRW, Inc.
HHHHHHLITTLEIX
2.3.5
SDEIS Build Alternative Maintenance Facility
A.
Maintenance Facility Location
The maintenance facility would be located on the west side of the intersection of Veterans Memorial
Drive and Trumbull Street, north of the Third Street Station site (Figure 2-16). The facility would consist
of two buildings a maintenance building and a storage barn. The maintenance building would address
the day-to-day maintenance needs of the LRT fleet and include pits for under-vehicle maintenance, a
crane for lifting the LRT vehicle's body off of the chassis, and a car wash. The storage barn would permit
storage of the LRT fleet when the vehicles are not in use. Major maintenance and vehicle overhaul would
be done at another NJ TRANSIT vehicle maintenance facility such as the NERL Vehicle Base Facility or
the Hudson Bergen Vehicle Base Facility. Parking would be provided on the site for maintenance
personnel.
B.
Maintenance Operations
Complete vehicle inspection operations, light running maintenance and vehicle storage would be
performed at the proposed maintenance facility. The facility would have the capability to house up to 10
light rail vehicles and the maintenance-of-way equipment necessary to maintain the line.
Daily servicing and inspection of all cars departing for revenue service would take place at this facility.
Servicing would include car washing, interior cleaning, and sand refilling, taking place on the same run-
through track in the shop building. The second shop run-through track would house two pits for under-
vehicle inspection and repair. A third stub-end track would be used to remove trucks from cars. This
track would be the only shop track without overhead contact wire, as it would house the lift equipment
necessary for truck removal.
Operations at the proposed Maintenance Facility would include the following:
Complete inspection/troubleshooting of all vehicle systems;
Vehicle exterior washing;
Vehicle interior cleaning;
Seat repair/replacement;
Light bulb replacement;
Sand refilling;
Glazing repairs/replacement;
Replacement of pantograph units;
Brake relining and adjustment; and
Electrical repairs/replacement.
Heavy maintenance is planned to be performed at another location, either at the Newark City Subway
Base Facility or at the Hudson Bergen Light Rail Maintenance Facility. Both facilities are less than a 30-
minute drive from the NERL-Elizabeth Segment Maintenance Facility. The major scheduled heavy
maintenance functions are wheel truing, performed 2 to 3 times per year, and traction motor rebuilding,
performed as required, usually every three years. This type of heavy maintenance does not require
transporting the entire light rail vehicle, but only the wheel assemblies. The NERL Maintenance Facility
will have vehicle lift equipment to remove the vehicle body from the wheel assemblies. The wheel
assemblies can then be transported to the outside facilities for the required maintenance and returned to
the NERL facility to be refitted onto the vehicle body. Transportation of the wheel assemblies will not
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-15
ПІН
2.3.5
SDEIS Build Alternative Maintenance Facility
A.
Maintenance Facility Location
The maintenance facility would be located on the west side of the intersection of Veterans Memorial
Drive and Trumbull Street, north of the Third Street Station site (Figure 2-16). The facility would consist
of two buildings a maintenance building and a storage barn. The maintenance building would address
the day-to-day maintenance needs of the LRT fleet and include pits for under-vehicle maintenance, a
crane for lifting the LRT vehicle's body off of the chassis, and a car wash. The storage barn would permit
storage of the LRT fleet when the vehicles are not in use. Major maintenance and vehicle overhaul would
be done at another NJ TRANSIT vehicle maintenance facility such as the NERL Vehicle Base Facility or
the Hudson Bergen Vehicle Base Facility. Parking would be provided on the site for maintenance
personnel.
B.
Maintenance Operations
Complete vehicle inspection operations, light running maintenance and vehicle storage would be
performed at the proposed maintenance facility. The facility would have the capability to house up to 10
light rail vehicles and the maintenance-of-way equipment necessary to maintain the line.
Daily servicing and inspection of all cars departing for revenue service would take place at this facility.
Servicing would include car washing, interior cleaning, and sand refilling, taking place on the same run-
through track in the shop building. The second shop run-through track would house two pits for under-
vehicle inspection and repair. A third stub-end track would be used to remove trucks from cars. This
track would be the only shop track without overhead contact wire, as it would house the lift equipment
necessary for truck removal.
Operations at the proposed Maintenance Facility would include the following:
Complete inspection/troubleshooting of all vehicle systems;
Vehicle exterior washing;
Vehicle interior cleaning;
Seat repair/replacement;
Light bulb replacement;
Sand refilling;
Glazing repairs/replacement;
Replacement of pantograph units;
Brake relining and adjustment; and
Electrical repairs/replacement.
Heavy maintenance is planned to be performed at another location, either at the Newark City Subway
Base Facility or at the Hudson Bergen Light Rail Maintenance Facility. Both facilities are less than a 30-
minute drive from the NERL-Elizabeth Segment Maintenance Facility. The major scheduled heavy
maintenance functions are wheel truing, performed 2 to 3 times per year, and traction motor rebuilding,
performed as required, usually every three years. This type of heavy maintenance does not require
transporting the entire light rail vehicle, but only the wheel assemblies. The NERL Maintenance Facility
will have vehicle lift equipment to remove the vehicle body from the wheel assemblies. The wheel
assemblies can then be transported to the outside facilities for the required maintenance and returned to
the NERL facility to be refitted onto the vehicle body. Transportation of the wheel assemblies will not
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-15
require the use of any special hauling equipment nor will there be any need for the transport route to
accommodate an oversized or overweight load. All three wheel assemblies from one single light rail
vehicle could be moved on a conventional tractor-trailer.
It is anticipated that the maintenance plan approach outlined in this section could be used indefinitely if
the NERL system is not completed. Alternatively, the NERL Maintenance Facility could be expanded at
some time in the future to accommodate all vehicle maintenance functions.
2.3.6
LRT Vehicles and Operating Characteristics
This section discusses the proposed operating and maintenance plans for the light rail line.
A.
Vehicles
The light rail vehicles (LRVs) would be the same as those used on the Newark City Subway, the Hudson-
Bergen Light Rail Transit System, and the NERL MOS-1. The LRVs are 90-foot-long articulated units,
with a cab at each end so they can operate in either direction without requiring a turning loop. Trains of
up to three LRVs coupled together can operate through the system, although it is anticipated that only
single-car units would be required. Station platforms would be built to accommodate a single-car train
with provisions for future expansion to two-car trains. The LRVs are of low-floor design, and stations
would have low-level platforms meeting all ADA requirements. Each LRV provides 70 seats and holds
180 passengers under maximum load conditions. A total of seven vehicles would be required, five for
normal service, one for shuttle service between the Airport and the Mall Station and one spare.
HHHHHHHHHHHHHHH
B.
Service Routes and Operating Times
The proposed system would provide regularly scheduled service between Elizabeth's Midtown Station at
Downtown Plaza and the Newark International Airport Lot D Monorail Station, stopping at each of the
seven intermediate stations. An independent shuttle service, operating over the northern segment of the
route between a park-and-ride facility located near the intersection of Kapkowski Road and North Avenue
and the Lot D Station, would be provided for airport employees.
Regular and shuttle services would operate seven days a week, 365 days a year, with full service on
weekdays and reduced service on weekends and holidays. Regular service would operate from 6:00 a.m.
to 11:00 p.m. every day. Special service beyond these hours would be operated as necessary. The shuttle
service would operate during shift changes at the airport and other identified peak periods.
Initially, trains would operate every 12 minutes during both base and peak periods. Peak periods on the
regular service would be 6:00 a.m. to 11:00 a.m. and 3:30 p.m. until 7:30 p.m. on normal business days.
C.
Intermodal Connections
In addition to providing service at the stations along the alignment, the proposed light rail line would
provide connections with the numerous modes of public transportation currently operating within the
region. The intermodal connections would include:
Train Connections. At Midtown Elizabeth Station, patrons would have access to the Northeast
Corridor and the North Jersey Coast Line.
Bus Service. There are a number of local, regional and commuter bus services within the region.
Bus connections would be available at most light rail stations to destinations both north and south of
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-16

NE
A1
MAINTENANCE SHOP
VETERANS MEMORIAL DRIVE
THIRD ST. STATION
PASSENGEA
DROP-OFF
TRUMBULL STREET
DOWD AVENUE
THIRD ST.
NEW OVERPASS
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NITRANSIT
SDEIS Build Alternative
Yard & Shop
Figure 2-16
Prepared By
BRW, Inc
the system.
Main feeder service would be available at the Midtown Elizabeth Station, the
Elizabethport area, and at the Route 1 & 9 Station.
Park-and-Rides. In addition to local parking facilities, park-and-ride would be provided at the
Midtown Station using an existing facility owned by the City of Elizabeth. A major airline and
package courier at Newark International Airport has expressed strong interest in locating employee
park-and-ride facilities in Elizabethport near the North Avenue Station and the Kapkowski Road
Station. The LRT system will be designed to use these facilities effectively.
Airports. Newark International Airport would be accessible to patrons of the light rail line via its
connection with the existing Lot D monorail station. The Airport Monorail provides frequent service
to Terminals A, B, and C, and to long term parking lots.
Ferry Service. Ferry service from Elizabethport to Lower and Midtown Manhattan is expected to be
provided at a future date. Permits to provide the service have been obtained and design work for the
ferry terminal has begun. The average trip time to Manhattan is estimated to be 25 minutes.
Passenger and small package ferry service to JFK airport in Queens, New York is also being
considered from the Elizabethport terminal.
.
2.4
Capital, Operating and Maintenance Costs
This section provides the capital, operating and maintenance costs for the Division Street Build
Alternative and the SDEIS Build Alternative.
2.4.1
Division Street Build Alternative
This section discusses the methodology used to determine capital costs for the Division Street Build
Alternative that can be compared to the SDEIS Build Alternative capital costs. The cost estimate includes
itemized costs for vehicles, construction, right-of-way, engineering and management, and contingencies.
Operating and maintenance costs are also discussed.
A.
Capital Cost Methodology
The capital costs presented here were developed using unit cost estimates based experiences with the
HBLRT. The physical definition of the Division Street Alternative is the same as the preliminary
engineering drawings developed for the 1997 NERL DEIS for the NERL alignment from Midtown
Elizabeth to the Northeast Corridor Station. In addition to DEIS definition, a full service yard and shop
has been assumed to be required because there would be no physical connection to the rest of the NERL
system or the Newark City Subway. In addition, the cost of right-of-way acquisition has not been
included in this estimate because real estate values in the area have been varying rapidly in response to
changing development patterns and the fluctuating economy. A very high contingency percentage was
used to account for unforeseen project costs, such as utility relocation and freight railroad mitigation,
because of the conceptual nature of the engineering that has been done for this alternative.
B
Capital Cost Estimate Results
Estimated costs for the Division Street Build Alternative are summarized below in Table 2-5. The total
capital cost estimate is $404.9 million..
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-17
Table 2-5
Capital Cost Estimate for Division Street Build Alternative
Stationing
Type of Construction
Unit
Unit Cost
Total Cost
Guideway & Track
(Unit: LF ]
81 + 65
2 track, on grade
1,135
$930 $1,055,550
93 + 0 0
3 track, on grade
2,400
$1,395 $3,348,000
117 + 00
2 track, on grade
60
$930 $55,800
117 + 60
2 track viaduct over Route 1 & 9
140
$7,000 $980,000
119 +00
2 track, on grade
1,450
$930 $1,348,500
133 + 50
2 track viaduct to Division St.
1,250
$9,000 $11,250,000
146 + 00
2 track, on grade (embedded)
2,450
$2,500 $6,125,000
170 + 50
2 track viaduct to Bessemer Street
11,973
$9,000 $107,757,000
290 + 23
2 track, on grade to Newark Int'l Airport Station
2,613
$930 $2,430,090
316 + 36
Totals
23,471
$134,349,940
Systems
81 + 65
Signals, Comm., Catenary, Traction Power
23,471
$1,083
$25,419,093
316 + 36
Passenger Stations
[Unit: Each )
1
1
1
1
83 + 00
120 + 00
150 + 00
153 + 50
194 + 50
234 + 00
279 + 50
315 +00
Midtown Elizabeth Station
Spring Street Station
S.B. Division Street Station
N.B. Division Street Station
Airport City Station (Elevated)
McClellan Street Station (Elevated)
Route 1 & 9 Station (Elevated)
Newark Int'l Airport Station
$1,340,000
$1,340,000
$893,000
$893,000
$2,010,000
$2,010,000
$2,010,000
$1,340,000
$1,340,000
$1,340,000
$893,000
$893,000
$2,010,000
$2,010,000
$2,010,000
$1,340,000
1
1
1
1
Totals
8
$11,836,000
)
Miscellaneous
(Unit: Each )
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-18
Stationing
Type of Construction
Unit
Unit Cost
Total Cost
81 + 65
Existing Bridge Repairs
Switches
Fare Collection
Arts in Transit
Yard and Service Shop
5
14
8
8
1
$931,000
$112,000
$223,000
$79,000
$35,000,000
$4,655,000
$1,568,000
$1,784,000
$632,000
$35,000,000
235 + 00
Total
Total Facilities and Systems
$43,639,000
$215,244,033
Vehicles
7 $2,500,000
$17,500,000
Engineering and Construction Management
30%
$64,573,210
Contingency
50%
$107,622,017
Total Excluding ROW
$404,939,259
Source: NERL Draft Environmental Impact Statement, January 1997 and Washington Group International, June 2001
Notes: Cost assume a full service opations and maintenance facility
Costs do not account for right-of-way acquisition
Costs do not include utility relocation, freight mitigation, or improvements to Division Street
C.
Operating and Maintenance Costs
The operating and maintenance costs for the Division Street Alternative, shown in Table 2-6, were
estimated based on the following assumptions:
1. Midtown Elizabeth - Newark Int'l Airport Station segment will be operated independent of any other
system.
2. Operation of subject segment will require the use of a full service maintenance facility because there
is no physical connection to the remainder of NERL.
3. A fully staffed administrative and management organization will be provided that is capable of fully
independent operation. This is required because it is assumed that the Elizabeth Segment's
public/private operators would not be interested in pursuing this alternative and NJ TRANSIT would
operate the service.
Table 2-6
Operations and Maintenance Cost, Division Street Build Alternative
-
-
Category
1. General Administrative and Management - Salary (non-union)
2. Operations - Salary (union)
3. Expenses (legal, insurance, training, misc.)
4. Indirect Costs (power, fuel & utilities)
5. Maintenance of Way Fixed Equipment (vehicles, tools, office equipment, etc.)
6. Maintenance Subcontracts (@ $1.75 million/year)
7. Capital Asset Replacement
Total Annual Operating Cost
Source: Washington Group International, June 2001
$1,028,406
$3,048,950
$247,000
$1,729,750
$484,569
$1,750,000
$733,333
$9,022,008
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-19
2.4.2
SDEIS Build Alternative
This section summarizes the selection process for the SDEIS Build Alternative and provides a definition
of the components of the proposed project, including vehicles, operations, alignment, stations,
maintenance facilities and options under consideration.
A.
Capital Cost Methodology
The capital costs contained in this report were estimated using NJ TRANSIT's Hudson-Bergen Light Rail
Transit (HBLRT) Project as the primary source of information. HBLRT costs were originally established
through a competitive bid process and negotiations and include labor, materials, installation, and
permanent equipment and supplies. The NERL Project will use many of the technical and programmatic
standards established under HBLRT. In addition, the NERL project is located within 10 miles of the
HBLRT project with similar construction practices.
Specifically, for the civil and facilities items, unit prices were derived from HBLRT. The prices for
highly specialized system-wide components, such as traction power supply and distribution, train control,
communications, and fare collection equipment are also based on HBLRT prices. The vehicles designed
for HBLRT will be used on NERL. The HBLRT vehicle bid prices were discounted to reflect the fact
that cost of the design of the vehicle is now a “sunk” cost.
B.
Capital Cost Estimate Results
Estimated costs for the various design alternatives were determined and are summarized below. Table 2-7
presents the details of the SDEIS Build Alternative's capital cost. Costs are presented in 1999 dollars.
Table 2-7
Capital Cost Estimate Detail (1999 Dollars)
SDEIS Build Alternative
Item
Qty
Unit S
$1,000
Subtotal
$1,000
Total
$1,000
Private
$1,000
5.08 mi
$2,841
$14,435
Ils
Ilea
lea
$5,582
$1,675
$2,791
Guideway and Track
At-Grade Guideway
Elevated Guideway
Bridge Repair Downtown-Kapkowski
Cur Under Chemical Coast Turnout
Cur Under Chemical Coast Main Line
NS Pond Viaduct
OENJ Pond Viaduct (Low Elevation)
Chemical Coast Flyover
Turnpike Flyover
Airport Ditch Viaduct (Low Elevation) (2)
$5,582)
$1,675
$2,791
$8,039
$2,177
$3,573
$8,932
$6,252
$7,1451
$9
$7
$9.
Monorail Viaduct
Subtotal Elevated Guideway
Wetlands Mitigation
Roadwork
Track (double)
Switches
Subtotal Guideway and Track
900\\
3000
40011
1000\\f
800 V
800\"T
$91
$8
$9
1 is
1 is
5.5 mi
$1,116
$1,675
$2,063
$112.
$46,166
$1,116
$1,675
$11,348
$2,010
$76,750
18ea
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-20
Item
Qty
Unit $
$1,000
Subtotal
$1,000
Total
$1,000
Private
$1,000
Ilea
2lea
Ilea
$469
$5,582
$782
$1,340
$893
$402
2lea
$893
$536
2 Jea
Olea
$279
Stations and Parking
Station-Airport
LL Platform-North Ave
LL Platform-Kapkowski Rd
LL Side Platform-Mall
LL Side Platform--Ferry
LL Platform-Singer
LL Platform-Third Street
LL Center Platform-Division
LL Side Platform-Rt 1,9
LL Platform-Midtown
Midtown Plaza Development
Arts in Transit
Airport Employee Parking Deck
Subtotal Stations and Parking
2lea
$5,582
$1,563
$1,340
$1,786
$1,786
SO
$2,233
$1,340
$1,786
$1,340
$1,500
$634
$24,500
$45,391
$1,116
$1,340
$893
$670
$1,500
$79
$24,500
1 ea
2lea
2lea
1lea
$1,500
8lea
Ilea
$24,500
$27,407
Systems
Signals
Communications
Catenary
Traction Power
Systemwide Ductbank
Fare Collection
Subtotal Systems
5.8 mi
5.8 mi
5.8 mi
5.8\mi
5.8 mi
$2,345
$424
$1,228
$1,530
$190
$223
$13,599
$2,461
$7,123
$8,871
$1,101
$1,786
$34,941
8lea
Ilea
0.57 mi
9 ea
1 Jea
Yard and Service Shop
Sitework and Improvements
Track(single)
Switches
Control Center
Catenary
Traction Power
Ductbank
Shop, Barn & Equipment
Subtotal Yard and Shop
$3,684
$1,032
$112
$1,563
$1,228
$1,530
$190
$17,863
0.57|mi
0.57 mi
1 mi
$3,684
$586
$1,005
$1,563
$698
$869
$190
$17,863
$26,458
Ilea
Total Facilities and
Systems
$183,540
$27,407
Vehicles/Spares
7ea
$2,500
$17,500
$0
$2,450
Engineering and Administration
Engineering and Construction Management
Startup and Testing
Subtotal Engineering and Administration
Ils
1 ls
$36,083
$4,000
$40,083
SO
Contingency
1 is
$32,573
$4,479
Subtotal Excluding ROW
$273,696
$34,335
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-21
Item
Qty
Unit $
$1,000
Subtotal
$1,000
Total
$1,000
Private
$1,000
16.4|ac
$250
-
20 ac
ROW Acquisition
LRT Corridor - CSX/NS
Yard and Shop - NS
Trumbull Street 3 Properties
OENJ/Ferry
Jersey Gardens Mall
Mall to Tumpike
Turnpike
Newark Airport
Subtotal ROW Acquisition/Relocation
2.5 ac
3.4 ac
2.5 ac
$300
$900
$5001
$500
$4,104
$6,000
$2,250
$1,722
$1,263
$1,234
$310
$1,188
$18,070
2.5 ac
$500
$1,722
$1,263
$1,234
$310
$1,188
$5,716
2.11ac
$150
7.9 ac
$150
57.3 ac
Grand Total
$291,766
$40,104
Source: Raytheon Engineers and Constructors (Washington Group International), July 2000
C.
Operating and Maintenance Cost Estimating Methodology
Key input statistics used in the O&M cost model were based on physical characteristics (e.g., number of
stations, directional route-miles) and operating characteristics (e.g., annual train-hours, peak vehicle
requirement). The assumptions reflected in the input are:
Until a connection to the northern segment of NERL is completed, the operation of the Elizabeth
Segment of NERL will be managed by the supervisory and support staff located at HBLRT, thus
eliminating redundant staff and reducing operating and maintenance labor costs;
.
Until a connection to the northern segment of NERL is completed, the operation of this Elizabeth
Segment of NERL will be monitored and controlled by the HBLRT control room, thus reducing
operating labor costs; and
O
Only inspections and preventative maintenance will be performed in the shop. Heavy repair such as
wheel truing will be performed at the HBLRT or Newark City Subway shop.
D.
Operating and Maintenance Cost Estimates
Operating and maintenance cost estimates are summarized in Table 2-8. All costs are in Fiscal Year 1999
dollars. Included in the table are indications of cost-effectiveness (e.g., cost per train-hour). The segment
annual operating and maintenance cost estimate for the Horizon Year (2020) is approximately
$7,500,000.
For the SDEIS Build Alternative cost estimate, a "reasonableness” check was completed by comparing
the cost estimate on a train-hour and car-mile basis to peer LRT systems' actual costs on a train-hour and
car-mile basis. The cost per train-hour for nine peer LRT systems ranges from $236.37 (Denver) to
$615.77 (Los Angeles), with an average of $334.47 per train-hour. The NERL Elizabeth Segment SDEIS
Build Alternative cost estimate at $209.67 per train-hour is somewhat lower than that typically
experienced by most of the peer LRT systems. This is because the operating plan assumes a mix of only
one-car trains. Most of the peer transit agencies operate trains with multiple cars. Thus, the cost per
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-22
train-hour for the peer systems is higher (e.g., a system that operates 3-car trains will have higher vehicle
maintenance costs per train-hour). The SDEIS Build Alternative cost estimate at $17.72 per car-mile
basis is above the average typically experienced by peer LRT systems. The cost per car-mile for the nine
peer LRT systems ranges from $4.63 (San Diego) to $17.90 (Los Angeles), with an average of $10.93 per
car-mile.
Table 2-8
Annual Operating Statistics (1999 Dollars)
SDEIS Build Alternative
Statistic
Base Service
Airport Shuttle
Total
Route Distance-One Way
5.8
2.0
6.0
17
Service Frequency (Minutes)
12.0
18.0
1 way run time including turnaround
30.0
9.0
Required Operating Vehicles
5.0
1.0
11PM to 6AM
Hours of Operation
6AM to 11PM
& at Peaks
Total Daily Hours
13
# of 1-way Trips per train per hour
2.0
6.7
Miles traveled per hour per train
11.6
13.3
Miles traveled per day per train
197
173
Total car-miles per day
986
173
Total car-miles per year
359,890
63,267
Car-hours per day
85
13
Total Car-hours per year
371
1159
423,157
98
31,025
4,745
Total Annual Cost (1999 $)
Annual Cost per Train-hour
Annual Cost per Car-mile
Source: Raytheon Engineers and Constructors (Washington Group International), July 2000.
35,770
$7,500,000
$209.67
$17.72
NERL-Elizabeth Segment SDEIS
Alternatives Considered
2-23
111111
ITIT11 111H


3.0
LAND USE AND ECONOMIC ACTIVITY
1
This chapter addresses the potential impacts of the Build Alternative on land use, community facilities
and socio-economic characteristics in the study area. Potential impacts of acquisitions and displacements
are also discussed.
The study area is located in the City of Elizabeth in Union County, a dense urban area. Historically, the
study area's major focus of economic activity has been industrial and highly dependent upon railroad and
waterborne transportation. However, like other urban areas in the Northeast, the region has exhibited the
economic pattern of a declining industrial base and an expanding service economy. This change has
resulted in land use shifts as industrial facilities are being vacated and replaced in some areas by new
commercial and residential developments, altering travel patterns and transportation infrastructure needs.
3.1
Affected Environment
3.1.1
Consistency with Local Plans
A.
New Jersey State Development and Redevelopment Plan
The Elizabeth Segment of the Newark-Elizabeth Rail Link supports numerous goals and objectives of the
State Development and Redevelopment Plan (SDRP). The Elizabeth Segment is consistent with the plan
by supporting its goal of revitalizing urban centers, protecting the environment, providing public services
at a reasonable cost, and coordinating public and private actions to guide future growth into compact
forms of development.
The Elizabeth Segment falls into SDRP category Planning Area 1 - Metropolitan Planning. The Elizabeth
Segment exhibits consistency with the goals of this planning area by capitalizing on high density
settlement patterns and connecting population with employment centers and transportation terminals.
B.
Union County Master Plan
The Union County Master Plan, completed in June 1998, supports the development of a light rail transit
(LRT) system in the City of Elizabeth. The goals and objectives of the plan call for revitalization of
existing urban areas, adaptive reuse of industrial and commercial parcels, and increased mobility through
improved transportation linkages. The plan lists the following goals and objectives for transportation and
development:
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-1

3.0
LAND USE AND ECONOMIC ACTIVITY
This chapter addresses the potential impacts of the Build Alternative on land use, community facilities
and socio-economic characteristics in the study area. Potential impacts of acquisitions and displacements
are also discussed.
The study area is located in the City of Elizabeth in Union County, a dense urban area. Historically, the
study area's major focus of economic activity has been industrial and highly dependent upon railroad and
waterborne transportation. However, like other urban areas in the Northeast, the region has exhibited the
economic pattern of a declining industrial base and an expanding service economy. This change has
resulted in land use shifts as industrial facilities are being vacated and replaced in some areas by new
commercial and residential developments, altering travel patterns and transportation infrastructure needs.
3.1
Affected Environment
3.1.1
Consistency with Local Plans
A.
New Jersey State Development and Redevelopment Plan
The Elizabeth Segment of the Newark-Elizabeth Rail Link supports numerous goals and objectives of the
State Development and Redevelopment Plan (SDRP). The Elizabeth Segment is consistent with the plan
by supporting its goal of revitalizing urban centers, protecting the environment, providing public services
at a reasonable cost, and coordinating public and private actions to guide future growth into compact
forms of development.
The Elizabeth Segment falls into SDRP category Planning Area 1 - Metropolitan Planning. The Elizabeth
Segment exhibits consistency with the goals of this planning area by capitalizing on high density
settlement patterns and connecting population with employment centers and transportation terminals.
B.
Union County Master Plan
The Union County Master Plan, completed in June 1998, supports the development of a light rail transit
(LRT) system in the City of Elizabeth. The goals and objectives of the plan call for revitalization of
existing urban areas, adaptive reuse of industrial and commercial parcels, and increased mobility through
improved transportation linkages. The plan lists the following goals and objectives for transportation and
development:
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-1
1.
Transportation/Circulation
Goal: To promote the development of an improved and balanced multi-modal transportation system
integrating highway, bus, rail, air, and waterborne transport systems and pedestrian and bicycle facilities:
By providing coordinated development of land use density/intensity and associated transportation
systems;
By encouraging the improvement of existing, and the construction of new rail stations, bus shelters
and parking support facilities; and
By supporting the expansion and improvement of facilities at Newark International Airport to meet
increased operational and safety requirements, passenger demands, and expansion of monorail and
light rail passenger links with other transportation services and regional urban centers.
2.
Development
Goal: To facilitate the development of Union County by directing new growth to environmentally
suitable areas that can be provided with essential infrastructure and support facilities, and to revitalize
County urban centers and corridors:
By promoting new development and redevelopment consistent and compatible with existing
settlement patterns; and
By promoting revitalization of urban centers and older suburban areas through industrial and
commercial reuse, economic development programs, environmental clean-up of contaminated sites,
upgrading of community infrastructure, and upgrading of transportation and transit facilities.
C.
Union County Comprehensive Economic Development Strategy
The Union County Comprehensive Economic Development Strategy is very supportive of a new light rail
system in Elizabeth. Under the heading “Transportation/Infrastructure,” the plan lists the following
supportive goals and objectives:
Goal: To develop an improved and balanced multi-modal transportation system:
By revitalizing the County's rail links to the national rail system; and
By integrating transportation assets to increase efficiency, attractiveness, and ease of use.
.
.
Goal: To ensure that adequate public transportation is readily available:
By supporting and encouraging efficient, reliable, safe, and convenient passenger service in congested
corridors and development areas.
Goal: To promote a coordinated, comprehensive, and cooperative transportation planning process:
By integrating land use and transportation planning.
As part of the implementation strategy for the plan, the county specifically lists the development of the
Elizabeth Segment of the Newark-Elizabeth Rail Link as a high priority.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-2
D.
City of Elizabeth
The current version of the City of Elizabeth Master Plan was written in 1990. It is under review at
present. The 1990 Master Plan has various elements supportive of new transit services in the city. While
LRT is not mentioned specifically, the following objectives are listed under the city's transportation
goals:
Promote development of the proposed Automated Guideway Transit (AGT) system'; and,
Retain railroad right-of-way for future use.
.
.
In addition to these circulation-based objectives, the City also recognized the potential for economic
development related to transit. Under Land Use and Zoning, the city's objectives include:
Accommodate and support development of the AGT by encouraging intense mixed-use development
around specific nodes; and,
Concentrate new commercial activities in areas where they provide a supportive function for
neighboring land uses and are well served by transportation.
3.1.2
Land Use Characteristics
The following section describes the current land use patterns in the study area, and around proposed
station areas. Many of the station areas, especially those in Midtown Elizabeth and Elizabethport, are
undergoing significant redevelopment, described in section 3.2.4.
A.
General Study Area/Corridor-Level Land Use
The proposed Build Alternative passes through different neighborhoods, each with its own distinctive
land use patterns. Between Midtown Elizabeth and Route 1 & 9 (Spring Street), the alignment is on
existing railroad embankment that runs through a developed residential/commercial area. Through this
section, the land use near the proposed alignment is primarily neighborhood commercial in nature, i.e.
convenience grocery, dry cleaners, small liquor stores, etc. Most of the buildings are low-rise, one and
two story structures. There are small pockets of residences interspersed with commercial buildings near
the alignment. Property conditions in this section of the alignment range from poor (cracked windows,
obvious building code violations) to average. Residential areas along this portion of the alignment are
generally set back several blocks although some two-family houses are next to the existing embankment.
The closest of these houses is along Chestnut Street. Here, residential uses are from 65 to 85 feet from
the embankment.
From Route 1 & 9 to Division Street, the land use character of the corridor changes: industrial uses are
more prevalent. This land use reflects the historical dependence of this area on the freight railroad. Along
both sides of the alignment, there are several large industrial buildings that are currently warehouses and
small industrial concerns. These industrial uses are less that 100 feet from the alignment in some areas.
Residential areas through this portion of the alignment are set back several blocks from the tracks.
'AGT was the preferred alternative of the Newark-Elizabeth Fixed Guideway Study, completed in 1988. The
Newark-Elizabeth Rail Link Options Study, completed in 1993, found that LRT was a more feasible and durable
technology.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-3
Between Division Street and the proposed Third Street Station, the land uses directly adjacent to the
proposed alignment shift to being primarily freight railroad and light industrial. The dominant land use is
the CSX Transportation Trumbull Street Yard located directly adjacent to the alignment. South of the
alignment, port-related light industrial is the most common land use along with a mix of residential uses.
Common uses along the south side of the alignment include truck repair, gas stations, and bars. There are
several blocks of residential uses across Trumbull Street south of the alignment.
After the proposed Third Street Station, the alignment leaves the existing right-of-way and land use
patterns change dramatically. This area, commonly referred to as Elizabethport, is comprised of sparsely
used industrial land and rail freight yards, much of it previously filled marsh lands. Between the
proposed Third Street Station and the proposed Ferry Terminal Station is the Norfolk-Southern E-Rail
Terminal. This intermodal yard is used to transfer freight containers from trains to trucks. After crossing
on structure over the end of the E-Rail terminal, the alignment will enter a new office park and ferry
terminal now under development. Then, the alignment follows the edge of the parking lot around the
Jersey Gardens Mall, a 1.1 million square foot outlet-type mall, before turning north to pass between a
proposed hotel and the proposed off-airport employee garage. The alignment will then cross North
Avenue and pass near Elizabeth Center at Turnpike Exit 13A, which contains an IKEA and a Kidsworld.
After leaving the Elizabethport area, the proposed alignment enters Newark International Airport. The
alignment would be located along the southern edge of the airport. This part of the airport is used for
express freight handling, fuel storage, and flight kitchens. After the alignment enters the airport property
it will pass a large employee parking lot, UPS and FedEx facilities, a flight kitchen, and other related
uses. In this part of the airport, there are storage areas for snow removal equipment and staging areas for
the current airport redevelopment project.
B.
Existing Station Area Land Use
This section describes existing land uses in each of the project's proposed station areas. Section 3.2.4
describes development activity that is planned or proposed for each of the areas.
Midtown Elizabeth Station
The proposed Midtown Station would be located in downtown Elizabeth. Land uses surrounding the
station area are typical of northeastern urban downtown areas (Figure 3-1). The site for the proposed
LRT station is separated from the main downtown area of Elizabeth by Amtrak/NJ TRANSIT's Northeast
Corridor. The Northeast Corridor is on an embankment through Elizabeth that creates a physical
separation between the eastern and western sides of the city except where local streets pass beneath.
There is a pedestrian tunnel through the embankment directly adjacent to the proposed LRT station that
links the station to the downtown area. Broad Street, on the east side of the Northeast Corridor, is the
main downtown artery in Elizabeth. The businesses located along it generally cater to the local
population in Elizabeth (e.g. consumer electronics, health and beauty supplies, and shoes and apparel
stores). There are residential and office uses nearby in the upper stories of commercial buildings.
Elizabeth is the county seat of Union County, and is therefore home to numerous county government
buildings such as the County Administration Building, the County Court House, and the County
Correctional Facility, all located near the proposed LRT Station. Elizabeth City Hall, the Elizabeth Police
Department, and the Municipal Courts are also within walking distance of the proposed Midtown Station.
Union County Community College is located approximately 800 feet from the proposed LRT station.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-4
Station Area
Land Use
Midtown Elizabeth
Station
Figure 3-1
Ņ
Route 1&9
Proposed LRT System
Industrial
- Route 1&9
(Spring Street)
Station
Commercial
Magnolia Ave.
Residential
Institutional
Quarter Mile Radius From
Station (Walking Distance)
Northeast Corridor
East Jersey St.
Grand St.
Elizabeth
York St.
CITI
Midtown
Elizabeth
Station
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Fodoral Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

West Jersey St.
Numerous surface parking lots used by county government employees, Union County Community
College students, and downtown shoppers, are located west of the station area. Further to the west, more
intense urban residential development begins and continues west for several blocks.
The Midtown Station is located within the Governor's Urban Coordinating Council (UCC) Neighborhood
Empowerment Zone. The UCC is made up of department heads of various State departments who
attempt to target state resources in urban neighborhoods.
The Midtown area and all of the other stations included in the Build Alternative are part of the Elizabeth
Urban Enterprise Zone (UEZ). UEZ has the following incentives for business owners and shoppers:
Qualified retailers may charge 50 percent of New Jersey sales tax on "in person" purchases;
Sales tax exemptions for materials and for tangible personal property;
A one-time corporation tax credit of $1,500 for the full-time hiring of residents of a city where a Zone
is located who have been unemployed or dependent upon public assistance for at least 90 days, or
Corporation tax credit of $500 for hiring a resident within the Zone, within another Zone or within a
qualifying municipality;
Subsidized unemployment insurance costs, for certain new employees;
An eligible firm may receive an incentive tax credit of 8 percent of investment in the Zone by an
approved "in lieu" agreement;
Possible State regulatory relief by Zone request; and
Priority for financial assistance from New Jersey Local Development Financing Fund (LDFF) and
Job Training Program.
Route 1 & 9 (Spring Street) Station
The proposed Route 1 & 9 (Spring Street) Station would be located near the intersection of Route 1 & 9
and Praise the Lord Plaza (Figure 3-2). Immediately adjacent to the proposed station area are two large
churches and a small city-owned playground. The station would be located next to Route 1 & 9, one of
the most heavily traveled non-interstate routes in northern New Jersey. Land uses along Route 1 & 9 in
the vicinity of the station area include highway-oriented urban development such as small hotels, dry
cleaners, small stores, and gas stations. There is a hospital located several blocks south of the station area.
a
>
North and south of the proposed station area are established residential neighborhoods consisting
primarily of older single family homes that have been converted into multi-family housing with a current
density of 25-30 dwelling units per acre. East of the proposed station, light industrial uses such as small
manufacturing plants, building supply stores, and warehouses are located along the proposed alignment.
Division Street Station
The proposed Division Street Station would be located between a warehousing/industrial area and a
residential area of Elizabeth (Figure 3-3). Across Trumbull Street from the proposed station, there is an
established neighborhood of older one-family homes that have been converted into multifamily dwellings.
Interspersed with the detached multi-family homes are small garden apartment complexes and
neighborhood commercial uses. Along Trumbull Street are: truck repair, building supply stores, and
other light industrial uses. Elizabeth General Hospital is located several blocks south of the station area.
The proposed LRT station would be located on the southern edge of CSX Transportation's Trumbull
Street Yard- an in-use freight rail yard. Farther north of the station area, on the other side of the rail yard,
is the city's warehousing district. Many of the largest employers in Elizabeth are located in this district.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-5
Third Street Station
The proposed Third Street Station would be located between a light industrial area and an established
residential neighborhood (Figure 3-4). Directly across the street from the proposed station is a park that is
used by P.S. #13, Benjamin Franklin Elementary School. The park is approximately 150 feet from the
proposed station. The station is located in a residential neighborhood that includes several churches, a
Catholic school, and a small commercial area on Second and Third Streets.
-
The proposed station area is bounded on the west side by embankments for the Chemical Coast Line - an
active freight railroad operated by Shared Assets. To the east, across Veterans Memorial Drive, there is a
vacant parcel and the historic Singer Sewing Machine Factory, which is currently being used by a variety
of light industrial concerns. Vacant land to the north of this station would be used for the proposed LRT
yard and shop facility.
South of the station area are two public housing developments: Pioneer Homes and Migliore Manor. The
Housing Authority of the City of Elizabeth received a Hope VI Revitalization Grant from the U.S.
Department of Housing and Urban Development in the amount of $29 million to demolish 655 obsolete
public housing dwellings at these developments and replace them with 600 new rental and
homeownership units on and off-site. This new housing stock will enhance the neighborhood and may
change some of the land uses in the neighborhood to higher uses.
Potential Singer Station
The potential Singer Station would be located behind the historic Singer Factory (Figure 3-4). At present,
the factory houses a variety of light industrial uses including metal working, pipe fitting, wood shops, and
warehousing. North of the station is the Norfolk Southern E-Rail Intermodal Terminal, an active rail
freight yard.
Ferry Terminal Station
The proposed Ferry Terminal Station will be located on a large parcel of vacant land next to Newark Bay
(Figure 3-5). There are currently no other uses within 1000 feet of the proposed station. The site is
proposed for a large office development and an associated ferry terminal (See Sec. 3.2.4 for a description
of planned development activity in this area).
Jersey Gardens Station
The proposed Jersey Gardens Station will primarily serve employees and patrons of the Jersey Gardens
Mall (Figure 3-5). The Jersey Gardens Mall is a 1.1 million square foot enclosed outlet mall that opened
in fall of 1999. It is estimated that the mall generates 5,500 retail jobs. The station would be located 400
feet from the entrance to the mall. North of the proposed station are wetlands and intermodal container
storage for Port Elizabeth.
Kapkowski Road Station
The proposed Kapkowski Road Station would be located in an area currently used for port-related storage
(Figure 3-5). The proposed station will sit between a hotel conference center and a proposed off-airport
employee parking garage. At present, the area is surrounded by storage containers, stacked trailers, and
parking lots for tractor trailers.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-6
1-1/4 Mile from Station
(5 Min. Walking Time)
Station Area
Land Use
Route 1 & 9
(Spring Street) Station
Figure 3-2
Route 18
Proposed LRT System
n!211
Industrial
ME
Commercial
M
Residential
Institutional
Route 1 & 9
(Spring St]
Station
Magnolia
AV
Grand St
CODE
dos
பMIL
Ce
bim
Lafayette St.
Jersey St.
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Foderal Transit
Administration
TRANSIT
NTRAN
Prepared By
BRW, Inc.

HE
Station Area
Land Use
Division Street
Station
Figure 3-3
Proposed LRT System
Industrial
Commercial
Residential
Institutional
1/4 Mile from Station
(5 Min. Walking Time)
York St.
Division St
Trumbull St.
Division Street
Station
inn
OOK
Any
אוווווון
Park St.
ITA
LITTE
in II
New Point
பாரத்
i Troue
Livingston St.
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
TRANSIT
Jerseys
Prepared By
BRW, Inc.

Julia
Spring Si
falta
MIE
ILIயன்
Station
Magnolia
Route 1 &9
(Spring St
1
HHH
Station Area
Land Use
Third Street Station &
Potential Singer Street
Station
Figure 3-4
Magnolia
Ave.
hanthi
New Point Rd.
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Fodoral Transit
Administration
NTRANSIT
14 Mile from Stations
(15 Min. Wälking Time)
Chemical Coast Line
Veterans Memorial Drive
Future Singer
Station
Proposed LRT System
Dowd Ave.
Industrial
LRT
Yard &
Shop
Commercial
Residential
First
Institutional
York St.
Third Street
Station
NJ TURNPIKE
Quarter Mile Radius From
Station Walking Distance)
Inslet
Trumbull St.
110
Mail
TJEN
This
SPIRE
Third SL
Port Ave.
Prepared By
BRW, Inc.

HUTIH 11
Station Area
Land Use
Elizabethport Stations
Figure 3-5
NJ TURNPIKE
Elizabeth Center Dr.
Industrial
N
Commercial
Residential
Institutional
North Ave.
Station
III
Future Commercial
Kapkowski Rd.
Station
Quarter Mile Radius From
Station (Walking Distance)
Nonth
Avenue
Jersey Gardens Blvd.
O
8
Proposed LRT
Proposed LRT Station
Potential LRT Station
Jersey Gardens
Station
Kapkowski Rd.
Farry Terminal
Station
Chemical Coast Line
Exit 13A
hy
Future Singer
Station
Dr.
Trumbull St.
son
Memori
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Fodoral Transit
Administration
Third Street
Station
NTRANSIT
Third Street
מהנות
Prepared By
BRW, Inc.

1
North Avenue Station
The North Avenue Station would be located on the north side of North Avenue between Kapkowski Road
and the Chemical Coast Line (Figure 3-5). All of the companies in the immediate area are port or airport
related. The uses include several truck repair companies, intermodal container storage, a Federal Express
facility, and AFI - a food distributor. Elizabeth Center at New Jersey Turnpike Exit 13A, several
thousand feet north of the proposed station site, includes an IKEA, the Swedish home furnishing retailer,
and a Toys “R” Us Kids World store.
Newark International Airport (EWR)Monorail Parking Lot D Station
The proposed Newark International Airport Parking Lot D Monorail Station will be located in the center
of a large airport parking lot 200 feet from the end of the airport monorail (Figure 3-6). Airport passenger
parking occupies the land surrounding the station. Adjacent to the parking lot, on airport property, is the
monorail maintenance facility, a post office, and several air cargo sorting facilities.
3.1.3
Community Facilities
Community Facilities refers to area schools, police and fire departments, libraries, health centers, and
other organizations that provide local services or recreation. These facilities are an integral part of
neighborhood cohesion and should not be adversely impacted by transportation improvements. A wide
variety of community facilities exists in the study area, as shown in Table 3-1 and Figure 3-7.
There are several elementary and secondary schools in the study area. They include Benjamin Franklin
School #13 (421 students in grades K-5 in 2001), John Marshall School #20 (269 students in grades K-5
in 2001) and Winfield Scott School #2 (425 students in grades K-5 in 2001). The Hamilton Middle
School (909 students in grades 6-8 in 2001) and Elizabeth High School (5,039 students in grades 9-12 in
2001) are located adjacent to the study area. The Main Branch of the Elizabeth Public Library is located
near the proposed Midtown station area on Broad Street and Elizabeth Avenue. The Elizabeth Campus of
Union County College is also located in the study area on East Jersey Street.
General hospital services for the City of Elizabeth are provided by the three campuses of Trinitas
Hospital. Trinitas Hospital is comprised of Elizabeth General Medical Center, Alexian Brothers Hospital
(Elizabeth General Medical Center – East), and St. Elizabeth's Hospital. The three hospitals merged in
the beginning of 2000 to consolidate services.
Fire, police and emergency medical facilities are located directly adjacent to the study area. Elizabeth
Police Department Headquarters (together with the Municipal Courts Building) is located on Grand Street
near Jefferson Avenue. The Union County Courthouse is on Broad Street. Prisoners awaiting trial or
serving short sentences are housed at the Union County Correctional Facility, located on Elizabethtown
Plaza, just outside of the study area. Ambulance/EMT services are provided by the police department and
are located at 470 Catherine Street. The fire department has several different engine and truck companies
in or near the study area.
County government buildings are located along Elizabethtown Plaza and Broad Street. Elizabeth City
Hall is on Winfield Scott Plaza.
There is a community recreation facility, Mickey Walker Recreation Center, on Anna Street near Division
Street. This facility provides day care and recreational opportunities for the residents of the area.
Neighborhood parks are described in Chapter 13.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-7
Table 3-1
Community Facilities
Address
248 Ripley Place
521 Magnolia Ave.
125 Madison Avenue
310 Cherry Street
600 Pearl Street
22 Martin Luther King Jr. Plaza
East Jersey Street
925 E Jersey St.
225 Williamson Street
Type
Name
School
Benjamin Franklin School #13
John Marshall School #20
Winfield Scott School #2
Hamilton Middle School
Elizabeth High School
Jefferson House
(part of Elizabeth High School)
Union County College
Elizabeth Campus
Hospitals
Trinitas Hospital
Jersey Street Campus
Trinitas Hospital
Williamson Street Campus
Trinitas Hospital
New Point Campus
Fire Stations
Engine #1
Engine #2/Truck #4
Rescue #1
Libraries
Main Branch
Police Stations
City of Elizabeth Police
Headquarters/Municipal Courts
Union County Correctional Facility
Recreation Facilities Mickey Walker Recreation Center
Government Offices Union County Administration Building
County Court House
Elizabeth City Hall
Source: BRW, Inc., June 2000.
655 E. Jersey Street
24 S. Broad Street
733 New Point Road
470 Catherine Street
Broad Street & Elizabeth Avenue
Grand Street
Elizabeth Town Plaza
Anna Street near Division Street
Elizabeth Town Plaza
Broad Street
Winfield Scott Plaza
3.1.4
Socio-Economic Characteristics
The socio-economic characteristics of the study area are more diverse than those of the City of Elizabeth
as a whole. In general, the study area is more diverse, poorer, and has a higher percentage of renter-
occupied housing units than the city as a whole. Census data from 2000 has been compiled and analyzed
at the tract level to present the existing socio-economic conditions of the residents living along the
proposed Build Alternative. Categories of analysis include: population, labor force and income, housing,
journey to work, and automobile ownership. Tables 3-2 through 3-5 present a comparison between the
study area and the City of Elizabeth.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-8
WE
Terminal A
N
Station Area
Land Use
Newark International
Airport (EWR)/Monorail
Parking Lot D
Figure 3-6
A
Newark
International
Airport
TETSUTORU
Monorail
laintenance--
Proposed LRT System
Industrial
Commercial
Monorail
Station
Residential
Institutional
1.11
EWR Monorail
Parking
Lot D Station
Quarter Mile Radius From
Station (Walking Distance)
BY
Monorail
Parking Lot D
1. An!
Fed-Ex
Fuel Facility
Peripheral Ditch
AL
NJ Turnpike
Exit 13A
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
TRANSIT
Dowd Ave.
Prepared By
BRW, Inc.

Connection
to NERL
IIII
IIIIIII
NERL Alignment
1-9
Alrport Monorail
Community
Facilities
Figure 3-7
Airport Parking
Lot D
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
u
Community Facilities
NEWARK
INTERNATIONAL
ARPORT
Facility Proposed LRT
North Elizabeth
Station
o
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
Existing Rail Line
MIDTOWN
ELIZABETH
IKEA
Existing NJ TRANSIT
Commuter Rail Station
World
JEFFERSON AVE
Hamilton
Middle School
Recreational
Center
ELABETH CENTEA
DR.
BROAD ST
Study Area
HENRY ST
MOLESTER ST.
DOWD AVE.
EXIT 13A
County
Correctional
Facility
Midtown
Station
Rescue Squad No.1
1-9
1&9 (Spring St.)
Station
ELIZABETHPORT
North Avenue
Station
DIVISION ST.
MAGNOLIA AVE
NORTH AVE
GRAND SY
Broad St.
Station
Potential
Cranford/Plainfield
Extension
Z
Police Station/
Municipal Courts
WAP.S. No. 2
Kapkowski Rd.
Station
Mickey Walker
Recreation Center
NEW JERSEY TURNPIKE
Planned Hotel
Conference Center
CHEMICAL
Trinitas
Hospital
Jersey St.
Campus
Division St.
Station
Union County
Community
College
REID ST
JERSEY ST
ELIZABETH
csx Vard
YORK ST.
Jersey Gardens
Station
AVE
Jefferson
House
CRT
Vard/Shop
KAPKOWSK RO
SEVENTH
S.PARK ST.
MAGNOLIA AVE
N
va
TRUMBULL ST
WINGSTON ST.
JERSEY GARDENS BLVD
Jersey Gardens
Mall
Elizabeth
City Hall
Elizabeth
High School
- Trinitas Hospital
Williamson Street
Campus
ETERANS
MEMORIAL DA
P.S. No. 20
Third Street
Station
To New York City
Trinitas Hospital
New Point
Engine Co. Campus
No. 3
v
Engine Co.
No. 1
FIFTH ST.
Union County
Administration
P.S. No. 13
Future
Singer Station
THIRD
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

- Main
Library
Ferry Terminal
OENJ Station
PORT AVE.
Bldg.
N
A
NEWARK BAY
Scale in Feet
0
400
1 200
2000
IHHH11111
A.
Population
The total population of the City of Elizabeth is 120,568 persons. Between 1990 and 2000, the population
grew by approximately 10,000. Of the total, 42,250 persons (35%) live in the study area. The racial
composition of residents of the study area is predominantly white (42%) or black (34%) with another
10,190 (24%) of other races. Only 167 of the city's 444 people of American Indian and Eskimo heritage
live in the study area, while only 566 of 2,699 Asian or Pacific Islanders do. Persons of Hispanic heritage
(all races) constitute 49% of the population of the study area (Table 3-2).
Table 3-2
Population Characteristics
City of Elizabeth
Study Area
12.3
4.4
120,568
42,250
Area (sq. miles)
Total Persons
Density (Persons/sq. mile)
Total Households
40,482
13,410
AGE
Under Age 18
Age 62 and Over
31,680
14,445
11,686
4,611
RACE
White alone
67,432
59,746
23,744
444
2635
17,752
20,718
14,308
167
526
Hispanic (all races)
Black or African American alone
American Indian and Alaska Native alone
Asian alone
Native Hawaiian and Other Pacific Islander alone
Some other race alone
Two or more races
Source: 2000 Census of Population and Housing.
64
40
18,574
7,675
6,926
2,531
B.
Labor Force and Income
Of a labor force total of 16,575 persons in the study area, 14,732 are employed and 1,843 are
unemployed, an unemployment rate of 11.0%. Overall unemployment in the City of Elizabeth as a whole
is similar, at a rate of 9.0%. The total labor force in the city is 52,421 persons, with 47,671 persons
employed and 4,732 persons unemployed.
The average household income in the study area is $39,219 compared to $44,109 in the City of Elizabeth.
Per capita income in the study area ($12,775) is 15% lower than for the city as a whole ($15,114).
There is a higher percentage of persons living below poverty level in the study area (23.5%) compared to
17.8% of persons living below poverty level in the city as a whole (Table 3-3).
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-9
Table 3-3
Labor Force and Income Characteristics
City of Elizabeth
Study Area
LABOR FORCE
52,421
47,671
4,732
9.0%
16,575
14,732
1,843
11%
Age 16 and Over
Employed
Unemployed
% Unemployed
INCOME
Average (Mean) Household Income
Per Capita Income
Persons Below Poverty Level'
% of Persons Below Poverty Level
For people whose poverty status could be determined
Source: 2000 Census of Population and Housing.
$44,109
$15,114
20,963
17.8%
$39,219
$12,775
9,388
23.5%
C.
Housing
There is a similar percentage of occupied housing units in the study area (92%) as in the city as a whole
(95%), and a corresponding vacancy rate of 8% for the study area and 5% for Elizabeth. There is a
slightly higher percentage of renter-occupied units in the study area (80%) than in the city as a whole
(71%). Consequently, there is a slightly lower percentage of owner-occupied housing units in the study
area, 20%, compared to 29% owner-occupied units in Elizabeth as a whole (Table 3-4).
Table 3-4
Housing Characteristics
City of Elizabeth
Study Area
42,838
40,482
95%
12057
14,527
13,410
92%
HOUSING
Housing Units
Occupied Units
% of Total
Owner-Occupied Units
% of Occupied Units
Renter-Occupied Units
% of Occupied Units
Vacant Units
2776
20%
29%
28425
10634
80%
% of Total Units
Source: 2000 Census of Population and Housing.
71%
2,356
5%
1117
8%
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-10
E.
Journey to Work
Approximately half of the residents of the study area drive to work alone (51%) while slightly more
(59%) Elizabeth residents drive to work alone. In the study area, there is a higher percentage of
%
carpooling (20%) compared to 18% in all of Elizabeth (Table 3-5).
In the study area, 19% of the residents rely on public transportation to get to work, while 14% of all city
residents rely on public transportation.
The previous tables indicate that the study area characteristics generally reflect those of the City of
Elizabeth. The proposed LRT alignment does not disproportionately affect lower income or minority
residents of Elizabeth. Lower income residents with limited mobility commonly benefit from new rail
systems, as long as the systems are sensitive to the neighborhoods and provide for the mobility needs of
the residents at an affordable cost.
Table 3-5
Journey to Work Characteristics
City of Elizabeth
Study Area
46,093
14,198
Total not working at home
METHOD OF TRAVEL TO WORK
Drove alone
% of Total
Carpooled
% of Total
Bus or trolley bus
% of Total
Streetcar or trolley car
% of Total
Subway or elevated
% of Total
Railroad
% of Total
Ferryboat
% of Total
Taxicab
% of Total
Motorcycle
% of Total
Bicycle
% of Total
Walked
% of Total
Other means
% of Total
Source: 2000 Census of Population and Housing.
27,210
59%
8,251
18%
4,596
10%
55
0%
474
1%
1,473
3%
0
0%
197
0%
15
0%
231
1%
2,280
5%
783
2%
7,185
51%
2,854
20%
1,938
14%
10
0%
110
1%
511
4%
0
0%
63
0%
7
0%
66
0%
988
7%
339
2%
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-11
F.
Automobile Ownership
Automobile ownership within the study area varies greatly. Approximately one out of four households in
the City of Elizabeth does not have access to an automobile. For census tracts in the study area, the
percentage of households without access to an automobile varies from 5.5% to 62.0% (Table 3-6). This
variability can be attributed to economic conditions as well as access to transit. Providing additional
modes of transit to areas that currently have low auto ownership levels can increase mobility and create
access to employment opportunities in the Elizabethport Area and downtown Elizabeth.
Table 3-6
Automobile Ownership Characteristics
Zero Car Households
Renter
Occupied
Total
Study Area
Tract:
Block
Total
Owner
Group Households Occupied
301:9
28
302:1
292
302:3
567
303:1
518
303:2
292
303:3
207
304:3
271
304:4
240
308.01:1
204
308.01:2
108
310:1
618
311:1
410
311:5
528
312:1
225
312:2
298
312:3
346
312:4
227
312:5
615
313:2
337
313:3
0
5
55
10
0
0
22
17
8
0
29
17
12
20
31
0
32
25
0
0
99
182
135
70
99
73
65
110
67
204
209
204
88
153
19
49
218
86
0
104
237
145
70
99
95
82
118
67
233
226
216
108
184
19
81
243
86
% of Households
with Zero Cars
0.0%
35.6%
41.8%
28.0%
24.0%
47.8%
35.1%
34.2%
57.8%
62.0%
37.7%
55.1%
40.9%
48.0%
61.7%
5.5%
35.7%
39.5%
25.5%
29.4%
25.6%
28.9%
29.3%
37.0%
31.2%
41.2%
16.8%
16
72
88
299
313:4
301
314:1
662
313:2
451
314:3
519
316:3
541
317:3
485
318:2
880
319.01:1
170
319.01:2
0
319.02:2
558
319.02:4
2,213
Source: 2000 Census of Population and Housing
Compiled by: BRW, Inc. November 2002
34.7%
N/A
56.3%
38.1%
0
22
15
24
27
0
15
0
0
25
0
77
169
117
168
142
200
133
59
0
289
844
77.
191
132
192
169
200
148
59
0
314
844
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-12
3.2
Environmental Impacts
3.2.1
Land Use and Socio-Economic Impacts
A.
No-Build Alternative
The No-Build Alternative would have no impact on land use patterns or socio-economic conditions in the
study area or the City of Elizabeth. However, the No-Build Alternative would not provide the
opportunity to focus new development around station areas or provide alternative methods of travel to
jobs generated by this new development. The socio-economic benefits of the LRT system, including
increased opportunity for economic growth and revitalization, would not be realized with the No-Build
Alternative.
B.
Build Alternative
Corridor-Level Impacts
The City of Elizabeth and the study area are developed to the point where impacts to the overall level of
city development will not be significant. At the local level, land development patterns may be positively
impacted in specific station areas where developable and re-developable parcels are present. In addition,
the pace of development will likely be increased by the presence of the LRT. Beyond the study area in
Elizabeth, small in-fill developments are likely to occur independent of the LRT.
From Midtown Elizabeth to the proposed Third Street Station, the proposed right of way is currently, and
has for the past 80 years, been developed for railroad uses. The land use patterns that have developed
around this section of right-of-way are reflective of this historic use. Factories and warehouses abut the
rail line, with residential and commercial uses generally set back several blocks. These industrial uses are
compatible with the light rail system.
Between the Third Street Station and the Ferry Terminal Station, the predominant land use continues to
be industrial. Light rail is compatible with the existing and planned land uses and will have no impact in
this section.
From the Ferry Terminal Station to the North Avenue Station, the alignment passes through a
redeveloping commercial area. The proposed LRT will benefit the area by increasing accessibility and
promoting an alternative mode of transportation. By developing the LRT now, as opposed to later when
all of the proposed developments have been constructed, a proactive approach can be taken to land use
planning in the area. The LRT will allow developers to create new “transit friendly” developments that
are not entirely dependent on auto trips. All of the land owners where stations are proposed in the
Elizabethport area are participating in the planning of the Elizabeth Segment. OENJ, the developers of the
office park/ferry terminal site, have dedicated the proposed right of way through the City of Elizabeth
Planning Board approval process (see City of Elizabeth Planning Board Resolution P-33-00, passed
2/9/2001, in the appendix). The developers of the Marriott Conference Center have also made provisions
for the LRT and have dedicated the necessary ROW (see City of Elizabeth Planning Board Resolution P-
21-00, passed 11/2/00, in the appendix). The owners of the IKEA development parcels are reserving the
necessary right of way for stations and tracks on their development plans. Discussions are ongoing about
the specifics of each developer's participation in the LRT project.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-13
After the Ferry Terminal Station, the alignment crosses the NJ Turnpike and enters Newark International
Airport. Here, the LRT may influence land uses by reducing the need for on-airport employee parking.
This reduction in parking need may change the use of some land that is currently being used as parking at
the end of the main runways. However, the ability to construct buildings and other structures in this area
due to its location in the flight path, is extremely limited and will restrict the conversion of the land to
more intensive uses.
Socio-economic indicators in the City of Elizabeth are unlikely to be significantly impacted by the LRT.
The LRT system may have a slight stabilizing effect on current population patterns by increasing access
to economic opportunities. A marginal increase in overall income levels above current trend levels may
be associated with this stabilizing influence. Residential property values are unlikely to be significantly
impacted city-wide, yet there may be localized sites of property appreciation around station areas.
Commercial property, particularly in the redeveloping Elizabethport Area, is likely to increase in value
due to its accessibility to transit services.
HHHH
Station Area Impacts
Midtown Station
The proposed Midtown Elizabeth Station would be located on the site of the Historic Central Railroad of
New Jersey station on West Grand Street. The site is located in the downtown area of Elizabeth and is
within a few blocks of Union County and the City of Elizabeth's government offices. The area has a mix
a
of commercial uses with some residential uses nearby.
The station is geared towards pedestrians and transfers from the Northeast Corridor and buses. No
parking will be provided exclusively for LRT users. No displacements would be necessary for the
proposed station. Parking would be available in the station area at a garage located directly across West
Grand Street from the station plaza. The station would enhance the surrounding land uses by improving
mobility and providing better access to the downtown area for residents along the LRT alignment. The
LRT would also enhance the marketability of any redevelopment occurring in Midtown Elizabeth.
H
Route 1 & 9 (Spring Street) Station
The Route 1 & 9 (Spring Street) Station would be located on an existing embankment between Praise the
Lord Plaza and Magnolia Avenue near Reid Street. The surrounding residential land uses will benefit
from increased mobility. There are two large churches that are located near the station. While there is no
regulatory noise or vibration impact to these uses from the LRT, there will be additional noise generated
in the area beyond what currently exists. No displacements would occur with the construction and
operation of the station. No parking would be available at the station. Drop-off spaces would be
provided along Praise the Lord Plaza.
Division Street Station
The proposed Division Street Station would be located on the north side of Trumbull Street across from
Court Street. No displacements of residents or active businesses would occur with the station. The
station would occupy a currently unused portion of the CSX Trumbull Street Yard across from a small
park and residential neighborhood. The park may experience a slight rise in ambient noise but not
exceeding the regulatory threshold. The additional noise, beyond the already high level of ambient noise,
would not impact the usability or enjoyment of the park. The CSX Trumbull Street Yard would not be
impacted beyond what CSX agreed to during its latest expansion plans. At that time, the company agreed
to dedicate a 50-foot wide strip for LRT use (See Chapter 4 for additional impacts to freight railroads). A
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-14
small drop-off area (kiss and ride) is part of the proposed station design. The area would benefit from
increased mobility for a transit-dependent population and increased access to employment at Jersey
Gardens Mall and downtown Elizabeth.
Third Street Station
The proposed station would be located on the northwest corner of Trumbull Street and Veterans
Memorial Drive across from Third Street. One business displacement would be necessary for the
construction of the station and the LRT right-of-way. The area to the south of the station is residential in
character and would benefit from increased mobility and access to employment. Residential land uses
and the small park located on the opposite side of Trumbull Street may be slightly impacted by increased
noise, lighting, and level of activity in the area generated by the light rail station. No station area parking
would be provided, but a small drop-off area for buses and automobiles is part of the proposed station
area design.
Yard and Shop
The proposed yard and shop facility would be located directly north of the Third Street Station on land
that is owned by the Norfolk Southern Corporation. The land use surrounding the yard and shop location
is currently industrial. A portion of the site is currently leased to a rail-truck chemical transfer facility
that would be partially displaced by the yard and shop. Norfolk Southern's long range plan for the area
previously recommended the displacement of this chemical transfer facility as part of their plans for a
southern connection to the Chemical Coast Line.
Potential Singer Station
The proposed Singer Station would be located north of the former Singer Sewing Machine Factory. The
exact location of the station will be determined as plans for the redevelopment of the factory are refined.
At present, no business or residential displacements would be required for the construction of the station.
The station may alter land use patterns by accelerating redevelopment of the factory, thus increasing its
marketability as a mixed use/residential/commercial center. This reuse of the factory may cause the
secondary impact of displacing the small manufacturers and warehouses that currently occupy the site.
Ferry Terminal Station
The proposed Ferry Terminal Station would be located east of Jersey Gardens Mall on a currently
undeveloped site on the shore of Newark Bay. No business or residential displacements would be required
for the station. The station would be integrated into a new office park and ferry terminal development
that is slated for the property. The LRT may alter land use patterns on the site by increasing the
marketability of the office space and providing an alternate means of access for ferry users. This may
cause a minor increase in site-related traffic, likely to be masked by the overall operation of the mall itself
and associated commercial development.
Jersey Gardens Station
The proposed Jersey Gardens Station would be located 400 feet north of the first and second level
entrances to Jersey Gardens Mall. No displacements of businesses or residences would be required for
this station. The station may alter the area land use patterns by increasing the pace of development of the
parcels to the north of the station. The station is geared primarily as a destination for mall employees and
patrons; therefore, no additional parking would be developed exclusively for LRT users.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-15
Kapkowski Road Station
The proposed Kapkowski Road Station would be located on land currently used as an intermodal
container storage area. The site is planned for development as a hotel-conference center with
approximately 950 rooms. The station would positively impact the land use patterns in the area by
facilitating cleaner and more energy efficient designs. The current storage facility is being displaced by
the construction of the hotel; therefore, no new displacements would be required for the construction of
the station. A 2,000-car parking deck is to be sited at this station from which to shuttle airport employees
to their jobs.
North Avenue Station
The proposed North Avenue Station would be located on the north side of North Avenue west of
Kapkowski Road. The station would be integrated into the existing land use plans for the site. The land
use in the station area is currently light industrial with several truck repair facilities located nearby. The
area is identified on the IKEA master plan for a future 400,000 square foot office building with a large
parking facility behind it. The LRT would not alter land use patterns in the area beyond making the
already planned development more marketable and expediting the construction of already planned
developments. No parking for the exclusive use of LRT riders will be developed as part of the station.
Newark International Airport/Monorail Parking Lot D Station
The proposed Newark International Airport Monorail Parking Lot D Station would be located in the
middle of a passenger parking lot. The LRT station would not alter the surrounding land use patterns. A
small economic impact may result from the loss of parking revenues to the Port Authority of New York
and New Jersey because the LRT right-of-way would require displacement of a small number of parking
spaces.
3.2.3
Displacements and Relocations of Existing Uses
Acquisitions and displacements for the Build Alternative are summarized in Table 3-7.
To determine the impact of displacements and relocations along the alignment, the number of parcels, the
required acreage, and the amount of tax revenue removed from municipal rolls were determined using
1999 assessments and tax rates. Parcels that contain partially-impacted buildings are considered whole
acquisitions. Vacant parcels that would have little remaining access are also considered whole
acquisitions. For developed parcels that would retain access and vacant parcels with development
potential intact only the amount of land necessary for the alignment was assumed to be acquired.
HHHHHHD
To determine the magnitude of potential displacement impacts, each parcel's land use, number of
businesses, assessed value, and annual property taxes were documented. There are no residential property
acquisitions required for the Build Alternative. Assessed value and annual taxes were determined using
1999 rates from the Union County Board of Taxation. Table 3-8 summarizes the displacements and
presents the impact of the Build Alternative on the tax base of the City of Elizabeth.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-16
Table 3-7
Right-of-Way (ROW) Requirements and Displacements
Lot/Block
LRT Use
Total Size of
Taking (Acres)
Whole/Partial/ Other
(W/P/O)
Estimated Tax Loss
Businesses!
Residence
Location
Midtown Station to Division
Street
Trumbull Street Yard
N/A
ROW
6.1
0
$0
N/A
Current Land Use
Vacant Freight Right-of-Way/ Yard Tail
Track
Edge of Freight Rail Yard
Light Industrial, Compressed Gas, Inc.
Vacant
ROW/Station
3.7
$0
Trumbull Street
1-0995
ROW
0.8
$16,452.04
Businesses
1-0995AE3
ROW
0.0
$0
Under NJ Turnpike
Under NJ Turnpike
Under NJ Tumpike
N/A
Vacant
ROW
0.4
$0
1-993AE3
Vacant
ROW
0.0
|0||0|0|0||0|0 _w
$0
ROW
0.0
$13,665.20
Businesses
ROW
0.2
$0
ROW
0.8
$0
ROW/Station
0.8
W
$5,261.64
Businesses
Yard and Shop
20.0
$0
Businesses
Olo
ROW
4.4
$0
ROW/Station
1.6
P
$7,656.31
ROW/Station
2.0
Р
$21,956.86
ROW/Station
0.7
Р
$5,920.05
ROW
0.6
P
$5,431.07
ROW/Station
6.5
$0
ROW
0.4
Р
$3,702.73
ROW
0.3
Р
OAAAA
$2,605.40
Station
0.2
P
$1,375.38
Trumbull Street
1-993
Light Industrial, BETO, Inc.
Freight Right-of-Way
N/A
Trumbull Street
Trumbull Street (Dowd to
Memorial)
Veterans Memorial Drive
N/A
Freight Right-of-Way
1-988
Veterans Memorial Drive
1-194
E-Rail/Other Railroad Property |1-194
1-1146A
Ferry Terminal Station
(1-1380G)
Jersey Gardens Mall
1-1380A
Light Industrial, Roman Trucking
Freight Right-of-Way/ Rail-truck transfer
(leased) Matlack, Inc.
Vacant Intermodal Freight Yard
Vacant Potential Office and Ferry
Development
Edge of Commercial Property
Intermodal Container Storage/ Potential
Hotel Development
Intermodal Container Storage/ Potential
Hotel Development
Vacant Airport Property
Intermodal Container Storage
Kapkowski Road
1-1390A
Kapkowski Road
1-1390
Newark International Airport
N/A
North Side of North Avenue
1-1318
North Side of North Avenue
1-1204A
Vacant
North Side of North Avenue
1-1193A
Truck Repair
North Side of North Avenue
1-1289A
Truck Repair
ROW
0.2
Р
$1,712.58
North Side of North Avenue
1-1370
PSR&G Substation
ROW
0.3
P
$2,832.56
$88,570.00
Source: Union County Board of Taxation, compiled by BRW, Inc., May 2000.
1. Notes: Land requirements for the yard and shop have not been determined; 2. ROW estimates may not include current public streets or highways.
3. Negotiations with the freight railroad owners will determine the final acquisition strategy; 4 Tax loss estimates assume a homogenous value of
NERL-Elizabeth
Segment SDEIS
3-17
Land Use and Economic Activity

Table 3-8
Midtown Proposed and Potential Development
Map Key
Number
(Figure 3-8)
Common Name
Use
Size
Projected Year
of
Implementation
tHHHH
MI
Union County Community College
Institutional
80,000 sq. ft.
2002
M2
Office
450,000 sq. ft.
2020
M3
Office
200,000 sq. ft.
2015
M4
Tower Hill
Office
300,000 sq. ft.
2005
M5
Tower Hill
Residential
150 units
Beyond 2020
M6
Tower Hill
Residential
150 units
2010
M7
Tower Hill
Residential
100 units
Beyond 2020
M8
Office
50,000 sq. ft.
2003
Source: Union County Division of Economic Development.
Compiled by: BRW, Inc., April 2000.
3.2.4
Economic/Secondary and Joint Development Impacts
A.
Future Land Use Conditions and
Potential to Stimulate Growth in Station Areas
Midtown Station
The planned light rail station in Midtown Elizabeth would enhance the marketability of downtown stores
and office space. The station would be a positive benefit to the City of Elizabeth's current efforts to
revitalize the Midtown area. At present, the planned Midtown revitalization is stalled due to issues with
the selected developer. The new LRT station would bring additional people downtown, increasing retail
sales in the station area and encouraging new developers to enter the Elizabeth real estate market.
There are several active redevelopment plans in the Midtown Area. These include the Tower Hill
Development, a new building for Union County College, and infill retail development along Broad Street
and Elizabeth Avenue (Table 3-9 and Figure 3-8). The Tower Hill Development is within the station area
and includes retail space, market-rate residential housing, and senior citizens housing. A total of
1,000,000 new square feet of office space and 400 housing units are planned for the midtown area
between now and 2020.
HHHHHHHH
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-18
NERL Alignment 11-9
RIDOR (Amtrak)
Airport Monorail
Development
Potential in
Elizabeth
Figure 3-8
Airport Parking
LOID
NEWARK AVE.
NORTH EASI
MADISON AVE.
EWR Monorail Parking
Lot D Station
E.
NEWARK
INTERNATIONAL
AIRPORT
Elizabethport Potential Development
M# Midtown Potential Development
North Elizabeth
Station
Proposed LRT
Proposed LRT Station
Potential Future Connections
MIDTOWN
ELIZABETH
€
Potential Future Station Site
E2
North Avenue
Station
Kids IKEA
Existing Rail Line
BROAD ST
Recreational
Center
ELIZABETH CENTER DR.
HENRY ST
MOLESTER SE
Existing NJ TRANSIT
Commuter Rail Station
Midtown
Station
JEFFERSON AV
DOWD AVE
ELIZABETHPORT
Study Area
EXIT 13A
M6
DIVISION ST.
MAGNOLIA AVE
1&9 (Spring St.)
Station
NORTH AV
GRAND ST.
M3
Potential
Cranford Plainfield
Extension
MAY Broad 51.
Station
M8
INTUISYO
E10
Kapkowski Rd.
Station
11-9
Freight)
NEW JERSEY TURNPIKE
Planned Horel
ConferenceCenter
CREMIC
(MS
VE12
YORK ST.
E JERSEY ST
CSX Yard
ELIZABETH
Jersey Gardens
Station
AVE
Division St.
Station
REIDET
(E13
KAPKOWSKI RO.
Yardshop
SEVENTH
S. PARK ST.
MAGNOLIA AVE
JERSEY GARDENS BLVO
TRUMBULL ST
LIVINGSTON ST.
Jersey Gardens
Mall
VETERANS
MEMORIAL DA,
Third Street
Station
To New York City
(516)
E14
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
FIFTH ST
(E15)
Elizabeth
THIRD ST.
Future
Singer Station
PORT AVE
N
Ferry Terminal
Station
Administration
A
FIRST ST
NEWARK BAY
NTRANSIT
Scale in Feet
1
400 12000
0
2000
Prepared By
BRW, Inc.

HHHHHHH
Route 1 & 9 (Spring Street) Station
Currently, the retail uses near the planned LRT station are primarily oriented to vehicular traffic on Route
1 & 9. It is not likely that the LRT station would affect these uses in the near term. In the long term, the
LRT station could enhance the marketability of the area from both a residential and commercial
perspective. In-fill housing and retail uses could be developed in the area with little impact on the
existing land uses. Care must be taken in planning new development in the immediate station area to
avoid increased traffic, noise, and air quality problems for the churches and existing residences nearby.
Division Street Station
The planned Division Street Station is located along the south side of the existing CSX Trumbull Street
Yard. The Trumbull Street Rail Yard is expected to continue as a freight handling facility for the short
and long-term future. The yard currently is being marketed as a merchandise classification yard and
Trans-Flow facility. Both uses are expected to grow as port activity increases.
Opposite the station, along Trumbull Street, there is a mix of light industrial and residential uses. In the
long term, depending on the level of activity generated by the proposed light rail station, light industrial
uses may switch to retail uses as property values increase. In-fill residential construction may take place
as real estate prices in the surrounding neighborhoods begin to reflect the improved access offered by the
LRT system.
Third Street Station
The planned Third Street Station is located at the corner of Trumbull Street and Veterans Memorial
Drive. Land use in the area is a mixture of industrial, residential, and commercial uses. Much of the
industrial land in the immediate vicinity of the station is owned by CSX, Norfolk Southern, or Shared
Assets. In the near-term, this land use is unlikely to be influenced by the light rail. However, this
industrial land may change to commercial uses in the long term if the redevelopment of the Elizabethport
area extends further south along Veterans Memorial Drive.
a
Potential Singer Station
The potential Singer Station is located near the historic Singer Sewing Machine Factory. The site
contains a main mill building, which is approximately 350,000 square feet and could be reused for mixed-
use development. The other buildings on the site are generally in poor condition and are not adaptable to
other uses. Conceptual redevelopment plans for the site include a mix of office, residential, and retail
space. The proposed LRT system would increase the marketability of the new uses, and potentially
increase the pace at which the development is undertaken.
Ferry Terminal Station
The planned Ferry Terminal Station is located on an approximately 40-acre parcel (a portion of the
acreage is a riparian grant) owned by the Orion Enterprises of New Jersey-Cherokee (OENJ). OENJ is
planning an office development and ferry terminal that will be integrated with the LRT system. The ferry
terminal will be constructed adjacent to the waterfront, immediately east of the LRT station.
Approximately 650,000-700,000 square feet of office development is anticipated for the site along with
4,000 structured parking spaces. Site plans for the development show the nearest office building
approximately 50 feet from the LRT station and the furthest approximately 400 feet from the station. The
development has already been granted a waterfront development permit. The proposed developments are
independent of the implementation of an LRT system.
a
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-19
E t
도
​Route 1 & 9 (Spring Street) Station
Currently, the retail uses near the planned LRT station are primarily oriented to vehicular traffic on Route
1 & 9. It is not likely that the LRT station would affect these uses in the near term. In the long term, the
LRT station could enhance the marketability of the area from both a residential and commercial
perspective. In-fill housing and retail uses could be developed in the area with little impact on the
existing land uses. Care must be taken in planning new development in the immediate station area to
avoid increased traffic, noise, and air quality problems for the churches and existing residences nearby.
Division Street Station
The planned Division Street Station is located along the south side of the existing CSX Trumbull Street
Yard. The Trumbull Street Rail Yard is expected to continue as a freight handling facility for the short
and long-term future. The yard currently is being marketed as a merchandise classification yard and
Trans-Flow facility. Both uses are expected to grow as port activity increases.
Opposite the station, along Trumbull Street, there is a mix of light industrial and residential uses. In the
long term, depending on the level of activity generated by the proposed light rail station, light industrial
uses may switch to retail uses as property values increase. In-fill residential construction may take place
as real estate prices in the surrounding neighborhoods begin to reflect the improved access offered by the
LRT system.
Third Street Station
The planned Third Street Station is located at the corner of Trumbull Street and Veterans Memorial
Drive. Land use in the area is a mixture of industrial, residential, and commercial uses. Much of the
industrial land in the immediate vicinity of the station is owned by CSX, Norfolk Southern, or Shared
Assets. In the near-term, this land use is unlikely to be influenced by the light rail. However, this
industrial land may change to commercial uses in the long term if the redevelopment of the Elizabethport
area extends further south along Veterans Memorial Drive.
a
Potential Singer Station
The potential Singer Station is located near the historic Singer Sewing Machine Factory. The site
contains a main mill building, which is approximately 350,000 square feet and could be reused for mixed-
use development. The other buildings on the site are generally in poor condition and are not adaptable to
other uses. Conceptual redevelopment plans for the site include a mix of office, residential, and retail
space. The proposed LRT system would increase the marketability of the new uses, and potentially
increase the pace at which the development is undertaken.
Ferry Terminal Station
The planned Ferry Terminal Station is located on an approximately 40-acre parcel (a portion of the
acreage is a riparian grant) owned by the Orion Enterprises of New Jersey-Cherokee (OENJ). OENJ is
planning an office development and ferry terminal that will be integrated with the LRT system. The ferry
terminal will be constructed adjacent to the waterfront, immediately east of the LRT station.
Approximately 650,000-700,000 square feet of office development is anticipated for the site along with
4,000 structured parking spaces. Site plans for the development show the nearest office building
approximately 50 feet from the LRT station and the furthest approximately 400 feet from the station. The
development has already been granted a waterfront development permit. The proposed developments are
independent of the implementation of an LRT system.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-19
This development, along with other development planned in the Elizabethport area, is summarized in
Table 3-9 and Figure 3-8.
Table 3-9
Elizabethport Proposed and Potential Development
Map Key
Number
(Figure 3-8)
Common Name
Use
Size
Projected Year
of
Implementation
E1
Warehouse
Distribution
2005
80,000 sq. ft.
36,000 sq. ft.
HHHHHHHHH
E2
Retail
2005
E3
Hotel
Hotel
150 rooms
2002
E4
Retail
55,000 sq. ft.
2005
E5
Airport Employee Parking Garage
Parking
2,000 stalls
2002
E6
Office
400,000 sq. ft.
2005
E7
Retail
2002
E8
Restaurant
25,000 sq. ft.
4,000 sq. ft.
450,000 sq. ft.
2002
E9
Re-use of FedEx Distribution Building
Retail
Beyond 2020
E10
Hotel
225 rooms
2010
E11
Hotel and Conference Center
Hotel
950 rooms
2002
E12
2,000 stalls
2005
Airport Employee Parking Garage
Allied Signal
Allied Signal
Parking
Distribution
E13
2020
E13
Office
630,000 sq. ft.
900,000 sq. ft.
650,000 sq. ft.
2020
E14
OENJ
Office
2018
E14
Ferry Terminal
250 boardings
2003
Transportation
Hub
Office
E15
Re-use of Singer Building
115,000 sq. ft.
2010
E15
Remaining Signer Site
Office
330,000 sq. ft.
2010
E15
Re-use of Singer Building
Residential
100 units
2010
E16
Distribution
70,000 sq. ft.
.
2005
E17
Hotel
600 rooms
2012
Source: Union County Division of Economic Development.
Compiled by: BRW, Inc., April 2000.
HHII
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-20
Jersey Gardens Station
The planned Jersey Gardens Station is located across from the first and second level entrances to the
Jersey Gardens Mall. The mall is approximately 1.1 million square feet and contains 250 outlet-type
stores. It is anchored by several national retailers. The LRT may influence the tenant mix of the mall
depending on its ridership. The LRT will enhance the marketability of the mall by providing an
additional mode of access to the 5,500 jobs at the mall.
Kapkowski Road Station
The planned Kapkowski Road Station would be located between a proposed parking garage for airport
employees and a hotel/conference center complex. The hotel/conference center will contain
approximately 950 rooms in two different structures: a 600-room full service hotel, and a 350 room
extended stay suite hotel. Negotiations with the property developer will define the relationship of the
hotel site plan to the LRT station. The airport-employee parking garage will contain 2,000 parking spaces
(See Chapter 4 for a discussion of the employee garage). By connecting the site to Newark International
Airport and other activity centers in Elizabeth, the LRT will enhance the marketability of the hotel and
conference center.
North Avenue Station
The planned North Avenue Station would be located along the north side of North Avenue west of the
intersection of North Avenue and Kapkowski Road. The station area is incorporated into the IKEA
Master Plan. Proposed for the station area is a 300,000-square-foot office building, a parking garage for
airport employees, and retail and restaurant uses. It is expected, although not finalized, that a privately
operated shuttle bus route will be developed to carry patrons and employees further into the Elizabeth-
Center-at-Exit-13A development. The LRT will enhance the marketability of this office space as well as
the other uses. The LRT could alter land use patterns in the vicinity by expediting the conversion of
industrial/port-related uses to retail and office uses. Key candidates for the land use
conversion/redevelopment include the container storage facility to the east of Elizabeth Center Drive and
the FedEx facility directly across North Avenue from the station site.
Newark International Airport Monorail Parking Lot D Station
Newark International Airport is currently in the middle of a large capital improvement program. The
program includes improved passenger facilities, new parking garages, and an Airport Monorail
connection to the Northeast Corridor. The proposed Build Alternative, with its on-airport station, would
improve the long-term viability of the airport by providing an alternate means of access for employees
and airline passengers. Due to its isolated location in the middle of an existing parking lot, it is not likely
that the proposed station would influence surrounding land use patterns.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-21
3.3
Mitigation
3.3.1
No-Build Alternative
There are no impacts to land use and socio-economic characteristics of the study area as a result of the
No-Build Alternative. Thus, no mitigation plan is necessary.
3.3.2
Build Alternative
All of the impacts to land use patterns in the study area are consistent with State, County, and City
comprehensive planning initiatives. Coordination with local planners will continue as the project
progresses to ensure that the proposed action is consistent with station area zoning and land use policies,
goals and objectives.
Community facilities are not disturbed as a result of the project. Therefore no mitigation is necessary.
A relocation plan for the displacements will be developed during the preliminary engineering phase of the
project. This relocation plan will further identify the specific properties that would be required for LRT
right-of-way, stations, and other facilities, as well as for construction and other temporary easements. In
acquiring properties, NJ TRANSIT will adhere to the requirements pertaining to land acquisition for
projects funded by the Federal Transit Administration (FTA). These requirements were promulgated in
Volume 49 of the Code of Federal Regulations (CFR) Part 24, “Uniform Relocation Assistance and Real
Property Acquisition for Federal and Federally Assisted Programs.” These regulations implement and
supplement applicable sections of the Uniform Relocation Assistance and Real Property Acquisitions Act
of 1970, as amended. All property to be acquired would be appraised on the basis of comparable sales
and land use values in the area. Owners of these properties would be offered and paid fair market value
for their property.
HHHHHHH
Adverse primary and secondary land use impacts in the study area and station areas can be mitigated with
changes to the City of Elizabeth zoning code and master plan. Changes to the zoning code and master
plan can only be made by the City of Elizabeth. Where appropriate, areas around stations should be
zoned as mixed use to allow for integration of land uses around the transit system. Station area zoning
that encourages transit use will lower the traffic impacts on neighborhood streets that access the stations.
Small noise, lighting, and other impact can be mitigated with slight design changes in the station areas.
Where possible, pedestrian and vehicular way-finding to the station areas will avoid residential
neighborhoods. Station area lighting will be designed at a pedestrian scale to minimize the impact on
nearby land uses.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-22

3.3
Mitigation
3.3.1
No-Build Alternative
There are no impacts to land use and socio-economic characteristics of the study area as a result of the
No-Build Alternative. Thus, no mitigation plan is necessary.
3.3.2
Build Alternative
All of the impacts to land use patterns in the study area are consistent with State, County, and City
comprehensive planning initiatives. Coordination with local planners will continue as the project
progresses to ensure that the proposed action is consistent with station area zoning and land use policies,
goals and objectives.
Community facilities are not disturbed as a result of the project. Therefore no mitigation is necessary.
A relocation plan for the displacements will be developed during the preliminary engineering phase of the
project. This relocation plan will further identify the specific properties that would be required for LRT
right-of-way, stations, and other facilities, as well as for construction and other temporary easements. In
acquiring properties, NJ TRANSIT will adhere to the requirements pertaining to land acquisition for
projects funded by the Federal Transit Administration (FTA). These requirements were promulgated in
Volume 49 of the Code of Federal Regulations (CFR) Part 24, “Uniform Relocation Assistance and Real
Property Acquisition for Federal and Federally Assisted Programs.” These regulations implement and
supplement applicable sections of the Uniform Relocation Assistance and Real Property Acquisitions Act
of 1970, as amended. All property to be acquired would be appraised on the basis of comparable sales
and land use values in the area. Owners of these properties would be offered and paid fair market value
for their property.
Adverse primary and secondary land use impacts in the study area and station areas can be mitigated with
changes to the City of Elizabeth zoning code and master plan. Changes to the zoning code and master
plan can only be made by the City of Elizabeth. Where appropriate, areas around stations should be
zoned as mixed use to allow for integration of land uses around the transit system. Station area zoning
that encourages transit use will lower the traffic impacts on neighborhood streets that access the stations.
III
Small noise, lighting, and other impact can be mitigated with slight design changes in the station areas.
Where possible, pedestrian and vehicular way-finding to the station areas will avoid residential
neighborhoods. Station area lighting will be designed at a pedestrian scale to minimize the impact on
nearby land uses.
NERL-Elizabeth Segment SDEIS
Land Use and Economic Activity
3-22


ት
ዘዘ
4.0
TRANSPORTATION
This chapter describes existing and future transportation facilities and services in the study area including:
.
Roadways
Public Transit
Newark International Airport Transportation
Freight Railroad Operations
Parking Facilities
Ferry Service (future)
The chapter also documents:
The method and results of the ridership forecasting efforts for the Build and No-Build Alternatives
An assessment of the impacts of the Build Alternative on the transportation system
Proposed measures to mitigate transportation system impacts
The full traffic and parking analysis is within a separate document entitled Grade Crossings and Traffic
Improvements, BRW, Inc., dated July 2002.
4.1
Affected Environment
The transportation and economic conditions in Union County must be understood in the context of their
inherent close relationships. The transportation system of Union County, especially within the City of
Elizabeth, is at the nexus of one of the world's premier air, roadway, rail and sea transportation networks.
Goods flow into and out of the County from all directions, using all modes of transportation, over both
short and long distances. The eastern portion of the County, i.e. the City of Elizabeth, enjoys a well-
developed goods movement infrastructure. The linkage of transportation, land use and economic
development form the foundation for a comprehensive plan for continued airport and port-related growth.
A key dimension to the county and city's economic success lies in the transportation infrastructure that can
be developed to support the myriad of commercial and retail establishments while maintaining critical Port
of Elizabeth functions and accessibility. Much of the new development in Union County, especially the
conversion of former industrial sites to retail use, is located within the study area.
NERL-Elizabeth Segment SDEIS
Transportation
4-1
4.1.1
Roadways
A.
Roadway Functional Classifications
The Newark-Elizabeth Rail Link – Elizabeth Segment study area is interlaced with roadways that provide
for people and goods. The roadway network consists of Interstate, principal arterial, minor arterial,
collector and local roadways. The system includes access roads to intermodal transfer points such as:
Port facilities, including Port Newark/Elizabeth (the second largest seaport in the United States)
Express Rail on-dock rail facility
Newark International Airport
Warehousing and distribution centers that support the seaport and airport
Park-and-ride lots
Rail and bus terminals
Table 4-1 describes the roadway system classification in Union County and lists some examples of
roadways in the study area that fit into the specific roadway functional classification system. The
functional classification of a roadway is determined by the regional significance of a roadway. The higher
the functional classification of the roadway, the more important the roadway is to the region and to access
outside of the region.
Table 4-1
Roadway Functional Classifications
Roadway Type
Functional Classification Description
Functional
Classification Example
Interstate/Freeway
New Jersey Turnpike
Principal Arterial
U.S. Route 1 & 9
State Route 82
Minor Arterial
A limited access highway with no grade crossings.
A street with access control, channelized intersections and
restricted parking. Collects and distributes traffic to and
from minor arterials.
A street with signals at important intersections and stop
signs on the side streets. Collects and distributes traffic
from collector streets.
A street which has the function of both mobility and access.
A street designed to provide vehicular access to abutting
property and to discourage through traffic.
and Traffic Improvements, BRW, Inc., July 2002
Broad Street
Grand/Trumbull Street
Elizabeth Avenue
Collector
Magnolia Avenue
Nearly all residential
neighborhood streets
Local Road
Source: Grade Crossi
NERL-Elizabeth Segment SDEIS
Transportation
4-2
B.
Roadway Traffic Volumes
Existing roadway traffic volumes for both weekday and weekend time periods are derived from existing
24-hour volumes collected in Spring 2000 by NJ TRANSIT. Year 2000 average daily traffic (ADT)
volumes for both weekday and weekend time periods are shown in Figure 4-1 and are listed in Table 4-2
for weekday traffic and Table 4-3 for weekend traffic.
Table 4-2
Year 2000 City of Elizabeth
Weekday Average Daily Traffic (ADT)
Roadway Name
Segment From
Segment To
2000 Weekday ADT
Grand Street
Union Street
Price Street
Grand Street
Catherine Street
Route 1 and 9
Magnolia Avenue
Catherine Street
Route 1 and 9
Trumbull Street
Division Street
Seventh Street
Dowd Avenue
Trumbull Street
Schiller Street
Veterans Memorial Drive Trumbull Street
Jersey Gardens Boulevard
Jersey Gardens Boulevard
Kapkowski Road
North Mall Entry/Exit
Kapkowski Road
Jersey Gardens Boulevard North Avenue
North Avenue
Kapkowski Road
New Jersey Turnpike
Elizabeth Center Drive North Avenue
Ikea Elizabeth Center Entry/Exit
Brewster Road (EWR) Fuel Facility
Driveway Parking Driveway
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
9,650
7,900
6,700
8,500
8,550
6,050
1,550
5,500
28,000
5,500
10,700
Table 4-3
Year 2000 City of Elizabeth
Weekend Average Daily Traffic (ADT)
Roadway Name
Segment From
Segment To
2000 Weekday ADT
Grand Street
Union Street
Price Street
Grand Street
Catherine Street
Route 1 and 9
Magnolia Avenue
Catherine Street
Route 1 and 9
Trumbull Street
Division Street
Seventh Street
Dowd Avenue
Trumbull Street
Schiller Street
Veterans Memorial Drive Trumbull Street
Jersey Gardens Boulevard
Jersey Gardens Boulevard Kapkowski Road
North Mall Entry/Exit
Kapkowski Road
Jersey Gardens Boulevard North Avenue
North Avenue
Kapkowski Road
New Jersey Turnpike
Elizabeth Center Drive North Avenue
Ikea Elizabeth Center Entry/Exit
Brewster Road (EWR) Fuel Facility Driveway Parking Driveway
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
7,950
5,350
8,300
5,950
6,200
5,100
3,500
7,600
23,000
7,650
8,550
NERL-Elizabeth Segment SDEIS
Transportation
4-3
C.
Intersection and Roadway Levels of Service
The existing weekday AM, weekday PM, weekend mid-day, and weekend PM peak hour levels of service
(LOS) were determined for the following key intersections near the LRT Line. The five intersections
listed in bold type would be at-grade LRT crossings under the Build option:
1. West Grand Street at Broad Street
2. East Grand Street at Broad Street
3. Grand Street at Madison Street
4. Grand Street at Catherine Street
5. Grand Street at Reid Street
6. Grand Street Trumbull Street at Division Street
7. Trumbull Street at Dowd Avenue
8. Trumbull Street at Veterans Memorial Drive
9. Jersey Gardens Boulevard at Veterans Memorial Drive
10. Jersey Gardens Boulevard at Kapkowski Road
11. North Avenue at Kapkowski Road
12. North Avenue at Brewster Road (EWR)
13. Brewster Road (EWR) at Fuel Facility Driveway
Factors involved in the intersection selection process included the intersection's proximity to the LRT line
and the City of Elizabeth engineering staff's input on the relative nature of the intersection's level of
congestion.
The remaining intersections are not directly impacted by the build alternative. Traffic operations for the
intersections with at-grade LRT crossings were analyzed with and without the LRT. The “with LRT”
scenario analysis assumes that the LRT has no priority' at the at-grade intersections. The traffic operations
at the remaining intersections were analyzed for the "without LRT” condition only, since the addition of
LRT will have relatively no impact upon the intersection's operations. All intersection LOS, with the
exception of the North Avenue and Kapkowski Road intersection, were analyzed macroscopically using
the software package Synchro. The North Avenue and Kapkowski Road intersection was analyzed
.
microscopically, the results of this analysis are presented in section 4.2.
Macroscopic analysis considers the traffic stream characteristics (flow, speed, density) of platoons of
vehicles and incorporates analytical relationships to model traffic flow. Intersection volume/capacity (v/c)
ratio, vehicular delay, and level of service were determined to be the measures of effectiveness (MOE) of
most interest and are explained in the following paragraphs.
According to the 2000 Highway Capacity Manual, the ratio of flow rate to capacity, often called the v/c
ratio, is referred to as the degree of saturation. V/C ratios range from 1.0 when the flow rate equals
capacity to zero when the flow rate is zero. Values above 1.0 indicate demand exceeding capacity. A v/c
greater than 1.0 indicates that the traffic signal and geometric design provides inadequate capacity for the
given flows. Improvements that might be considered to increase functional capacity of the road system
include basic changes in intersection geometry (number and use of lanes), increases in signal cycle length
if it is too short, and changes in the signal phase plan. Unacceptable delay can occur even if the v/c ratio is
less than 1.0; acceptable delay can occur even if the v/c ratio is greater than or equal to 1.0.
The LRT does not preempt or have right of way through the intersection traffic signal. Signal phases are not be
skipped to accommodate the LRT-- the LRT waits for its own phase where nonconflicting traffic movements receive
green time while the LRT is passing through the intersection.
NERL-Elizabeth Segment SDEIS
Transportation
4-4
NERL Alignment
1-9
Alrport Monorail
Year 2000
Average Daily
Traffic Volumes
Figure 4-1
Airport Parking
Lot D
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
Proposed LRT
Proposed LRT Station
Potential Future Connections
MIDTOWN
ELIZABETH
Potential Future Station Site
North Avenue
Station
Kids IKEA
World
Existing Rail Line
Recreational
Center
ZABETH
CENTER DR.
BROAD ST.
HENRY ST.
JEFFERSON AVE
Existing NJ TRANSIT
Commuter Rail Station
MCLESTER ST.
DOWD AVE
ELIZABETHPORT
Study Area
EXIT 13A
DIVISION
Source. April 2000 Automatic Traffic Recorder data (ATA)
6.700
(8,300)
1&9 (Spring St.)
Station
MAGNODA
5,500
(7,650)
GRAND ST
7,900
(5,350)
Nights
Tam.
YATLISVORM
Kapkowski Rd
Station
28,000
(23.000)
5.500
(7.600)
Planned Hotel
ConferenceCenter
1.550
(3,500)
8,500
(5,950)
NEW JERSEY TERNPIKE
cheMC
YORK ST.
EJERSEY ST
10,700
(8,550)
NEWARK
INTERNATIONAL
AIRPORT
5,000
North Elizabeth
Station
Weekday ADT
Weekend ADT
(5,000)
Midtown
Station
Broad St
Station
9.650
(7,950)
ELIZABETH
csx yard
AVE
REID ST.
Division St.
Station
6,050
(5.100)
Jersey Gardens
Station
WSKI PO
8.550
(6,200)
LRT
Yard Shop
SEVENTH
S. PARK SE
UBY
LIVINGSTON ST
MAGNOU A AVE
MBULL
JERSEY GARDENS BLVA
Jersey Gardens
Mall
NS Yard
Third Street
Station
To New York City
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
FIFTH ST
THIRD ST
Future
Singer Station
POATAVE
Ferry Terminal
Station
US Department
of Transportation
Federal Transit
Administration
Scale in Feet
FIRST
NEWARK BAY
NTRANSIT
1200
2000
Prepared By
BRW, Inc.

Potential
400
Cranford/Plainfield
Extension
0
N
A
LE
Observations of traffic volumes provide an understanding of the general nature of traffic, but are
insufficient to indicate either the ability of the street network to carry additional traffic or the quality of
service provided by the street system. For this reason, the concept of level of service (LOS) has been
developed to correlate numerical traffic volume data to subjective descriptions of traffic performance at
intersections. LOS categories range from A (best) to F (worst) and are directly related to the average
control delay per vehicle as shown in Table 4-4. LOS D has generally been established as the standard for
planning of transportation facilities for peak hour conditions and is commonly considered the threshold of
desirable traffic flow for urban areas. At signalized intersections LOS is based on the weighted average of
all approach delays. For unsignalized intersections, the LOS is based on the worst minor street movement
delay.
Table 4-4
Intersection Level of Service Descriptions
Delay per Vehicle (s)
Level of Service
Description
Signalized Unsignalized
А
<10
10
Free flow, minimal delays
B
>10 and <20 >10 and 315 Stable flow, occasional delays
с
>20 and 35 >15 and <25 Stable flow, periodic delays
D
>35 and 355 >25 and <35 Restricted flow, regular delays
E
>55 and 580 >35 and 350 Maximum capacity, extended delays
F
>80
>50
Forced flow, excessive delays
Source: Highway Capacity Manual, Transportation Research Board
The traffic operation analysis MOE results for each intersection during the peak hours are shown in the
following figures:
Figure 4-2 Year 2000 Weekday AM Peak Hour Level of Service and Delay
Figure 4-3 Year 2000 Weekday PM Peak Hour Level of Service and Delay
Figure 4-4 Year 2000 Weekend Midday Peak Hour Level of Service and Delay
Figure 4-5 Year 2000 Weekend PM Peak Hour Level of Service and Delay
The results are also presented in Tables 4-5 through 4-8.
As shown in Table 4-5, the Year 2000 Weekday AM peak hour “without LRT” scenario LOS breakdown
is as follows:
LOS A = 1 intersection
LOS B = 9 intersections
LOS C= 2 intersections
For all but one intersection with an at-grade LRT crossing, the presence of the LRT during the Weekday
AM peak hour results in an increase in intersection delay but does not degrade the intersection LOS. The
North Avenue and Brewster Road (EWR) intersection LOS is reduced by one LOS; this is due to the
intersection delays being very close to the LOS B/LOS C border and the delay decreasing slightly in the
“with LRT” scenario.
NERL-Elizabeth Segment SDEIS
Transportation
4-5
Table 4-5
Year 2000 Intersection Level of Service – Weekday AM Peak Hour
Volume to Capacity Ratio, and Vehicular Delay in Seconds
Intersection
Year 2000 (Without LRT)
VIC
Delay
LOS
Ratio
(sec)
Year 2000 (With LRT)
VIC Delay
LOS
Ratio (sec)
W. Grand Street & Broad Street
0.70
19.5
B
E. Grand Street & Broad Street
0.63
18.8
B
E. Grand Street & Madison Street
0.58
16.3
B
Intersections not directly
impacted by LRT operations
Grand Street & Catherine Street
0.30
12.5
B
Grand Street & Reid Street
NA
23.12
Grand Street Trumbull Street & Division Street
0.69
16.0
B
Trumbull Street & Dowd Avenue
0.44
12.7
B
0.47
17.6
B
0.59
11.0
B
0.60
19.7
B
Trumbull Street & Veterans Memorial Drive
Jersey Gardens Boulevard & Veterans Memorial
Drive
0.21
16.6
B
Intersections not directly
impacted by LRT operations
A
See Table 4-15
с
0.58
19.9
B
Jersey Gardens Boulevard & Kapkowski Road 0.10 4.4
North Avenue & Kapkowski Road
See Table 4-15
North Avenue & Brewster Road (EWR)
0.59 20.8
Brewster Road (EWR) & Fuel Facility Driveway
0.31 11.9
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes: "Unsignalized intersection. LOS based upon worst approach delay.
Worst Approach Delay or LOS
V/C = Volume to Capacity Ratio, LOS = Level of Service
B
0.30
12.7
B
1
2
As shown in Table 4-6, the Year 2000 Weekday PM peak hour“without LRT” scenario LOS breakdown is
as follows:
LOS A = 2 intersections
LOS B = 9 intersections
LOS C= 0 intersections
LOS D = 1 intersection
For all but one intersection with an at-grade LRT crossing, the presence of the LRT during the Weekday
PM peak hour results in an increase in intersection delay but does not degrade the intersection LOS. The
Trumbull Street and Veterans Memorial Drive intersection delay increases significantly with the addition
of LRT. This increase in delay is due in part to the existing intersection geometry; mitigation involving a
minor geometric change at this intersection that improves intersection operations is discussed immediately
following the Year 2000 peak hour LOS tables.
NERL-Elizabeth Segment SDEIS
Transportation
4-6
NERL Alignment
1-9
Airport Monorail
Airport Parking
LOID
Year 2000 Weekday
Intersection
AM Peak Hour
Level of Service and
Average Delay
Figure 4-2
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
(B/12)
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
A/00)
LOS / Average Vehicular
Delay in Seconds
Proposed LRT
o
Proposed LRT Station
MIDTOWN
ELIZABETH
IKEA
Potential Future Connections
North Avenue
Station
Kids
World
ABETH
CENTER DR
Potential Future Station Site
Recreational
Center
BROAD ST
HENRY ST.
JEFFERSON AVE
MCLESTER ST.
Existing Rail Line
(B/20
(C/21)
DOWD AVE
BLIZABETHPORT
Existing NJ TRANSIT
Commuter Rail Station
EXIT 13A
Midtown
Station
DIVISIONS
Study Area
MAGNOLIA AVE
1&9 (Spring St.)
Station
NORTH AVE
GRANO ST
Broad SH
Station
B/19)
(B/13
Kapkowski Rd
Station
B/16
B/13)
1-9
CHEMICA. COAST LINE
(Freight
(B/16
NEW JERSEY TURNPIKE
Planned Hotel
ConferenceCenter
(23/0)
YORK ST.
A/4
E. JERSEY ST
ELIZABETH
csx Yard
Jersey Gardens
Station
AVE
Division St.
Station
B/17
REID ST.
LRT
Yard
Shop
KAPKOWSKI RD
SEVENTH ST
S PARK ST
RUMB
MAGNOLIA AVE
JERSEY GARDENS BEVO.
MBULL ST
LIVINGSTON ST.
Jersey Gardens
Mall
B/13)
VETERANS
MENORIAL OR
NS Yard
Third Street
Station
To New York City
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
FIFTH ST
(8/11)
Elizabeth
THIRD ST.
Future
Singer Station
PORT AVE.
Ferry Terminal
Station
Federal Transit
Administration
FIRST ST
NTRANSIT
Scale in Feet
NEWARK BAY
1
1200
2000
Prepared By
BRW, Inc.

Potential
400
Cranford/Plainfield
N
Extension
1
NERL Alignment
(1-9
Altport Monorail
Airport Parking
Lor D
Year 2000 Weekday
Intersection
PM Peak Hour
Level of Service and
Average Delay
Figure 4-3
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE.
EWR Monorail Parking
Lot D Station
A/9
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
AJOO)
LOS / Average Vehicular Delay
in Seconds
Proposed LRT
o
Proposed LRT Station
MIDTOWN
ELIZABETH
IKEA
Potential Future Connections
North Avenue
Station
Kids
World
CENTER DR
Potential Future Station Site
Recreational
Center
BROAD ST
JEFFERSON AVE
HENRY ST.
McL.ESTEA SE
Existing Rail Line
DOWD AVE
(B/13)
B/17
ELIZABETHPORT
Existing NJ TRANSIT
Commuter Rail Station
EXIT 13A
DIVISION ST.
Midtown
Station
ર
Study Area
MAGNOLIA AVE.
1&9 (Spring St.)
Station
NORTH AVE
GRAND ST
C/34)
Broad St
Station
B/20)
(FreeST LINE
Kapkowski Rd
Station
B/17
1-9
B/13
(B/17
NEW JERSEY TURNPIKE
D/30)
Planned Hotel
ConferenceCenter
CHEMIC
YORK ST.
A/6
E. JERSEY ST
CSX Yard
ELIZABETH
Jersey Gardens
Station
AVE
Division St.
Station
REID ST.
(B/18
KAPKOWSKI RO
LRT
Yard/Strop
SEVENTH ST.
S. PARK ST.
MAGNOLIA AVE
SUMBUA
JERSEY GARDENS BLVD.
LIVINGSTON ST.
Jersey Gardens
Mall
B/12)
VETERANS
MEMORIAL DR
NS Yard
Third Street
Station
To New York City
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
(B/15
THIRD ST.
PORT AVE.
Future
Singer Station
Ferry Terminal
Station
FIRST ST
Scale in Feet
NEWARK BAY
NTRANSIT
1200
2000
Prepared By
BRW, Inc.

Potential
400
Cranford/Plainfield
0
Extension
A
II
,
L
NERL Alignment
Alrport Monorail
Airport Parking
Lot D
Year 2000 Weekend
Intersection
Midday Peak Hour
Level of Service and
Average Delay
Figure 4-4
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
A/9
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
A/00)
LOS / Average Vehicular Delay
in Seconds
Proposed LRT
o
Proposed LRT Station
MIDTOWN
ELIZABETH
IKEA
Potential Future Connections
North Avenue
Station
Kids
World
ABETH CENTER DA
Potential Future Station Site
Recreational
Center
ROAD ST
HENRY ST.
JEFFERSON AVE
McLESTER ST.
Existing Rail Line
B/12)
(8/16
DOWD AVE
SLIZABETHPORT
Existing NJ TRANSIT
Commuter Rail Station
EXIT 13A
Midtown
Station
DIVISION ST.
Study Area
MAGNOLIA AVE
1&9 (Spring St.)
Station
NORTH AVE,
UNITAS
GRANO ST.
C/22
Broad St
Potential
Siation
Cranford/Plainfield B/18)
Extension
Kapkowski Rd
Station
B/15
1.9
B/13
(Freigh
(B114)
NEW JERSEY TURNPIKE
Planned Hotel
ConferenceCenter
B/22)
узияны
YORK ST
A/5
E JERSEY ST
CSX Yard
ELIZABETH
AVE
Jersey Gardens
Station
Division St.
Station
REID ST.
(c/22)
LAT
Yard/Shop
KAPKOWSK, RO
SEVENTH
S. PARK ST.
SAUN
MAGNOLIA AVE
JERSEY GARDENS BLVD.
LIVINGSTON ST.
Jersey Gardens
Mall
B/12)
MERITERANS
NS Yard
Third Street
Station
To New York City
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
Elizabei
(B/10
N
THIRD ST
Future
Singer Station
PORT AVE
A.
Ferry Terminal
Station
Scale in Feet
FIRST. $7.
NEWARK BAY
NTRANSIT
0
400
1200
2000
Prepared By
BRW, Inc.

І.
HHHHHH1
T
NERL Alignment
1-9
Aleport Monorail
Airport Parking
Lot D
Year 2000 Weekend
Intersection
PM Peak Hour
Level of Service and
Average Delay
Figure 4-5
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
(A/10)
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
A/00
LOS / Average Vehicular Delay
in Seconds
Proposed LRT
o
Proposed LRT Station
MIDTOWN
ELIZABETH
IKEA
Potential Future Connections
North Avenue
Station
CENTER DR
Kids
World
Potential Future Station Site
Recreational
Center
BROAD ST
MCLESTER ST.
HENRY ST.
Existing Rail Line
JEFFERSON AV
(B/15)
DOWD AVE
(B/16
ELIZABETHPORT
Existing NJ TRANSIT
Commuter Rail Station
EXIT 13A
Midtown
Station
DIVISION ST.
ای چشم شیشه
Study Area
MAGNOLIA AVE
1&9 (Spring St.)
Station
NORTH AVE
STLINE
GRAND ST
(D/45
Broad St
Station
(B/19)
Kapkowski Rd
Station
B/16
(Freighin
B/12
(B/15
(C/25
NEW JERSEY TURNPIKE
CHEMIC
Planned Hotell
ConferenceCenter
A/6
YORK ST.
JERSEY ST
CSX Yard
ELIZABETH
Jersey Gardens
Station
AVE
Division St.
Station
B/17)
REID
LRT
Yard
Shop
KAPKOWSKI PO
SEVENTH ST
S. PARK ST.
MAGNOLIA AVE
PAUMBUY
JERSEY GARDENS BLVO.
LIVINGSTON ST.
Jersey Gardens
Mall
B/13)
VETERANS
MEMORIAL
(4/10)
Third Street
Station
NS Yard
To New York City
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
THIRD ST.
Future
Singer Station
PORT AVE
Ferry Terminal
Station
FIRST ST
NTRANSIT
Scale in Feet
NEWARK BAY
1
1200
2000
Prepared By
BRW, Inc.

Potential
400
Cranford/Plainfield
0
Extension
A
N
1
1
1
1
Table 4-6
Year 2000 Intersection Level of Service – Weekday PM Peak Hour
Volume to Capacity Ratio, and Vehicular Delay in Seconds
Intersection
Year 2000 (Without LRT)
V/C
Delay
LOS
Ratio (sec)
Year 2000 (With LRT)
VIC
Delay
LOS
Ratio (sec)
W. Grand Street & Broad Street
0.59
17.5
B
E. Grand Street & Broad Street
0.65
19.8
B
E. Grand Street & Madison Street
0.56
16.6
B
Intersections not directly
impacted by LRT operations
Grand Street & Catherine Street
0.33
13.4
B
Grand Street & Reid Street'
NA
29.82
D2
Grand Street Trumbull Street & Division Street
0.74
17.3
B
0.52
12.3
B
0.55
18.4
B
0.73
14.6
B
0.77
40.5
Trumbull Street & Dowd Avenue
Trumbull Street & Veterans Memorial Drive
Jersey Gardens Boulevard & Veterans Memorial
Drive
D
0.27
18.4
B
Intersections not directly
impacted by LRT operations
A
See Table 4-15
B
0.65
19.3
B
Jersey Gardens Boulevard & Kapkowski Road 0.33 5.7
North Avenue & Kapkowski Road
See Table 4-15
North Avenue & Brewster Road (EWR)
0.62 13.4
Brewster Road (EWR) & Fuel Facility Driveway 0.30 8.7
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes: Unsignalized intersection. LOS based upon worst approach delay.
Worst Approach Delay or LOS
V/C = Volume to Capacity Ratio, LOS = Level of Service
A
0.28
9.4
A
1
2
As shown in Table 4-7, the Year 2000 Weekend Midday peak hour “without LRT” scenario LOS
breakdown is as follows:
LOS A = 2 intersections
-
.
LOS B = 8 intersections
LOS C= 2 intersections
For all intersections with an at-grade LRT crossing, the presence of the LRT during the Weekend Midday
peak hour results in an increase in intersection delay but does not degrade the intersection LOS.
NERL-Elizabeth Segment SDEIS
Transportation
4-7
Table 4-7
Year 2000 Intersection Level of Service – Weekend Midday Peak Hour
Volume to Capacity Ratio, and Vehicular Delay in Seconds
-
Intersection
Year 2000 (Without LRT)
VIC Delay
Ratio (sec)
Year 2000 (With LRT)
VIC Delay
LOS
Ratio (sec)
LOS
W. Grand Street & Broad Street
0.54
15.6
B
E. Grand Street & Broad Street
0.56
18.2
B
HHHU
E. Grand Street & Madison Street
0.42
15.4
B
Intersections not directly
impacted by LRT operations
Grand Street & Catherine Street
0.24
12.6
B
NA
22.32
c2
0.39
14.4
B
Grand Street & Reid Street'
Grand Street/Trumbull Street & Division Street
Trumbull Street & Dowd Avenue
Trumbull Street & Veterans Memorial Drive
Jersey Gardens Boulevard & Veterans Memorial
Drive
0.29
12.2
B
0.29
15.7
B
0.42
10.0
B
0.42
19.0
B
0.38
21.5
С
Intersections not directly
impacted by LRT operations
A
See Table 4-15
B
13.5
B
0.37
0.24
A
9.6
A
Jersey Gardens Boulevard & Kapkowski Road 0.46 4.6
North Avenue & Kapkowski Road
See Table 4-15
North Avenue & Brewster Road (EWR)
0.37 12.2
Brewster Road (EWR) & Fuel Facility Driveway
0.25 8.9
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes: Unsignalized intersection. LOS based upon worst approach delay.
2 Worst Approach Delay or LOS
NA = Not applicable. LRT and roadway are grade separated.
V/C = Volume to Capacity Ratio, LOS = Level of Service
1
2
-
As shown in Table 4-8, the Year 2000 Weekend PM peak hour “without LRT" scenario LOS breakdown
is as follows:
LOS A = 3 intersections
LOS B = 8 intersections
LOS C= 1 intersection
For two intersections with an at-grade LRT crossing, the presence of the LRT during the Weekend PM
peak hour results in an increase in intersection delay but does not degrade the intersection LOS. The
Brewster Road (EWR) and Fuel Facility Driveway intersection LOS is reduced by one LOS; this is due to
the intersection delays being very close to the LOS A/LOS B border and the delay increasing slightly in the
“with LRT” scenario. As in the Weekday PM peak hour, the Trumbull Street and Veterans Memorial
Drive intersection delay increases with the addition of LRT. This increase in delay is due in part to the
existing intersection geometry.
NERL-Elizabeth Segment SDEIS
Transportation
4-8
Table 4-8
Year 2000 Intersection Level of Service - Weekend PM Peak Hour
Volume to Capacity Ratio, and Vehicular Delay in Seconds
Year 2000 (With LRT)
VIC Delay
LOS
Ratio (sec)
Intersections not directly
impacted by LRT operations
C?
Year 2000 (Without LRT)
Intersection
VIC Delay
LOS
Ratio (sec)
W. Grand Street & Broad Street
0.60 16.4 B
E. Grand Street & Broad Street
0.61 19.1
B
E. Grand Street & Madison Street
0.47 15.7 B
Grand Street & Catherine Street
0.28 11.9 B
Grand Street & Reid Street
NA 24.92
Grand Street Trumbull Street & Division Street 0.50 15.0 B
Trumbull Street & Dowd Avenue
0.36 13.0
B
Trumbull Street & Veterans Memorial Drive
0.47 10.0
A
Jersey Gardens Boulevard & Veterans Memorial
Drive
0.48 16.7 B
Jersey Gardens Boulevard & Kapkowski Road
0.77 5.8
A
North Avenue & Kapkowski Road
See Table 4-15
North Avenue & Brewster Road (EWR)
0.53 15.0
B
Brewster Road (EWR) & Fuel Facility Driveway 0.21 9.8
A
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes: Unsignalized intersection. LOS based upon worst approach delay.
2 Worst Approach Delay or LOS
NA = Not applicable. LRT and roadway are grade separated.
V/C = Volume to Capacity Ratio; LOS = Level of Service
0.36
0.50
17.0
21.2
B
С
Intersections not directly
impacted by LRT operations
See Table 4-15
0.57 18.1
0.20 10.4
B
B
1
-
A total of eleven major roadway segments were analyzed using average daily traffic volume data collected
as part of this project. The following roadway segments were analyzed:
1. West Grand Street from Union Street to Price Street;
2. East Grand Street from Catherine Street to Route 1 & 9;
3. Magnolia Avenue from Catherine Street to Route 1 & 9;
4. Trumbull Street from Division Street to Seventh Street;
5. Dowd Avenue from Trumbull Street to Schiller Street;
6. Veterans Memorial Drive from Trumbull Street to Jersey Gardens Boulevard;
7. Jersey Gardens Boulevard from Kapkowski to the north mall entry/exit driveway;
8. Kapkowski Road from Jersey Gardens Boulevard to North Avenue;
9. North Avenue from Kapkowski Road to the New Jersey Turnpike ramps;
10. Elizabeth Center Drive from North Avenue to Ikea Elizabeth Center entry/exit driveway; and
11. Brewster Road (EWR) from the Fuel Facility Driveway to the Airport Parking Lot D driveway.
The 1998 Florida Level of Service Handbook was used to determine the LOS for the roadway segments.
The Florida Department of Transportation (DOT), using methodologies established in the Highway
Capacity Manual, developed this handbook. The Florida DOT is a nationwide leader in developing
generalized LOS tables. The roadway segment LOS is a qualitative assessment of the road's operating
condition, LOS A for the freest flow and LOS F for the lease free flow. The roadway segment LOS are
presented in Table 4-9.
NERL-Elizabeth Segment SDEIS
Transportation
4-9
Table 4-9
Year 2000 Roadway Level of Service – Weekday and Weekend
Weekday
Level of Service
С
С
с
С
С
C
Weekend
Level of Service
С
С
С
C
С
С
Roadway Segment
West Grand Street from Union Street to Price Street
East Grand Street from Catherine Street to Route 1 & 9
Magnolia Avenue from Catherine Street to Route 1 & 9
Trumbull Street from Division Street to Seventh Street
Dowd Avenue from Trumbull Street to Schiller Street
Veterans Memorial Drive from Trumbull Street to Jersey Gardens Boulevard
Jersey Gardens Boulevard from Kapkowski to the north mall entry/exit
driveway
Kapkowski Road from Jersey Gardens Boulevard to North Avenue
North Avenue from Kapkowski Road to the New Jersey Turnpike ramps
Elizabeth Center Drive from North Avenue to Ikea Elizabeth Center entry/exit
driveway
Brewster Road (EWR) from the Fuel Facility Driveway to the Airport Parking
Lot D driveway
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
HHHH
C
С
С
С
С
С
C
C
с
C
The LOS for all roadway segments analyzed is C. The existing levels of service for major roadway
segments within the City of Elizabeth are shown in Figure 4-6.
D.
Planned Roadway and Infrastructure Improvements
All roadway and infrastructure planned improvement projects included in the following paragraphs were
used to establish the roadway network improvements for the future year. These projects would be built
with or without implementation of the Build Alternative. Combined, these projects would increase
mobility throughout the region. Individually, they may affect access to proposed LRT stations or require
continued coordination between highway and transit officials.
Transportation Improvement Program (TIP)
The following financially committed projects from the TIP for the North Jersey Transportation Planning
Authority (NJTPA) would affect mobility within the proposed study area. The NITPA lists all
programmed State and Federally funded projects as well as all significant non-State and non-Federally
funded (Authority) projects for the next three years in the TIP. The TIP for the years 2003 to 2005
includes the following roadway improvements for the City of Elizabeth and Union County:
Rehabilitation of the Rahway River Bridge to provide new ramp connections between Route 1 & 9 and
Randolph Avenue. Route 1 will be widened to include auxiliary lanes/shoulders;
A new parallel structure over the Rahway River on Route 1 & 9 will be constructed. The new
structure will carry three 12-foot travel lanes and two 12-foot shoulders;
Replacement of the bridge over the Elizabeth River. The new structure will carry six 12-foot travel
lanes, two 12-foot outside shoulders, and two 3-foot inside shoulders, and
Replacement of Magnolia Avenue Bridge over Route 1 & 9. The new bridge will carry two 15-foot
travel lanes and two 6-foot sidewalks.
Intersection improvements at Route 1 & 9 and North Avenue.
NERL-Elizabeth Segment SDEIS
Transportation
4-10
NERL Alignment
1-9
Airport Monorail
Year 2000
Daily Roadway
Segment
Level of Service
Figure 4-6
Airport Parking
Lot D
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
#11 C(C)
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
с
Weekday Daily LOS
Weekend Daily LOS
(C)
Proposed LRT
O
Proposed LRT Station
MIDTOWN
ELIZABETH
Potential Future Connections
North Avenue
Station
Kids IKEA
World
Potential Future Station Site
.
1:13ABETH CENTER
DR
Recreational
Center
STER SE
+ Existing Rail Line
BROAD ST
JEFFERSON A
HENRY ST
DOWD AVE
ELIZABETHPORT
Existing NJ TRANSIT
Commuter Rail Station
SION ST.
EXIT 13A
Midtown
Station
#9 C(C)
Study Area
MAGNOLIA AVE
#3 C(C)
189 (Spring St.)
Station
#10 C(C)
NORTH AVE.
Broad St
Station
GRAND ST
#1 C(C)
Potential
Cranford/Plainfield
Extension
CAL COAST LINE
#2 C(C)
Kapkowski Rd
Station
1-9
(Errig
#4 C(C)
NEW JERSEY TURNPIKE
CHFMIC
#8 C(C)
Planned Hotel
ConferenceCenter
#7 C(C)
YORK ST
JERSEY ST
CSX Yard
N
ELIZABETH
Jersey Gardens
Station
AVE
Division St.
Station
#6 C(C)
REIDST
LAT
Yaral Shop
KAPKOWSKI RO.
JERSEY GARDENS BLVD.
Jersey Gardens
Mall

SEVENTH ST.
#5 C(C)
Scale in Feet
S. PARK ST.
SUMBUL
MAGNOLIA AVE
UVINGSTON ST.
VETERANS
MEMORIAL DR
Third Street
Station
To New York City
NS Yard
FIFTH ST
0 400
1200
2000
/
Map Road Segment
Key #
1 West Grand Street from Union Street to Price Street
2 East Grand Street from Catherine Street to Route 1&9
3 Magnolia Avenue from Catherine Street to Route 1 & 9
4 Trumbull Street from Division Street to Seventh Street
5 Dowd Avenue from Trumbull Street to Schiller Street
6 Veterans Memorial Drive from Trumbull Street to Jersey Gardens Boulevard
7 Jersey Gardens Boulevard to the north mall entry/exit driveway
8 Kapkowski Road from Jersey Gardens Boulevard to North Avenue
9 North Avenue from Kapkowski Road to the New Jersey Turnpike ramps
10 Elizabeth Center Drive from North Avenue to IKEA Elizabeth Center entry/exit driveway
11 Newark International Airport Peripheral Drive from the Fuel Facility Driveway to the
Airport parking Lot D driveway
THIRD ST
Future
Singer Station
POÁT AVE.
Ferry Terminal
Station
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.
FIRST ST
NEWARK BAY
Fi
IHHHHH
Long Range Transportation Plan (LRTP)
The NJTPA is also responsible for completing a financially constrained, long-range regional transportation
plan that addresses long range (20-year) transportation needs in Northern New Jersey. This plan, entitled
2025 Access & Mobility Regional Transportation Plan, was last updated in September of 2002. Below is a
list of projects that have been identified for short and mid-term implementation in and around the study area.
.
.
>
HIGHWAY/BRIDGE
Near-Term Investments
CARGOMATE
Elizabeth Ferry Project
International Intermodal Corridor
Kapkowski Road - Kapkowski Road, North Avenue and Trumball Street, planning study
Portway
Union County Resurfacing, FY 2003
Rte. 1&9 Sec. 4T, Elizabeth River Bridge Mile posts: 44.00 – Bridge over Elizabeth River,
replacement
Rte. 1&9 Sec. (6), Magnolia Avenue Bridge Mile posts: 44.65 – 44.75 –
Rte. 1&9 Sec. North Avenue Mile posts: 45.20 – 45.60 – Intersection at North Avenue, operational
and safety improvements
Rte. 1&9 Sec. Rahway River Bridge Mile posts: 38.68 - New structure over the Rahway River
Rte. 82 Sec. Rahway River Bridge Mile posts: 0.38 - Bridge over Rahway River, rehabilitation or
replacement
Rte. 82 Sec. Union County Streetscape and Intersection Improvements Mile posts: 2.30 – 5.00 –
Garden State Parkway to midtown Elizabeth, landscape, urban design, and intersection improvements
.
-
.
Mid-Term Candidates
CARGOMATE
Elizabeth Ferry Project
Kapkowski Road - Kapkowski Road, North Avenue and Trumball Street, planning study
Portway
Portway, Phase 1
South First Street Bridge – Bridge over Elizabeth River, proposed rehabilitation or replacement
Union County TDD - Union County Transportation Development District Planning Study
TRANSIT
Near-Term Investments
Newark-Elizabeth Rail Link MOS 1
.
AUTHORITY INVESTMENTS
Near-Term Investments
Interchange 12 improvements - Construction of an access road from Carteret in Middlesex County to
Tremley Point in Union County.
PANYNJ – McLester Street Grade Separation / Lead Track Installation. Construction of a relocated
rail lead rack for the Express rail Inermodal transfer facility. Elevating main rail line into express rail
and depressing McLeser Street.
PANYNJ – Newark Airport Southern Access Roadway Project.
PANYNJ - Port Newark Intermodal Terminal.
PANYNJ – Widen and Reconfigure Inner/Outer Port Street from Corbin Street to Doremus Avenue.
.
The NERL-Elizabeth Segment is included as a future rail project in the NJTPA LRTP.
NERL-Elizabeth Segment SDEIS
Transportation
4-11
Union County Transportation Development District Improvements
The Union County Transportation Development District has identified various planned roadway
improvements designed to provide relief within the county's transportation network. They include seven
site specific improvements and two corridor-wide strategies.
LLIHHH
O
Site specific improvements include:
Grade separation at North Avenue, Dowd Avenue, and Division Street
Grade-separated crossing at Magnolia Avenue and Route 1 & 9. (This project is listed on the NJTPA
TIP, as noted above.)
York Street extension into the Jersey Gardens Mall
New Jersey Turnpike truck connection to Tremley Point
Improvements to Route 1 & 9 in the area of Linden Airport
Improvements to local connections at the New Jersey Turnpike Interchange 13
1-278 connections to and from Route 1 & 9 northbound
.
Corridor-Wide Strategies include:
Computer-controlled Traffic Signal and Traveler Information System
High-tech transit shuttle bus/van system along the Northeast Corridor
Kapkowski Road Transportation Planning Study
The North Avenue and Kapkowski Road intersection serves two distinct traffic flows. During the
weekday, the predominant vehicle type is heavy truck traffic traveling between Route 1/9, the airport, the
New Jersey Turnpike and the Ports of Elizabeth and Newark. During the evening and on weekends the
predominant vehicle type is a passenger vehicle destined for Jersey Gardens and IKEA. The lane uses and
signal timings are changed to accommodate the traffic during the various peak periods.
A significant amount of redevelopment, primarily retail and hotel development, is expected to occur in the
vicinity of the North Avenue and Kapkowski Road intersection. The problem is of such significance that,
according to the Union County Kapkowski Road Transportation Planning study, the existing North
Avenue and Kapkowski Road intersection and the surrounding transportation system will need to be
improved to handle the forecasted volumes of the redevelopment whether or not the LRT is implemented.
The FHWA-sponsored Kapkowski Road Transportation Planning Study proposes that the following
improvements be made to the North Avenue/Kapkowski Road Area (see Figure 2-1):
1. Construct a ramp from North Avenue (eastbound), beginning at a point just west of the New Jersey
Turnpike 13A ramps to connect to Jersey Gardens Boulevard (eastbound) just west of Brewster Road.
This will require construction of a new bridge structure to carry this ramp over the existing New Jersey
a
Turnpike 13A ramps.
2. Construct a new roadway beginning along Jersey Gardens Boulevard just east of Brewster Road. The
roadway will most likely require the construction of two independent bridge structures (one for
eastbound and one for westbound traffic) over the New Jersey Turnpike, parallel to Jersey Gardens
Boulevard. The road would then cross over the Chemical Coast Line, extend into the Federal Express
Property (located at the southeast corner of North Avenue and Kapkowski Road), and then split to
NERL-Elizabeth Segment SDEIS
Transportation
4-12
provide:
a.
A direct connection (via a grade separation over North Avenue) into the IKEA Property and,
b. A new at grade intersection, opposite the site access to Crown Plaza, along Kapkowski Road
approximately midway between North Avenue and the Northerly Driveway to Jersey Gardens
Mall.
3. Realign Kapkowski Road from a point just south of the Crown Plaza Driveway to connect into the fly-
over of North Avenue, which connects into IKEA Drive. The at-grade North Avenue and Kapkowski
Road intersection will still remain but will serve fewer turn movements.
The conceptual design of these improvements has been funded in the NJTPA Transportation Improvement
Program (TIP), and is being conducted by Union County. As the design progresses, Union County through
FHWA, NJDOT, and the NJTPA will seek funding for future design and construction phases as needed.
The Kapkowski Road Plan will ultimately incorporate the requirements of this Build Alternative as it is
designed. It is anticipated that the Elizabeth Segment would cross North Avenue and Elizabeth Center
Drive at grade.
4.1.2
Public Transit
NJ TRANSIT is New Jersey's statewide public transportation corporation. Created by the Public
Transportation Act of 1979, NJ TRANSIT was established to "acquire, operate and contract for
transportation service in the public interest.” As shareholders in NJ TRANSIT, state residents are
represented by a seven-member Board of Directors who are appointed by the Governor. NJ TRANSIT
covers a service area of 5,325 square miles, making it the nation's third largest provider of bus, commuter
rail and light rail transit services. The agency's fleet of 2,025 buses, 614 trains and 45 light rail vehicles
serves more than 380,500 customers daily. On 238 bus routes and 12 rail lines statewide, NJ TRANSIT
handles nearly 224 million passenger trips each year.
A.
Rail Transit
NJ TRANSIT operates the state's commuter rail network with 591 daily trains serving 161 stations in 137
communities statewide. The rail system's 12 lines are grouped into three divisions with transfers to the
state's bus system possible at 123 rail stations. NJ TRANSIT also operates the Newark City Subway a (4.3
mile light rail system) and the first 8-mile first segment (7.5 miles) of the Hudson-Bergen light rail system
between Bayonne and Hoboken Terminal.
The City of Elizabeth is currently served by two NJ TRANSIT commuter rail lines (Northeast Corridor and
the North Jersey Coast Line) at two stations - Broad Street Elizabeth and North Elizabeth. The Northeast
Corridor traverses the City of Elizabeth from southwest to northeast on an embankment. It crosses over the
CSX (former CNJ) right-of-way and Broad Street in downtown Elizabeth. Northeast Corridor trains from
Trenton and North Jersey Coast Line trains from Long Branch stop at the Broad Street Elizabeth and North
Elizabeth stations en route to Newark and New York. During the week, 57 northbound and 50 southbound
trains stop at the Broad Street Station on the Northeast Corridor Line and 23 northbound and 25
southbound trains stop at the Broad Street Station from the North Jersey Coast Line. Connections to other
NJ TRANSIT lines and AMTRAK can be made in Newark and New York City. As shown in Table 4-10,
while the North Elizabeth Station has experienced a drop in ridership due to changes in the station area
parking policies, the Broad Street and North Elizabeth NJ TRANSIT rail stations combined have
experienced a 20% growth in ridership over the past seven years.
a
NERL-Elizabeth Segment SDEIS
Transportation
4-13
Table 4-10
1992-1999 NJ TRANSIT Rail Ridership
Broad Street and North Elizabeth Stations
Average Weekday Boardings
1995
1999 % Change 1992-1999
1992
North Elizabeth
667
624
499
-25.2%
Elizabeth (Broad Street)
2,770
2,618
3,624
30.8%
4,123
20.0%
Total Elizabeth NJ TRANSIT Ridership 3,437 3,242
Source: NJ TRANSIT, Business Planning.
Note: *Permit/fee-based parking was established in the station area.
“A new parking structure as completed next to the station.
B.
Bus Transit
NJ TRANSIT operates an extensive bus network of intra and interstate routes between New York and
Philadelphia. The system serves the region's commercial centers with commuter runs to and from
Manhattan, Newark, Jersey City, Trenton, Camden, Atlantic City and Philadelphia. The agency's bus
service is defined in three categories. These are:
• Transit – Local, intra-city service operating with frequent stops.
• Shorter Distance Suburban - Commuter service usually originating and/or ending at a major terminal.
Longer Distance Suburban - (Express) - Service originating a minimum of 12 miles from a major
destination, with express service offered for at least the last four miles of the trip.
.
A significant amount of NJ TRANSIT's Union County bus service focuses on downtown Elizabeth, which
serves as the County's transit center. In addition to connections between buses, transfers can be made to
the Northeast Corridor for access to Newark and New York or to intermediate points along the Northeast
Corridor to Trenton or the North Jersey Coast Line to Long Branch. Local bus routes provide area
circulation in Elizabeth, extend to other areas in Union County and link Elizabeth with Newark and Essex
County neighborhoods. Express bus service to New York City and Newark is also provided. The majority
of bus activity and passenger transfers occur along Broad Street and East Jersey Street. Existing transit
service within the corridor study area is provided by local and express bus routes 12, 24, 26, 37, 40, 52,
56/57, 58, 59, 62, 111, 112, and 113. Figure 4-7 illustrates the existing bus system within the study area.
Table 4-11 displays a summary of destinations, service type and FY 1999 bus-hours, boardings (ridership)
and median daily ridership for an average ridership month in FY 1999 for each route within the corridor
study area. Table 4-12 illustrates the number of weekday eastbound and westbound buses to and from the
City of Elizabeth.
NERL-Elizabeth Segment SDEIS
Transportation
4-14
NERL Alignment i 1-9
Airport Monorall
37
Existing
Bus System in
Elizabeth Study
Area
Figure 4-7
Airport
Parking
Lor D
59
1131
40)
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
56/57
MADISON AVE
112
113
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
62
Proposed LRT
24
o
Proposed LRT Station
112
62
Potential Future Connections
MIDTOWN
ELIZABETH
Potential Future Station Site
56/57
Existing Rail Line
North Avenue
Station
26
62
62.
Kids
World
IKEA
TH CENTER DR
Existing NJ TRANSIT
Commuter Rail Station
Recreational
Center
BROAD ST.
HENRY ST.
MCLESTER SL.
JEFFERSON AVE
Study Area
MORRIS AVE
DIVISION ST.
On to
NJ Turnpike
52
DOWD AVE.
62
ELIZABETHPORT
56/57
Midtown
Station
Limited
Service
EXIT 13A
1&9 (Spring St.)
Station
40
MAGNOLIA AVE
NORTH AVE
62
111
froad St.
GRAND ST
flation
58
Potential
Cranford/Plainfield
Extension
59
112
24,26,52,56/57
58,59 112
CHEMICAL COAST LINE
(Freight)
Kapkowski Rd
Station
[
NEW JERSEY TURNPIKE
Planned Hotel
ConferenceCenter
WESTFIELD AVE.
YORK ST
EJERSEY ST
CSX Yard
EUZARETH
AVE
REID ST.
Jersey Gardens
Station
Division St.
Station
KAPKOWSKI RD.
Shop
24
SEVENTH ST.
24
S. PARK ST.
MAGNOLIA AVE.
JERSEY GARDENS BLVD.
TRUMBULL STN
26
Jersey Gardens
Mall
NGOTON 6T.
52
56/57
VETERANS
MEMORIAL DR
NS Yard
Third Street
Station
To New York City
BUS ROUTES
$24 Orange/Elizabeth
$26 Irvington Elizabeth
$37 Lyons Avenuel Newark Airport
#40 Kearny/ Jersey Gardens
#52 Morris Avenue
#56/57 Elizabeth-Wintield-Tremley
#58 Elizabeth-Kenilworth
#59 Plainfield Newark
#62 Newark Woodbridge/Perth Amboy
#111 Jersey Gardens Mail
#112 Clark New York
#113 Duneller New York
ELIZABETH AVE
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
THIRD ST.
24
57 Only
58
PORT AVE.
Ferry Terminal
Station
N
24
FIRST $T.
WASHINGTON AVE.
NEWARK BAY
NTRANSIT
Scale in Feet
Future
Singer Station
O
400
1200
24
2000
Prepared By
BRW, Inc.

j
]
E
I
1
)
Table 4-11
Newark-Elizabeth Rail Link – Elizabeth Segment
FY 1999 Bus-Hours and Ridership for Study Area Routes
Route
Type
Route
Number and Name
Annual
Bus-Hours
Annual
Boardings
Median Daily Ridership
(April FY 1999)
Local
#12 - Elizabeth *
n/a
n/a
n/a
-
Local #24 - Orange/Elizabeth *
n/a
na
na
Local #26 - Irvington Elizabeth
11,713 442,947
1,687
Local #37 - Lyons Avenue/Newark Airport
13,724 517,455
1,817
Local #40 - Kearny/Jersey Gardens
15,152 359,572
1,340
Local #52 - Morris Avenue
11,199 347,490
1,330
Local #56/57 - Elizabeth-Winfield-Tremley
19,247 326,922
1,188
Local #58 - Elizabeth / Kenilworth
13,555 404,112
1,490
Local #59 - Plainfield / Newark
51,303 1,748,757
6,100
Local #62 - Newark/Woodbridge/Perth Amboy 82,213 2,852,971
8,955
Local
#111 - Jersey Gardens Mall **
n/a
57,500
160
Express #112 - Clark / New York
30,307 543,265
1,752
Express #113 - Dunellen / New York*
88,534 1,201,005
4,143
Source: NJ TRANSIT, Bus Service Planning., August 2000
Note: * This service is run by Coach USA, a private carrier.
** This service started in April 2000; Ridership estimates have been based on April 10 February service. Bus service
is attached to other bus assignments, therefore no specific bus hours can be allocated.
*** This data also includes route counts for the route #116.
***
Table 4-12
Number of Weekday Buses to and from Elizabeth
Route
Type
Route
Number and Name
Before
7 AM
7AM-
10AM
10AM-
4PM
4PM-
7PM
After
7PM
Total
31
51
96
37
35
250
6
10
20
12
7
55
-
5
10
14
11
8
48
7
10
15
11
9
52
4
11
17
11
3
46
8
16
27
14
6
71
8
10
18
10
3
49
Local #24 – Orange/Elizabeth *
Local #26 - Irvington/ Elizabeth
Local #37 - Lyons Avenue/ Newark Airport
Local #40 - Kearny/ Jersey Gardens
Local
#52 - Morris Avenue
Local #56/57 – Elizabeth-Winfield-Tremley
Local #58 - Elizabeth-Kenilworth
Local #59 - Plainfield Newark
Local #62 – Newark/Woodbridge/Perth Amboy
Local #111 - Jersey Gardens Mall
Express #112 - Clark, New York
Express #113 - Dunellen/ New York
Source: NJ TRANSIT Bus Schedules, August 2000
Note: *This service is run by Coach USA, not NJ TRANSIT.
14
18
37
21
10
100
22
19
51
21
45
158
0
1
4
2
2
9
6
8
13
12
11
50
0
4
7
10
7
28
NERL-Elizabeth Segment SDEIS
Transportation
4-15
4.1.3
Newark International Airport Transportation
At the northern terminus of the proposed LRT project is the Newark International Airport monorail. The
airport monorail distributes passengers and employees to all of the airport terminals, rental car agencies,
and most airport long-term passenger parking facilities. The monorail was constructed by the Port
Authority of New York and New Jersey using federal passenger facility charges (PFC) and opened for
service in 1995. The airport monorail currently operates at 3 to 4 minute headways during the peak hour
(5:00 am-11:00 pm) and 10 minute headways in the off-peak (11:00pm-5:00am). The existing alignment
between parking lot C, the central terminal area, and parking lot D is 1.9 miles and has a 2,600 person/hour
capacity between any two stations.
The monorail system was recently extended by 1 mile to connect to a new airport station being built on the
Northeast Corridor (NEC). The NEC station is projected to serve 8,300 riders per day including 4,500 air
passengers and 3,800 airport employees. The NEC station is located approximately midway between
Newark Penn Station and Broad Street Elizabeth Station along the Northeast Corridor. Travel time to the
station from either direction is approximately 6 minutes. In addition to Northeast Corridor trains, the NEC
station is designed to accommodate NERL when the MOS-2 is built. Travel time to the terminals from the
NEC station is: Terminal C - 4.4 minutes, Terminal B- 5.2 minutes, Terminal A-8 minutes. A trip from
the NEC station to the end-of-line station at Parking Lot D is approximately 19 minutes. The monorail
does not currently service airport employee parking. Travel time to the NEC station on the second
operable segment of NERL from Penn Station Newark will be approximately 23 minutes.
4.1.4
Freight Railroad Operations
During the past 30 years, the economy of the New York New Jersey Metropolitan area has experienced
significant growth in service industries and a general decline in manufacturing and industrial jobs. As the
industrial sector declined, so did some of the need for multiple freight yards, routes and tracks. Much of
the rail infrastructure was abandoned, sold and torn up as part of a general freight rail disinvestment
brought about by the bankruptcy of half a dozen railroads and the subsequent formation of Conrail.
The former Central Railroad of New Jersey (CNJ) provided passenger and freight service from points west
of Midtown Elizabeth to the Elizabethport area. The CNJ operated passenger service within this corridor
from the 1800s to the late 1970s. Since that time, much of the CNJ Corridor has been out of service,
except for NJ TRANSIT's Raritan Valley Line commuter service that operates on the Plainfield-to-
Cranford segment of the former CNJ Corridor.
The original CNJ service was the primary transportation mode that supported growth within Union
County. The CNJ Corridor provided rail service to Elizabeth and destinations east, over Newark Bay into
Bayonne on the Conrail Bayonne Branch and eventually to ferries bound for New York City from Jersey
City. The corridor enjoyed a long and successful history of serving the rail passenger as well as supporting
freight haulers. Figure 4-8 illustrates the current freight railroad lines and ownership by company (NJ
TRANSIT, CSX, Norfolk Southern, and Conrail Shared Assets Organization (Shared Assets?) through the
City of Elizabeth.
2 The Conrail Shared Assets Organization (Shared Assets) was created during the sale of Conrail to Norfolk Southern
and CSX. Unable to equitably split rail capacity in Northern New Jersey and two other locations, the two companies
agreed to create Shared Assets as their local agent and operator in Northern New Jersey. Generally Shared Assets
performs the following tasks: customer pick-up and delivery of rail cars, yard switching , dispatching, inspections,
minor repairs and maintenance, and shipment protection.
NERL-Elizabeth Segment SDEIS
Transportation
4-16
NERL Alignment (1-9
Alrport Monorail
Existing Freight Rail
Lines, Facilities and
Ownership
Figure 4-8
Airport Parking
Lot D
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE.
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
Shared Assets
Nortolk Southern Rail and Yard
CSX Rail And Yard
New Jersey TRANSIT
Proposed LRT
Proposed LRT Station
MIDTOWN
ELIZABETH
Potential Future Connections
Potential Future Station Site
North Avenue
Station
Kids
World
IKEA
BETH CENTER DR.
Recreational
Center
Existing Rail Line
BROAD ST.
JEFFERSON AVE
HENRY ST.
MCLESTER SU
EL
DOWD AVE.
Existing NJ TRANSIT
Commuter Rail Station
ELIZABETHPORT
EXIT 13A
Midtown
Station
DIVISION ST.
Study Area
"A corporation of CSX and Nortolk Southern
MAGNOLIA AVE
1&9 (Spring St.)
Station
SSSSSSS
NORTH AVE
Broad St.
Station
GRAND ST.
1-9
(Freight)
Kapkowski Rd
Station
CHEMICAL COAST LINE
NEW JERSEY TURNPIKE
Planned Hotel4
ConferenceCenter
YORK ST.
E. JERSEY ST.
CSX Yard
ELIZABETH
Jersey Gardens
Station
AVE.
Division St.
Station
REID ST.
KAPKOWSKI RD.
LAT
Yard/Shop
SEVENTH ST.
S. PARK ST.
MAGNOLIA AVE.
RUMBUY
JERSEY GARDENS BLVD.
LIVINGSTON ST.
Jersey Gardens
Mall
VETERANS
MEMORIAL DR
NS Yard
Third Street
Station
To New York City
FIFTH ST
Elizabeth
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Fodoral Transit
Administration
TRANSIT
THIRD ST.
Future
Singer Station
PORT AVE.
Ferry Terminal
Station
FIRST ST.
Scale in Foet
NEWARK BAY
1200
2000
Prepared By
BRW, Inc.

Potential
Cranford Plainfield
Extension
400
N
A
1
។
1
1
1
1
1
t
1
1
The former CNJ Corridor from Plainfield to just east of Cranford Station (Aldene Interlocking) is owned
by NJ TRANSIT; east of Aldene Interlocking, all the way to Midtown Elizabeth, it is owned by the Shared
Assets Company, except for a small section of the right-of-way (ROW) in Midtown Elizabeth which is
owned by NJ TRANSIT. East of Midtown Elizabeth including Trumbull Yard the right-of-way is owned
by CSX up to the Chemical Coast Line. The Chemical Coast Line is a major north-south freight line
operating through Elizabethport. East of the Chemical Coast Line, the ROW is owned by Norfolk
Southern (NS) all the way to Newark Bay. In June of 1998, the Surface Transportation Board approved
the acquisition of Conrail by Norfolk Southern and CSX Transportation. In June 1999, Norfolk Southern
(NS) and CSX Transportation (CSXT) began competitive long distance service over their newly acquired
territories as well as cooperative local pick up and delivery service in the northern New Jersey port area
through their jointly owned Conrail Shared Asset Organization.
The major terminal switching yard owned by CSXT is known as E-Port or the Trumbull Street Yard and is
bounded by Trumbull and York Streets, between the Chemical Coast Line and Division Street. The actual
operating characteristics of the CSXT yard can be classified as two distinct operations.
The Merchandised Switching Classification Yard contains 10,000 feet of linear track on 10 separate tracks.
In addition, there are two other tracks that support Norfolk Southern rail operations. There is also a tail
track that extends past Route 1 & 9 (on an existing structure) which is necessary to switch trains into the
yard track assembly. There are currently six local customers that receive goods from the yard, serviced by
two Conrail crews per day. On a daily basis there are 70 cars that operate 260 days per year. This is equal
to 18,000 train carloads per year, or the equivalent of 54,000 truck loads. The Merchandised Switching
Classification Yard currently operates between the hours of 6:00 a.m. and 11:00 p.m. six days per week.
The Transflow Yard allows forward deliveries of bulk cargo for pick-up by local customers via rail to truck
transfers. This yard operation has storage for approximately 180 rail cars. The daily activity in this rail
operation currently has 70 trucks per day enter and exiting the facility via York Street near Dowd Avenue.
In addition, the Conrail Operating Headquarters for Northern New Jersey (former Division Building) is
located adjacent to the Trumbull Yard at the southeast corner of Division and York Streets. The building
functions as the northern New Jersey headquarters for many Conrail/Shared Assets functions and also
contains the police, bridges and buildings, signals, training, and equipment and supplies departments.
There are approximately 100 employees within the division headquarters.
Norfolk Southern Railroad also currently operates an intermodal freight rail yard southeast of the Chemical
Coast Line, bounded by Trumbull Street and Newark Bay, known as the E-Rail facility. The current track
configuration runs the entire north-south length of the property with a tail track located at the eastern end
of the property. The tail track is used for switching locomotives between the yard tracks. Adjacent to the
tail track and to the north is a storm water detention pond. The E-Rail facility contains four tracks with
trains entering the yard from the north from a wye track from the Chemical Coast Line. The yard is a 24-
hour, 7-day-per-week operation with five trains entering and exiting the yard every day. Both Norfolk
Southern and CSXT are projecting rail freight activities to increase by the year 2021.
NERL-Elizabeth Segment SDEIS
Transportation
4-17
4.1.5
Parking Facilities
Within downtown Elizabeth there are numerous parking lots and parking decks along the proposed LRT
alignment. Heading east from downtown Elizabeth, on-street parking is permitted along Grand and
Trumbull Streets. There are two large retail districts in the study area which include the Jersey Gardens
Mall and the IKEA Elizabeth Center. Additionally, located on the Newark International Airport property
there is a large parking lot near the current terminus of the monorail in Parking Lot D.
A new 2,000 car parking facility is under consideration by the City of Elizabeth and the Port Authority.
The facility would be located near the intersection of North Avenue and Kapkowski Road near the site of a
planned hotel/conference center and a proposed LRT station. The primary users of the facility would be
airport employees whose parking would be displaced off-airport by other uses. As part of the SDEIS, the
transportation impacts of the proposed facility on the future transportation system were analyzed. At this
time, the Port Authority has not yet determined whether, when or where such a facility should be
constructed. The Build Alternative ridership forecasts, however, presume eventual construction and
operation of such a facility in concert with the LRT.
4.1.6
Ferry Service (Future)
A private developer has obtained waterfront development and dredging permits for the development of a
ferry terminal and marine facility at the eastern end of Elizabethport just north of the Singer property. An
Environmental Assessment was conducted for this project. The proposed project includes a new commuter
ferry service, operated by New York Waterways, the construction of the dock, ferry terminal and a 1000-
space parking facility. Current plans include high-speed ferry service to Lower Manhattan with an
estimated travel time of 25 minutes, operating on a 30-minute headway during weekdays. Construction of
the Elizabeth Ferry project is expected to be completed by summer 2003. The development plans for the
ferry terminal have coincided with the identification of a potential operator of high-speed ferry service for
passengers and express parcel airfreight to JFK Airport, and are increasingly a focus of government
interest in the wake of the September 11, 2001 attacks and the subsequent loss of direct rail access to the
lower Manhattan business district.
4.2
Transportation Impacts
This section presents the impacts of the No Build and Build Alternatives to the following transportation
facilities and services:
Roadways
Public Transit
Newark International Airport Transportation
Freight Railroad Operations
Parking Facilities
NERL-Elizabeth Segment SDEIS
Transportation
4-18
4.2.1
Roadways
Traffic volumes associated with the No-Build and Build Alternatives were created using information from
the NJTPA's Regional Transportation Plan, the Union County Master Plan, and results from the
Kapkowski Road Transportation Planning Study.
The Kapkowski Road Transportation Planning Study, discussed in section 4.1.1.D, was recently completed
in March 2002. The study forecasted Weekday AM and PM peak hour growth for the following four
scenarios:
1. Short Term Development Volumes (2006)
2. Combined Future Development Volumes (2021)
3. Short Term Development Volumes with Comprehensive Transportation Improvements (2006)
4. Combined Future Development Volumes with Comprehensive Transportation Improvements (2021)
The land use growth in the Future Development scenario placed a large portion of new traffic on the
roadways within the study area. The Kapkowski Road Transportation Planning Study report provides full
documentation of the development levels assumed in the Future Development Growth scenario. Included
in the study's forecasted volumes is the parking facility for Newark International Airport employees
located near the intersection of North Avenue and Kapkowski Road that was described above, in Section
4.1.5, under Parking Facilities.
A.
Intersection and Roadway Level of Service
As stated in Section 4.1, the Affected Environment section, the following five intersections along the
Elizabeth segment have at-grade LRT crossings:
1. Trumbull Street and Dowd Avenue
2. Trumbull Street and Veterans Memorial Drive
3. North Avenue and Kapkowski Road
4. North Avenue and Brewster Road (EWR)
5. Brewster Road (EWR) and Fuel Facility Driveway
Forecast year traffic operations for the intersections with at-grade LRT crossings were analyzed with and
without LRT. The Combined Future Development Volumes with Comprehensive Transportation
Improvements from the Kapkowski Road Transportation Study were used in the future year analysis. The
study forecasts were completed for the Weekday AM and PM peak hours; therefore, no future year
weekend peak hour analysis was performed. The “with LRT” scenario analysis assumes that the LRT has
no priority at the at-grade intersections. All intersection LOS, with the exception of the North Avenue and
Kapkowski Road intersection, were analyzed macroscopically. The North Avenue and Kapkowski Road
intersection was analyzed microscopically; the results of this analysis are discussed immediately following
the future year macroscopic results.
NERL-Elizabeth Segment SDEIS
Transportation
4-19
Macroscopic Intersection Level of Service
As in the existing year traffic operations analysis, intersection volume/capacity (v/c) ratio, vehicular delay,
and LOS were determined to be the measures of effectiveness (MOE) of most interest. The results are
presented in Tables 4-13 and 4-14 and are illustrated in Figures 4-9 and 4-10.
As shown in Table 4-13, the future year 2021 Weekday AM peak hour “without LRT” scenario LOS
breakdown is as follows:
.
LOS A = 0) intersections
LOS B = 1 intersection
LOS C= 1 intersection
LOS D = 0 intersections
LOS E = 0 intersections
LOS F= 2 intersections
For all intersections with an at-grade LRT crossing, the presence of the LRT during the 2021 weekday
AM peak hour does not degrade the intersection LOS. At two intersections, the intersection delay
decreases in the “with LRT” scenario. This is due in part to heavy volume movements receiving additional
green time while the LRT is crossing. It should be noted that the degradation of LOS from the existing
year LOS would occur without the addition of LRT operations. The level of service degradation is from the
increase in background traffic volumes as well as the amount of new development being built in the
vicinity of the LRT alignment.
Table 4-13
Year 2021 Intersection Level of Service – Weekday AM Peak Hour
Volume to Capacity Ratio, and Vehicular Delay in Seconds
Year 2021
(Without LRT)
VIC Delay
Intersection
Ratio (sec) LOS
Trumbull Street & Dowd Avenue
0.91 20.5 С
Trumbull Street & Veterans Memorial Drive
2.00 132.8 F
North Avenue & Kapkowski Road
See Table 4-15
North Avenue & Brewster Road (EWR)
1.51 144.8 F
Brewster Road (EWR) & Fuel Facility Driveway 0.41 14.4 B
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes: VIC = Volume to Capacity Ratio; LOS = Level of Service
Year 2021
(With LRT)
VIC
Delay
Ratio (sec) LOS
0.92 30.6 С
1.92 152.7 F
See Table 4-15
1.44 115.3 F
0.39 14.1
B
=
=
NERL-Elizabeth Segment SDEIS
Transportation
4-20
I
NERL Alignment
1-9
Aliport Monorail
Airport Parking
Lot D
Year 2021 weekday
Intersection
Level of Service and
Average Delay in
AM Peak Hour
Figure 4-9
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
B14
B14
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
A000
No LRT
With LRT
A000)
Proposed LRT
o
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
Existing Rail Line
Existing NJ TRANSIT
Commuter Rail Station
Study Area
MIDTOWN
ELIZABETH
North Avenue
Station
World
Recreational
Center
IKEA
Kids
ELIZABETH CENTER DA.
BROAD ST
JEFFERSON AVE.
HENRY ST.
MOLESTER ST
DOWD AVE
F145
F115
ELIZABETHPORT
EXIT 13A
Midtown
Station
DIVISION ST.
MAGNOLIA AVE.
1&9 (Spring St.)
Station
NORTH AVE
Broad 51
Station
GRAND ST
C28
F382
Kapkowski Rd
Station
11-9
(French)
CHEMICKA
Planned Hotel
ConferenceCenter
YORK ST.
E. JERSEY SY
xasuar mas
CSX Yard
ELIZABETH
Jersey Gardens
Station
AVE
Division St.
Station
REID ST.
LRT
Yard/Shop
KAPKOWSKI RO
SEVENTH ST
S. PARK ST.
MAGNOLIA AVE.
RUMBULL S
JERSEY GARDENS BLVD.
LIVINGSTON ST.
Jersey Gardens
Mall
C21
C31
VETERANS
MEMORIAL DA
Third Street
Station
NS Yard
To New York City
FIFTH ST
THIRD ST.
F133
F153
Future
Singer Station
PORT AVE
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

Ferry Terminal
Station
Scale in Feet
FAST
NEWARK BAY
1200
2000
Potential
400
Cranford Plaintield
0
Extension
N
1
1
1
[
T
1
了
​.
NERL Alignment
1-9
Airport Monorail
Airport Parking
Lot D
Year 2021 weekday
Intersection
Level of Service and
Average Delay in
PM Peak Hour
Figure 4-10
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak
MADISON AVE.
EWR Monorail Parking
Lot D Station
A7
A8
NEWARK
INTERNATIONAL
North Elizabeth
Station
A000
No LRT
A009
With LRT
Proposed LRT
Proposed LRT Station
MIDTOWN
ELIZABETH
Potential Future Connections
North Avenue
Station
Potential Future Station Site
Kids
World
IKEA
ABETH CENTER DA
Recreational
Center
BROAD ST.
HENRY ST.
JEFFERSON AVE
McLESTER ST.
Existing Rail Line
F150
F127
DOWD AVE
ELIZABETHPORT
Existing NJ TRANSIT
Commuter Rail Station
EXIT 13A
VISION ST.
Midtown
Station
Study Area
MAGNOLIA AVE
1&9 (Spring St.)
Station
NORTH AVE
GRAND ST
B13
C20
Broad St
Station
Kapkowski Rd
Station
1-9
RSEY TURNPIKE
NEW JERSES
(Freis
CHEMICA
Planned Hotel
Conference Center
YORK ST.
E. JERSEY ST
ELIZABETH
CSX Yard
Jersey Gardens
Station
AVE
Division St.
Station
REID
LAT
Yard/Shop
KAPKOWSKI RD.
SEVENTH ST
S. PARK ST.
TAUMBU
MAGNOLIA AVE.
LIVINGSTON ST.
JERSEY GARDENS BLVD.
Jersey Gardens
Mall
E56
E60
VETERANS
MEMORIAL DO
NSYN
Third Street
Station
To New York City
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
FIFTH ST
F98
F130
THIRD ST
PORT AVE.
Future
Singer Station
Ferry Terminal
Station
Administration
Scale in Feet
FIRST ST.
NEWARK BAY
NTRANSIT
1200
2000
Prepared By
BRW, Inc.

Potential
Cranford/Plainfield
Extension
400
N
0
A
1
1
1
1
1
1
NERL Alignment
(1-9
Alport Monorail
Airport Parking
Lolo
Year 2021 weekday
Intersection
Level of Service and
Average Delay in
PM Peak Hour
Figure 4-10
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
AZ
АВ
NEWAR
INTERNATIONAL
WIRPORT
North Elizabeth
Station
A000
No LRT
With LRT
A000
Proposed LRT
o
Proposed LRT Station
MIDTOWN
ELIZABETH
Potential Future Connections
North Avenue
Station
Kids IKEA
World
Potential Future Station Site
Recreational
Center
ABETH CENTER DA
BROAD ST.
McLESTER SE
HENRY ST
Existing Rail Line
JEFFERSON
DOWD AVE
F150
F127
ELIZABETHPORT
Existing NJ TRANSIT
Commuter Rail Station
EXIT 13A
Midtown
Station
DIVISIONS
Study Area
NORTH
MAGNOLIA AVE
1&9 (Spring St.)
Station
B13
Broad St
Station
GRANO ST.
C20
Kapkowski Rd
Station
11-9
NEW JERSEY TURNPIKE
CHEMICAL COAST LINE
(Freight)
Planned Hotel
ConferenceCenter
YORK ST.
:
JERSEY ST
csx Yard
ELIZABETH
AVE
REID ST.
Jersey Gardens
Station
Division St.
Station
LAT
YardiShop
KAPKOWSKI AO
LS
SEVENTH
S PARK SK.
TAUN
JVINGSTON ST.
MAGNOLIA AVE
E56
E60
ETERAN
MEMORIA
JERSEY GARDENS BLVD.
Jersey Gardens
Mall
Third Street
Station
To New York City
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
FIFTH ST
F98
F139
Future
HIRE
PORT AVE
Singer Station
Ferry Terminal
Station
U.S. Department
of Transportation
Federal Transit
Administration
Scale in Feet
NJTRANSIT
FIRST
NEWARK BAY
1200
2000
Prepared By
BRW, Inc.

Potential
Cranford Plainfield
Extension
400
N
0
1
1
1
As shown in Table 4-14, the future year 2021 Weekday PM peak hour “without LRT” scenario LOS
breakdown is as follows:
LOS A = 1 intersection
-
LOS B = 0 intersection
LOS C=0 intersections
LOS D = 0 intersections
LOS E = 1 intersection
LOS F= 2 intersections
For all intersections with an at-grade LRT crossing, the presence of the LRT during the 2021 Weekday PM
peak hour does not degrade the intersection LOS. At one intersection, the intersection delay decreases in
the “with LRT” scenario. This is due in part to heavy volume movements receiving additional green signal
time while the LRT is crossing. It should be noted that the degradation of level of service from the
existing year LOS would occur without the addition of LRT operations. The level of service degradation is
from the increase in background traffic volumes and the large amount of new development being built in
the vicinity of the LRT alignment.
Table 4-14
Year 2021 Intersection Level of Service – Weekday PM Peak Hour
Volume to Capacity Ratio, and Vehicular Delay in Seconds
Year 2021
(Without LRT)
VIC Delay
Intersection
Ratio (sec)
LOS
Trumbull Street & Dowd Avenue
0.99 56.2
E
Trumbull Street & Veterans Memorial Drive
1.46 98.4
F
North Avenue & Kapkowski Road
See Table 4-15
North Avenue & Brewster Road (EWR)
1.52 149.9 F
Brewster Road (EWR) & Fuel Facility Driveway 0.36 7.2
A
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes: V/C = Volume to Capacity Ratio
LOS = Level of Service
Year 2021
(With LRT)
VIC Delay
Ratio (sec) LOS
1.00 59.8
E
1.57 130.1
F
See Table 4-15
1.45 126.6 F
0.35 7.6
A
=
North Avenue and Kapkowski Road Microscopic Intersection Level of Service
A micro-simulation was made of the intersection of North Avenue and Kapkowski Road for the existing
and future-year peak periods. The LRT crosses the intersection at-grade on two legs of the intersection.
The LRT vehicle crosses North Avenue approximately 500 feet west of the intersection and then turns to
cross Elizabeth Center Drive just north of the intersection. The LRT crossing gates and the traffic signal
are interconnected and the LRT vehicle has no priority through the intersection. The simulation was used
to determine the impacts that these at-grade LRT crossings would have on intersection operations and
function.
NERL-Elizabeth Segment SDEIS
Transportation
4-21
Items of note regarding the future year 2021 micro-simulation analysis include the following:
The Combined Future Development Volumes with Comprehensive Transportation Improvements from
the Kapkowski Road Transportation Study were used in the future year traffic operations analysis.
The study forecasts were completed for the Weekday AM and PM peak hours; therefore, no future
year weekend peak hour analysis was performed.
The new geometric layout of the intersection presented in the Kapkowski Road Transportation Study
was used in the future year analysis. The geometric layout is as follows:
Eastbound – 3 through lanes
Westbound – 2 through lanes + 1 shared through/right lane
Northbound – 2 right turn lanes
Southbound – 1 right turn lane
The traffic control differs from the existing signalized traffic control. A signal controls the eastbound
and northbound movements, allowing green time for northbound right turning vehicles to turn onto
North Avenue. Southbound movements are stop controlled and westbound movements are free.
1
0
As shown in Table 4-15, the presence of the LRT increases the overall intersection delay by approximately
10 seconds in all existing year peak periods but one. During the Weekend PM peak hour, the intersection
delay increases significantly with the addition of the LRT. This increase is due in part to the heavy volume
eastbound left-turn movements that are not allowed to move while the LRT is crossing Elizabeth Center
Drive. In the future year analysis, the presence of the LRT increased the overall intersection delay. The
crossing gates for the LRT blocking the extremely heavy east-bound movement cause a queue back to the
North Avenue/Kapkowski Road intersection. This queue into the intersection causes the eastbound and
northbound movements to stop until the LRT has crossed North Avenue and the eastbound movement can
resume. This condition is exacerbated by the roadway's geometry. North Avenue transitions from 3
eastbound lanes to 2 eastbound lanes in the vicinity of the LRT crossing. This lane drop causes low lane
utilization for the outside eastbound lane. Eastbound vehicles are merging in the section between the
North Avenue/Kapkowski Road intersection and the LRT crossing, reducing the roadway's effective
capacity. Potential mitigation strategies for this situation are included in section 4.3.
Table 4-15
North Avenue and Kapkowski Road LRT Crossing Analysis
LRT across North Avenue and Center Drive Scenario Analysis
T
With LRT across both North
Avenue and Kapkowski Road
No LRT Priority
Delay (s)
LOS
24.4
С
41.7
D
34.5
С
184.4
F
381.9
F
20.4
С
Without LRT
Year Peak Hour
Delay(s)
LOS
2000 Weekday AM
13.1
B
Weekday PM
34.4
С
Weekend MD
21.7
С
Weekend PM
45.0
D
2021 Weekday AM
27.8
С
Weekday PM
12.7
B
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Note: LOS = Level of Service
E
1
NERL-Elizabeth Segment SDEIS
Transportation
4-22
The delay and resulting queues from implementation of the LRT at this intersection cause additional
impacts at the Brewster Road intersection with North Avenue, approximately one mile west of the
Kapkowski Road intersection. During the AM peak hour, the no-build condition imposes a queue of
approximately 1,000 feet. The build condition increases the resulting queue which, at its maximum length,
would be over 8,000 feet long, extending past Brewster Road, and impacting the entrance to the Airport
peripheral roadway.
Roadway Segment Level of Service
The 1998 Florida Level of Service Handbook was used to determine the Year 2021 LOS for the key
roadway segments along the Elizabeth segment, they are presented in Figure 4-11 and Tables 4-16 and 4-
17. The roadway segment level of service analysis takes into account improvements made to roadways and
intersections by the Year 2021. The Combined Future Development Volumes with Comprehensive
Transportation Improvements from the Kapkowski Road Transportation Study were used in the future year
analysis. The study forecasts were completed for the Weekday AM and PM peak hours; therefore, no
future year weekend peak hour analysis was performed. As noted in the table, there are two intersections
whose forecasted volumes were not available from the Kapkowski Road Transportation Study.
Table 4-16
Year 2021 Roadway Level of Service – Weekday AM Peak Hour and
Amount of LOS Degradation from Year 2000
Year 2021 weekday
AM Peak Hour
Roadway Segment
Level of Service
West Grand Street from Union Street to Price Street
NA
East Grand Street from Catherine Street to Route 1 & 9
F
Magnolia Avenue from Catherine Street to Route 1 & 9
F
Trumbull Street from Division Street to Seventh Street
F
Dowd Avenue from Trumbull Street to Schiller Street
E
Veterans Memorial Drive from Trumbull Street to Jersey Gardens Boulevard
D
Jersey Gardens Boulevard from Kapkowski to the north mall entry/exit driveway
C
Kapkowski Road from Jersey Gardens Boulevard to North Avenue
E
North Avenue from Kapkowski Road to the New Jersey Turnpike ramps
D
Elizabeth Center Drive from North Avenue to Ikea Elizabeth Center entry/exit
с
driveway
Brewster Road (EWR) from the Fuel Facility Driveway to the Airport Parking
NA
Lot D driveway
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes: NA = Not applicable. Volumes not available from the Kapkowski Road Transportation Study
Amount of LOS
Degradation
from 2000
NA
3
3
3
2
1
0
2
1
0
NA
Overall, the results show that most of the roadway levels of service between the Year 2000 and the Year
2021 during the Weekday AM peak hour degrade and can be summarized as follows:
LOS A = 0 roadways
LOS B = 0 roadways
• LOS C = 2 roadways
LOS D = 2 roadways
LOS E = 2 roadways
LOS F = 3 roadways
-
NERL-Elizabeth Segment SDEIS
Transportation
4-23
.
2 roadways show no degradation in LOS
2 roadways shows one level of degradation in LOS
2 roadways show two levels of degradation in LOS
3 roadways show three levels of degradation in LOS
It should be noted that the degradation of level of service from the existing year LOS would occur without
the addition of LRT operations. The level of service degradation is from the increase in background traffic
volumes as well as the amount of new development being built in the vicinity of the LRT alignment.
Table 4-17
Year 2021 Roadway Level of Service - Weekday PM Peak Hour and
Amount of LOS Degradation from Year 2000
-
Amount of LOS
Degradation from
2000
NA
3
3
3
3
1
Year 2021 weekday
AM Peak Hour
Roadway Segment
Level of Service
West Grand Street from Union Street to Price Street
NA
East Grand Street from Catherine Street to Route 1 & 9
F
Magnolia Avenue from Catherine Street to Route 1 & 9
F
Trumbull Street from Division Street to Seventh Street
F
Dowd Avenue from Trumbull Street to Schiller Street
F
Veterans Memorial Drive from Trumbull Street to Jersey Gardens
D
Boulevard
Jersey Gardens Boulevard from Kapkowski to the north mall entry/exit
C
driveway
Kapkowski Road from Jersey Gardens Boulevard to North Avenue
D
North Avenue from Kapkowski Road to the New Jersey Turnpike ramps
D
Elizabeth Center Drive from North Avenue to Ikea Elizabeth Center
C
entry/exit driveway
Brewster Road (EWR) from the Fuel Facility Driveway to the Airport
NA
Parking Lot D driveway
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes: NA = Not applicable. Volumes not available from the Kapkowski Road Transportation Study
0
1
1
0
NA
Overall, the results show that most of the roadway levels of service between the Year 2000 and the Year
2021 during the Weekday PM peak hour degrade and can be summarized as follows:
T
LOS A = 0 roadways
LOS B = 0 roadways
LOS C = 2 roadways
LOS D= 3 roadways
LOS E = 0 roadways
LOS F = 4 roadways
2 roadways show no degradation in LOS
3 roadways shows one level of degradation in LOS
4 roadways show three levels of degradation in LOS
11
It should be noted that the degradation of level of service from the existing year LOS would occur without
the addition of LRT operations. The level of service degradation is from the increase in background traffic
volumes and the amount of new development being built in the vicinity of the LRT alignment.
NERL-Elizabeth Segment SDEIS
Transportation
4-24
NERL Alignment 1-9
Airport Monorail
Year 2021 weekday
Roadway Segment
Level of Service
Figure 4-11
Airport Parking
Lol D
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
#11 NA
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
с
AM Peak Hour
(C)
PM Peak Houry
Proposed LRT
Proposed LRT Station
MIDTOWN
ELIZABETH
Potential Future Connections
Potential Future Station Site
Existing Rail Line
DOWD AVE
ELIZABETHPORT
Existing NJ TRANSIT
Commuter Rail Station
Midtown
Station
#3 F(F)
DIVISION ST.
Study Area
MAGNOLIA AVE
#10 C(C)
1&9 (Spring St.)
Station
NORTITAVE
Broad St
Station
GRAND ST
#1 NA
Potential
Cranford/Plainfield
Extension
#2 F(F)
Kapkowski Rd
Station
11-9
NEW JERSEY TURNPIKE
OAST LINI
(Errighi
CHEMICS!
#9 D(D)
#8 ED
Planned Hotel
ConferenceCenter
#7 C(C)
#6 D(D)
YORK ST.
E JERSEY ST
#4 F(F)
Division St.
Station
CSX Yard
N
ELIZABETH
AVE
REID SE
Jersey Gardens
Station
A
KAPKOWSKI RO
Yard Shop
#5 E(F)
Med
JERSEY GARDENS BLVD.
Jersey Gardens
Mall
MESTO
NS Yard
To New York City
Third Street
Station
THIRD ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
Future
IKEA
North Avenue
Station
Kids
World
Recreational
Center
ELSABETH CENTER DR.
BROAD ST
JEFFERSON AVE
HENRY ST.
22STER SE
EXIT 13A
SEVENTH ST
S. PARK ST.
2000
Scale in Feet
1
o 400
1200
/
Map Road Segment
MAGNOLIA AVE.
LIVINGSTON ST
Key #
FIFTH ST
1
2
3
4
5
6
7
8
9
10
11
West Grand Street from Union Street to Price Street
East Grand Street from Catherine Street to Route l& 9
Magnolia Avenue from Catherine Street to Route 1 & 9
Trumbull Street from Division Street to Seventh Street
Dowd Avenue from Trumbull Street to Schiller Street
Veterans Memorial Drive from Trumbull Street to Jersey Gardens Boulevard
Jersey Gardens Boulevard to the north mall entry/exit driveway
Kapkowski Road from Jersey Gardens Boulevard to North Avenue
North Avenue from Kapkowski Road to the New Jersey Tumpike ramps
Elizabeth Center Drive from North Avenue to IKEA Elizabeth Center entry/exit driveway
Newark International Airport Peripheral Drive from the Fuel Facility Driveway to the
Airport parking Lot D driveway
Singer Station
PORT AVE
Ferry Terminal
Station
FIRST
NEWARK BAY
NJTRANSIT
Prepared By
BRW, Inc.

No-Build Alternative Roadway and Intersection Impacts
The analysis of the eleven affected roadway segments concluded that seven segments would result in level
of service degradations between the years of 2000 and 2021, under the No-Build Alternative. The
intersection analysis focussed on five intersections within the study area that would potentially be affected
by the Build Alternative. Under the No-Build Alternative, three intersections, Trumbull Street and Dowd
Avenue, Trumbull Street and Veterans Memorial Drive, and North Avenue and Brewster would result in
level of service degradations from LOS B to LOS E or F, between the years of 2000 and 2021. The other
two intersections, North Avenue and Kapkowski Road and Brewster and Fuel Facility Drive, would result
in improvements in delay and level f service.
Build Alternative Roadway and Intersection Impacts
The analysis of the affected roadway segments concluded that, while seven segments would result in level
of service degradations between the years of 2000 and 2021, the degradation of level of service would
occur without the addition of LRT operations. As a result, the Build Alternative would have no impacts on
roadway segment levels of service.
The intersection analysis showed that the Build Alternative would result in increased delay at all five
affected intersections, however only one intersection would result in a level of service degradation. The
Intersection of North Avenue and Kapkowski Road, which is being reconfigured under the Kapkowski
Road Transportation Study, would result in a weekday AM Peak Hour delay and level of service
degradation from 28 seconds of delay and LOS C, without the LRT, to 382 seconds of delay and LOS F
with LRT. In the weekday PM Peak Hour, the LOS degrades from B to C.
B.
Grade Separation Requirements
No-Build Alternative
Under the No-Build Alternative, the project would not be constructed and therefore grade crossings would
remain the same.
Build Alternative
Under the Build Alternative, most of the alignment would operate in either grade separated right-of-way or
dedicated right-of-way off public streets. The first point where the Build Alternative vehicle would cross a
public street at-grade is at Dowd Avenue. Between the Midtown Station, near Broad Street and Dowd
Avenue, the vehicle would operate in right-of-way that is grade-separated. East of Dowd Avenue, until the
alignment ends at the Newark International Airport, the vehicle would operate mostly at-grade.
Under the Build Alternative, grade crossings would be affected where trains and highway vehicles meet.
The principal traffic safety consideration at a grade crossing is to avoid collisions between trains and
highway vehicles. An additional consideration is limiting secondary accidents, which may involve only
the roadway vehicular mode as a result of train activity or activation of the grade-crossing warning system.
With excessive interference between roadway traffic and trains, or at locations where traffic safety is
significantly diminished due to adverse configuration of the grade crossing, it may be necessary to grade
separate the two modes.
NERL-Elizabeth Segment SDEIS
Transportation
4-25
The Institute of Transportation Engineers (ITE) has established a methodology for identifying grade
crossings that are candidates for grade separation. This methodology takes into account the density of
highway traffic (vehicles per lane per hour) and gate activations (determined by the number of LRT trains
per hour). The methodology includes four "threshold” levels representing increasing levels of interference
between vehicular flow and rail traffic and is interpreted as follows:
Level 1
At-grade operation is feasible
Level 2
Level 3
At-grade operation should be feasible
At-grade operation possible with delay to LRT trains
May require grade separation
.
Level 4
The methodology is meant as a general guideline and does not prescribe an absolute requirement. There
may be occasions when a grade separation can be avoided even with high levels of interference and other
situations in which a grade separation would be desirable although the quantitative threshold is not met.
A total of five grade crossings within the study area were analyzed to determine what impacts would be
placed on the grade crossing if LRT was operating. The grade crossings studied were:
1.
Dowd Avenue
2. Veterans Memorial Drive
3. North Avenue
4. Elizabeth Center Drive
5.
Fuel Facility Driveway
The grade crossing analysis resulted in recommendations of the type of traffic control treatment for each of
the grade crossings. Tables 4-18 through 4-21 show the results of the grade crossing analysis and the
results are graphically shown in Figure 4-12.
The grade separation analysis shows all of the crossings could be accommodated with at-grade operation of
the LRT vehicle. Overall, the at-grade crossings for all the roadway crossings will remain adequate even
with increased development in the study area.
NERL-Elizabeth Segment SDEIS
Transportation
4-26
NERL Alignment
1-9
CORRIDOR (Amtrak)
Altport Monorail
LRT Grade Separation
Threshold Analysis*
Figure 4-12
Airport Parking
Lot D
NEWARK AVE
MADISON AVE
HLSON
EWR Monorail Parking
Lot D Station
1(1)
[1]<1>
NEWARK
INTERNATIONAL
AIRPORT
2
(2)
(2)
<2>
= Year 2000 AM Peak Hour Threshold
= Year 2000 PM Peak Hour Threshold
= Year 2021 AM Peak Hour Threshold
= Year 2021 PM Peak Hour Threshold
North Elizabeth
Station
Proposed LRT
O
Proposed LRT Station
Potential Future Connections
MIDTOWN
ELIZABETH
Potential Future Station Site
Existing Rail Line
North Avenue
Station
Kids IKEA
World
Recreational
Center
BROAD ST
Existing NJ TRANSIT
Commuter Rail Station
EL QABETH CENTER DA
JEFFERSON AVE
HENRY ST.
MCLESTER ST.
DOWD AVE.
Study Area
ELIZABETHPORT
EXIT 13A
Midtown
Station
DIVISION ST.
*Analysis assumes 10 LAT vehicles per
peak hour to cross roadway
MAGNOLIA AVE
1&9 (Spring St.)
Station
2 (2)
NORTH AVE.
1 (1)
[1]<>
[3] (3)
Kapkowski Rd
Station
Broad St.
Station
GAANO ST.
1-9
Errighi
CHEMICAT COAST
NEW JERSEY TURNPIKE
Planned Hotel
Conference Center
YORK ST.
E JERSEY ST
ELIZABETH
CSX Yard
Jersey Gardens
Station
AVE
Division St.
Station
REID
LRT
Yard
Shop
KAPKOWSKI RO
SEVENTH ST.
2 (2)
(3) (3 >
S. PARK ST
MAGNOLIA AVE
calme
JERSEY GARDENS BLVD.
LIVINGSTON ST
Jersey Gardens
Mall
En
NS Yard
Third Street
Station
To New York City
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
1(1)
THIRD ST
(2) (2
Future
Singer Station
PORT AVE
Ferry Terminal
Station
Scale in Feet
NTRANSIT
1
FAST
NEWARK BAY
1200
2000-
Prepared By
BRW, Inc.

Potential
Cranford/Plainfield
Extension
400
N
0
A
1
1
1
1
1
j
1
1
1
1
Table 4-18
Grade Separation Analysis - Weekday AM Peak Hour
-
Grade Separation Threshold
Year 2000
Year 2021
Peak
Hour
Volume
Peak
Direction
Volume
Threshold
Number
Peak
Hour
Volume
Peak
Direction
Volume
Threshold
Number
c
b
с
Roadway
From
To
Dowd Avenue
Trumbull Street
Schiller Street
672
350
2
1,408
900
3
Veterans Memorial Drive
Trumbull Street
Jersey Gardens Boulevard
376
120
1
2,540
790
2
d
North Avenue
Kapkowski Road
McLester Street
1,460
370
2
3,420
810
3
Elizabeth Center Drive
North Avenue
Ikea Entrance/Exit
96
40
1
30
10
1
Fuel Facility Driveway
Fuel Facility road
Brewster Road (EWR)
54
40
1
56
40
1
a-
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes:
Year 2021 traffic volumes used from the Kapkowski Road Transportation Study
b- Peak direction volumes are reported as “vehicles per lane in the peak direction"
Threshold Number based on LRV Exposure to Traffic
Thresholds #1 & #2 mean Light Rail at-grade should be feasible. Threshold #3 means possible traffic signal solutions if LRT delay is acceptable; and Threshold #4 means at-
grade crossing probably not feasible
Assumptions: 1) Double track LRT with equal frequency in each direction 2) Traffic signal preemption; and 3) Conflicting traffic intersection LOS does not exceed "D"
LRT offset approximately 500' east of the North Avenue/Kapkowski Road intersection
LRT offset just north of the North Avenue/Kapkowski Road intersection
d-
NERL-Elizabeth Segment SDEIS
4-27
Transportation
Table 4-19
Grade Separation Analysis – Weekday PM Peak Hour
-
Peak
Hour
Volume
Grade Separation Threshold
Year 2000
Year 2021"
Peak
Peak Peak
Direction Threshold Hour Direction Threshold
Volume Number Volume Volume Number
Roadway
From
b
C
To
C
Dowd Avenue
Trumbull Street
Schiller Street
769
420
2
1,801
1,060
3
Veterans Memorial Drive
Trumbull Street
Jersey Gardens Boulevard
552
150
1
2,480
730
2
North Avenue
d
Kapkowski Road
McLester Street
1,287
360
2
3,490
700
3
e
Elizabeth Center Drive
North Avenue
Ikea Entrance/Exit
406
110
1
40
10
1
Fuel Facility Driveway
Fuel Facility road
Brewster Road (EWR)
30
20
1
44
30
1
a-
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes:
Year 2021 traffic volumes used from the Kapkowski Road Transportation Study
b- Peak direction volumes are reported as “vehicles per lane in the peak direction"
Threshold Number based on LRV Exposure to Traffic
Thresholds #1 & #2 mean Light Rail at-grade should be feasible. Threshold #3 means possible traffic signal solutions if LRT delay is acceptable; and Threshold #4 means at-
grade crossing probably not feasible
Assumptions: 1) Double track LRT with equal frequency in each direction 2) Traffic signal preemption, and 3) Conflicting traffic intersection LOS does not exceed "D"
LRT offset approximately 500' east of the North Avenue/Kapkowski Road intersection
LRT offset just north of the North Avenue/Kapkowski Road intersection
e-
NERL-Elizabeth Segment SDEIS
4-28
Transportation
Table 4-20
Grade Separation Analysis – Weekend Midday Peak Hour
Grade Separation Threshold
Peak
Hour
Volume
Year 2000
Peak
Direction
b
Volume
Year 2021
Peak
Direction
Volume
Peak
Hour
Volume
Threshold
Number
II
Threshold
Number
Roadway
C
From
To
c
Dowd Avenue
Trumbull Street
Schiller Street
393
240
1
NA
NA
NA
Veterans Memorial Drive
Trumbull Street
Jersey Gardens Boulevard
400
130
1
NA
NA
NA
d
North Avenue
Kapkowski Road
McLester Street
439
90
1
NA
NA
NA
Elizabeth Center Drive
North Avenue
Ikea Entrance/Exit
1,030
340
2
NA
NA
NA
Fuel Facility Driveway
Fuel Facility road
Brewster Road (EWR)
36
20
1
NA
NA
NA
a-
C-
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes:
Year 2021 traffic volumes not available from the Kapkowski Road Transportation Study
b- Peak direction volumes are reported as “vehicles per lane in the peak direction"
Threshold Number based on LRV Exposure to Traffic
Thresholds #1 & #2 mean Light Rail at-grade should be feasible. Threshold #3 means possible traffic signal solutions if LRT delay is acceptable; and Threshold #4 means at-
grade crossing probably not feasible
Assumptions: 1) Double track LRT with equal frequency in each direction 2) Traffic signal preemption; and 3) Conflicting traffic intersection LOS does not exceed "D"
d- LRT offset approximately 500' east of the North Avenue/Kapkowski Road intersection
LRT offset just north of the North Avenue/Kapkowski Road intersection
NERL-Elizabeth Segment SDEIS
4-29
Transportation
Table 4-21
Grade Separation Analysis – Weekend PM Peak Hour
Peak
Hour
Volume
Grade Separation Threshold
Year 2000
Year 2021
Peak
Peak Peak
Direction Threshold Hour Direction
Volume Number
Volume Volume
Threshold
Number
b
From
c
Roadway
b
To
Dowd Avenue
Trumbull Street
Schiller Street
451
260
1
NA
NA
NA
Veterans Memorial Drive
Trumbull Street
Jersey Gardens Boulevard
519
150
1
NA
NA
NA
d
North Avenue
Kapkowski Road
McLester Street
477
80
1
NA
NA
NA
Elizabeth Center Drive
e
North Avenue
Ikea Entrance/Exit
2,383
660
NA
NA
NA
3
1
a-
Fuel Facility Driveway Fuel Facility road Brewster Road (EWR)
27
20
NA
NA
NA
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
Notes:
Year 2021 traffic volumes not available from the Kapkowski Road Transportation Study
b- Peak direction volumes are reported as “vehicles per lane in the peak direction"
Threshold Number based on LRV Exposure to Traffic
Thresholds #1 & #2 mean Light Rail at-grade should be feasible. Threshold #3 means possible traffic signal solutions if LRT delay is acceptable; and Threshold #4 means at-
grade crossing probably not feasible
Assumptions: 1) Double track LRT with equal frequency in each direction 2) Traffic signal preemption, and 3) Conflicting traffic intersection LOS does not exceed "D"
d- LRT offset approximately 500'east of the North Avenue/Kapkowski Road intersection
LRT offset just north of the North Avenue/Kapkowski Road intersection
e-
]
NERL-Elizabeth Segment SDEIS
4-30
Transportation
4.2.2
Public Transit
The following transit impacts have been evaluated for the No-Build and Build Alternatives:
Transit travel times
Overall transit travel demands
Transit ridership
LRT service
Specific measures were identified for each defined transit impact. Impacts were measured by comparing
the Build condition (LRT) to the No-Build condition in a twenty-year timeframe (year 2021).
A.
Forecasting Methodology
Transit ridership refers to the number of linked trips (transfers not counted) on transit routes within the
corridor and region. This measure of effectiveness is important because the major objective of
improvements to the transit system is to increase the number of people using transit and decrease the
number using automobiles. Higher transit ridership indicates that transit is increasingly attractive in
relation to the automobile. The transit-mode share, or modal split, is the proportion of daily trips in the
area taken on transit. This measure indicates the contribution of a transit system toward accommodation of
overall travel demand. The higher the transit mode split, the fewer automobiles on roadways.
The methodology used for estimating ridership is based on NJ TRANSIT's North Jersey Transit Demand
Forecasting Model (NJTDFM) with enhancements to represent the new transportation infrastructure and
development in the Elizabethport area. Following, is a brief summary of the forecasting methodology. For
a complete description of the NJ TRANSIT's North Jersey Transit Demand Forecasting Model, see the
Ridership Forecasting Methodology and Results Report, KPMG Consulting, May 2000.
a
The Union County enhancements to the NJ TRANSIT's North Jersey Transit Demand Forecasting Model
consist of changes to the transportation networks and the tables that represent the total demand for
transportation in the Elizabethport portion of the corridor. These enhancements represent changes that
have occurred in that area in the time since the model was developed and do not affect the structure of the
model or the calibration results.
The NJTDFM is designed to forecast the demand for travel within northern New Jersey and between
northern New Jersey and adjacent portions of New York and Pennsylvania. The model includes an
extensive study area (28 counties) and a detailed zone system (2053 zones). The NJTDFM is a modified
4-step model in which Steps 1 and 2 (Trip Generation and Distribution) have been replaced by a process
that develops the person trip table from survey and model-derived data including:
a
Trans-Hudson survey data for all modes;
New Jersey Transit on-board transit survey data (intra-New Jersey transit travel); and
NJDOT/NJTPA North Jersey Regional Travel Model (intra-New Jersey auto person trips).
Step 3, Mode Choice, estimates the share of travel occurring on each mode for each zone-to-zone
combination in each trip table. The mode choice model uses a nested logic structure and was estimated
from a combination of stated-preference and revealed-preference surveys. The model subdivides trips into
the following modes:
a
NERL-Elizabeth Segment SDEIS
Transportation
4-31
.
Auto
Drive-Alone (home-based work only)
Share-Ride, 2 occupants (home-based work only)
Share-Ride, 3 occupants (home-based work only)
Share-Ride, 4 or more occupants (home-based work only)
Total auto trips (home-based shop, home-based other, and non-home based)
.
.
.
Transit
Walk Access
Commuter Rail
Light Rail Transit (e.g., Hudson-Bergen LRT)
PATH
Bus
Ferry
Drive Access
Commuter Rail
Light Rail Transit (e.g., Hudson-Bergen LRT)
PATH
Bus
Ferry
.
.
.
.
.
The mode choice model computes the share of travel occurring on each mode based on the travel
characteristics (time, cost, etc.), the socioeconomic characteristics of the travelers, and on the
characteristics of the origin and destination. The level-of-analysis is at the zone level and the total demand
for travel and the travel characteristic information (time and cost) are separately analyzed for each zone-to-
zone combination for the various mode combinations available between them.
In Step 4, Assignment, the zone-to-zone person trip tables are assigned to the best (shortest) path consistent
with the travel mode determined in mode choice. Assignment uses network representations of the highway
and transit networks. A complementary network analysis process reads these same networks prior to mode
choice to develop level-of-service matrices (e.g., time and cost) to characterize each mode for each zone-to-
zone combination. These level-of-service matrices are frequently referred to as skim matrices.
A critical component of the model development process is to validate its performance and develop
confidence that the model predictions match observed ridership levels. The NJTDFM has been validated
against comprehensive 1990 counts (the most recent available when the model run was conducted) and
against more recent changes that have occurred as a result of the institution of Midtown Direct service on
the Morris and Essex Lines. The validation analysis establishes that:
F
Total commuter rail ridership is estimated to within 10 percent for every rail line. New York Penn
Station activity is predicted to within 1.5 percent;
Total PATH ridership is under-estimated by roughly 1.0 percent and the distribution of travel between
the North and South tubes is properly replicated;
Trans-Hudson bus ridership is underestimated by 4.8 percent;
Trans-Hudson auto trips are estimated to within 3.0 percent; and
Trans-Hudson ferries (not including Staten Island Ferty) are estimated to within 9.7 percent.
.
In this project, the modified alignment of the Newark-Elizabeth Rail link was coded similarly to the
Newark City Subway. The model under-represents existing Newark City Subway ridership by 8.8 percent.
NERL-Elizabeth Segment SDEIS
Transportation
4-32
In preparing the model for use in studying the Elizabeth segment options, new transportation network
detail and new trip activity (i.e., trip table) information have been added to the Elizabethport area for the
forecast year (2020). At the time of the original NJTDFM development, the affected portion of
Elizabethport was utilized for container storage and no trip activity existed and no transportation
infrastructure was included in the model. Since that time, the area has been redeveloped with the Jersey
Gardens Mall and plans exist for additional retail and office development. (See Chapter 3, Land Use).
The revised version of the NJTDFM has been used to forecast ridership for three different scenarios:
Year 1990 Base - The 1990 base shows the ridership levels as originally estimated by the NJTDFM.
This number can be compared to 1990 observed (counted) ridership to confirm the performance of the
model for any given ridership statistic. This comparison provides the context and confidence levels for
the results.
.
Year 2020 No-Build - This alternative represents the expected ridership volumes given the forecast
year (2020) No-Build scenario. This scenario represents the case where all existing and committed
projects are implemented but the Build Alternative is not built. The existing plus committed projects
(as compared to the 1990 base) contained in the 2020 No-Build include:
Midtown Direct Connection;
Secaucus Transfer;
Hudson-Bergen LRT (Full Build, Bayonne to Vince Lombardi);
Montclair Connection;
Newark-Elizabeth Rail Link MOS – I (Newark Broad Street to Penn Station);
Newark International Airport NEC Rail Station and Monorail extension;
Hamilton Station on the Northeast Corridor;
Union Township Station on the Raritan Valley Line;
Express Bus Lanes on the New Jersey Tumpike;
Bus service to Jersey Gardens Mall; and
Elizabethport to World Financial Center Ferry.
.
.
-
Year 2020 Build Alternative - Downtown Elizabeth-to-Newark International Airport Lot D-
This scenario includes all of the projects included in the 2020 No-Build and includes the Newark-
Elizabeth Rail Link - Elizabeth Segment between downtown Elizabeth and Newark International
Airport. This LRT service is assumed to run on 12-minute headways during both the peak and midday
periods. No other improvements to bus service are assumed. It should be noted that the year 2020
Build Alternative does not include the provision of a 2,000 space parking garage for Airport employee
parking. The ridership estimates for this remote parking facility were done “off-model” because the
model is unable to replicate a restrictive employer policy such as remote parking. The post-processing
is discussed in detail in Section C of this chapter.
Model Enhancements
As discussed in the overview, the methodology used for developing forecasts of ridership for the No-Build
and Build Alternatives between downtown Elizabeth and Newark International Airport is based on a
modified version of the NJTDFM. The NJTDFM model was originally developed by NJ TRANSIT as a
statewide transit planning tool and has been previously used to study a variety of transit projects including
the West Shore Major Investment Study, West Trenton rail line, Northwest New Jersey-Northeast
Pennsylvania rail line, and the Cross County Rail Link Study. The model variant used as a base for this
project is the West Trenton version of the model..
NERL-Elizabeth Segment SDEIS
Transportation
4-33
The West Trenton version of the NJDTFM was modified for this project by adding detailed information on
transportation systems characteristics and travel demand in the vicinity of Newark International Airport,
Elizabethport, and downtown Elizabeth. The modifications are designed to represent the development that
has occurred in the Elizabethport area since the calibration of the original model. (Table 3-9, Table 3-10,
and Figure 3-8 show the size and land use assumptions used to create the new zones.) Since this new
development has occurred after the validation year for the model (and much of it would occur after 2000),
these changes do not affect the validation of the model and would only be applied to future year
scenarios.
The model also includes air passenger trips for year 2020 grown from a 1998-year base provided by a Port
Authority survey of airport passengers.
The NJTDFM zone system was modified in the Newark International Airport and Jersey Gardens area to
allow a greater level of geographic detail for trip making in the corridor being studied. Fourteen new zones
were added covering these general areas:
.
Ferry Terminal and Offices
Vacant area between Ferry Terminal and Singer Plant
Vacant area between Jersey Gardens and Singer Plant
Jersey Gardens Mall
Jersey Gardens Hotel near Elizabeth Center Drive
Hotel/Conference Center
Motel at the comer of North Avenue and Kapkowski Road
New Retail at Elizabeth Center
IKEA
Vacant land parallel to Chemical Coast Line between North Avenue and Trumbull Street
Vacant land parallel to Chemical Coast Line between North Avenue and Port Newark
Area along Dowd Avenue including CSX Yard
Union County portion of Newark International Airport
Redeveloped Singer Plant
The final modifications made to the Year 2020 NJTDFM trip tables are as follows:
Home-based work trips to Newark International Airport were replaced by information derived from the
ort Employee Census. The estimates of home-based work trips to Newark International Airport
from the NJTDFM model were replaced with new estimates derived from the Airport Census and
forecasts of employment growth provided by the Port Authority of New York and New Jersey.
Year 1990 to 2020 growth in downtown Elizabeth trip-making was replaced by estimates of growth in
trip-making derived from new development. The home-based work, home-based other, and non-home
based trip tables for travel to or from downtown Elizabeth (zone 1271) were based on the 1990 person
trip table with adjustments to account for new development projected for downtown Elizabeth. Home-
based shop trips for 2020 were not estimated with this procedure and were assumed to be unchanged
from the Year 2020 Home-based shop trip tables from the NJTDFM.
Travel demand for redevelopment in the vicinity of IKEA, Jersey Gardens Mall, the Elizabethport
Ferry Terminal, and the Singer Plant has been forecast based on development expected for these sites.
Travel to redevelopment areas in Elizabethport, including Jersey Gardens, Ferry terminal, and Singer
Plant, were forecast using a technique similar to that applied for the Elizabeth CBD. The key
differences are that these trips were added to the 2020 trip table (these are new redevelopment areas
with no assumed travel in the 2020 NJTDFM trip tables) and that the distribution of shopping trips to
NERL-Elizabeth Segment SDEIS
Transportation
4-34
Jersey Gardens was based on a license plate survey of parked vehicles at the mall.
Model Networks
The proposed project was evaluated for the design year 2020. The transit ridership and roadway traffic
volumes for both the No-Build and Build Alternatives were developed using a modified version of NJ
TRANSIT's North Jersey Transit Demand Forecasting Model (NJTDFM). Brief descriptions of the transit
and highway networks used for this analysis are provided below.
Highway
Highway networks are computerized representations of the major highway facilities that exist or are
planned for the region. The networks consist of a series of links (the roadways) and nodes (the
intersections) that must be traversed to travel between each origin-destination zone combination in the
region. The 1990 NJTDFM highway network is comprised of information from three source networks -
the NJDOT network (Northern New Jersey counties except Mercer), the DVRPC network (Bucks County,
PA and Mercer County, NJ), and the Hudson Waterfront network (New York State counties).
As part of the development of a modified version of the NJTDFM for the analysis of the revised Newark-
Elizabeth Rail Link alignment, a variety of changes were made to the highway networks in the vicinity of
Newark International Airport and Jersey Gardens Mall. The NJTDFM zone system was modified in the
Newark International Airport and Jersey Gardens area to allow a greater level of geographic detail for trip
making in the corridor under analysis.
Transit
Transit networks are the electronic representations of regional bus, railroad, rapid transit, and ferry services
in the Northern New Jersey area. The transit networks are comprised of:
Highway network – the general purposes roadway links used by buses and used for developing the
walk- and drive-access-to-transit connections;
Special bus-only links - exclusive bus-only roadway links;
Rail and Ferry links – the representation of the railroad, rail rapid transit, and ferry routes;
Station links – the representation of the connections that exist between the highway network and the
rail or ferry stations; and
Routes – the description of the headways and the itinerary (series of links) used by each transit route.
In addition, the transit network was also modified as follows:
Route #24 was extended to serve Jersey Gardens Mall with 7.5-minute headway service (on two
branches) throughout the day;
Route #40 (Kearny-Port Elizabeth) was extended to serve Jersey Gardens Mall with 30 minute peak
and 60 minute off-peak service);
Routes serving Newark International Airport were routed to use the new access link to the monorail
station at the NEC. Affected routes include #37, #62, and #107;
The airport monorail was changed to offer 2-minute headway service all day from the Northeast
Corridor (NEC) rail station to Lot D. Travel times between the NEC rail station and Terminal B was
.
NERL-Elizabeth Segment SDEIS
Transportation
4-35
The West Trenton version of the NJDTFM was modified for this project by adding detailed information on
transportation systems characteristics and travel demand in the vicinity of Newark International Airport,
Elizabethport, and downtown Elizabeth. The modifications are designed to represent the development that
has occurred in the Elizabethport area since the calibration of the original model. (Table 3-9, Table 3-10,
and Figure 3-8 show the size and land use assumptions used to create the new zones.) Since this new
development has occurred after the validation year for the model (and much of it would occur after 2000),
these changes do not affect the validation of the model and would only be applied to future year scenarios.
The model also includes air passenger trips for year 2020 grown from a 1998-year base provided by a Port
Authority survey of airport passengers.
The NJTDFM zone system was modified in the Newark International Airport and Jersey Gardens area to
allow a greater level of geographic detail for trip making in the corridor being studied. Fourteen new zones
were added covering these general areas:
.
.
Ferry Terminal and Offices
Vacant area between Ferry Terminal and Singer Plant
Vacant area between Jersey Gardens and Singer Plant
Jersey Gardens Mall
Jersey Gardens Hotel near Elizabeth Center Drive
Hotel/Conference Center
Motel at the corner of North Avenue and Kapkowski Road
New Retail at Elizabeth Center
IKEA
Vacant land parallel to Chemical Coast Line between North Avenue and Trumbull Street
Vacant land parallel to Chemical Coast Line between North Avenue and Port Newark
Area along Dowd Avenue including CSX Yard
Union County portion of Newark International Airport
Redeveloped Singer Plant
.
0
The final modifications made to the Year 2020 NJTDFM trip tables are as follows:
Home-based work trips to Newark International Airport were replaced by information derived from the
Airport Employee Census. The estimates of home-based work trips to Newark International Airport
from the NJTDFM model were replaced with new estimates derived from the Airport Census and
forecasts of employment growth provided by the Port Authority of New York and New Jersey.
Year 1990 to 2020 growth in downtown Elizabeth trip-making was replaced by estimates of growth in
trip-making derived from new development. The home-based work, home-based other, and non-home
based trip tables for travel to or from downtown Elizabeth (zone 1271) were based on the 1990 person
trip table with adjustments to account for new development projected for downtown Elizabeth. Home-
based shop trips for 2020 were not estimated with this procedure and were assumed to be unchanged
from the Year 2020 Home-based shop trip tables from the NJTDFM.
Travel demand for redevelopment in the vicinity of IKEA, Jersey Gardens Mall, the Elizabethport
Ferry Terminal, and the Singer Plant has been forecast based on development expected for these sites.
Travel to redevelopment areas in Elizabethport, including Jersey Gardens, Ferry terminal, and Singer
Plant, were forecast using a technique similar to that applied for the Elizabeth CBD. The key
differences are that these trips were added to the 2020 trip table (these are new redevelopment areas
with no assumed travel in the 2020 NJTDFM trip tables) and that the distribution of shopping trips to
NERL-Elizabeth Segment SDEIS
Transportation
4-34
Jersey Gardens was based on a license plate survey of parked vehicles at the mall.
Model Networks
The proposed project was evaluated for the design year 2020. The transit ridership and roadway traffic
volumes for both the No-Build and Build Alternatives were developed using a modified version of NJ
TRANSIT's North Jersey Transit Demand Forecasting Model (NJTDFM). Brief descriptions of the transit
and highway networks used for this analysis are provided below.
Highway
Highway networks are computerized representations of the major highway facilities that exist or are
planned for the region. The networks consist of a series of links (the roadways) and nodes (the
intersections) that must be traversed to travel between each origin-destination zone combination in the
region. The 1990 NJTDFM highway network is comprised of information from three source networks –
the NJDOT network (Northern New Jersey counties except Mercer), the DVRPC network (Bucks County,
PA and Mercer County, NJ), and the Hudson Waterfront network (New York State counties).
-
As part of the development of a modified version of the NJTDFM for the analysis of the revised Newark-
Elizabeth Rail Link alignment, a variety of changes were made to the highway networks in the vicinity of
Newark International Airport and Jersey Gardens Mall. The NJTDFM zone system was modified in the
Newark International Airport and Jersey Gardens area to allow a greater level of geographic detail for trip
making in the corridor under analysis.
Transit
Transit networks are the electronic representations of regional bus, railroad, rapid transit, and ferry services
in the Northern New Jersey area. The transit networks are comprised of:
Highway network – the general purposes roadway links used by buses and used for developing the
walk- and drive-access-to-transit connections;
Special bus-only links - exclusive bus-only roadway links;
Rail and Ferry links – the representation of the railroad, rail rapid transit, and ferry routes;
Station links – the representation of the connections that exist between the highway network and the
rail or ferry stations; and
Routes – the description of the headways and the itinerary (series of links) used by each transit route.
In addition, the transit network was also modified as follows:
Route #24 was extended to serve Jersey Gardens Mall with 7.5-minute headway service (on two
branches) throughout the day;
Route #40 (Kearny-Port Elizabeth) was extended to serve Jersey Gardens Mall with 30 minute peak
and 60 minute off-peak service);
Routes serving Newark International Airport were routed to use the new access link to the monorail
station at the NEC. Affected routes include #37, #62, and #107;
The airport monorail was changed to offer 2-minute headway service all day from the Northeast
Corridor (NEC) rail station to Lot D. Travel times between the NEC rail station and Terminal B was
NERL-Elizabeth Segment SDEIS
Transportation
4-35
O
set at 9 minutes. Travel time between Lot D and Terminal B was set at 8 minutes; and
A proposed ferry was added between Elizabethport and the World Financial Center. Running time
was set at 30 minutes. Headways were 30 minutes peak and 60 minutes off-peak. The fare was set at
$6 with a $2 parking charge. The park-and-ride capture area was set as southern Elizabeth, Linden,
Rahway, Middlesex County, Monmouth County, Ocean County, and Mercer County. In particular,
zones in southern Elizabeth, Linden, Rahway, Middlesex County, Monmouth County, Ocean County,
and Mercer County were assumed to be in the park-and-ride capture area of the Elizabethport Ferry.
The transit networks described above were used at the beginning of the modeling process to characterize
transit travel times between each possible production and attraction zone. The 2020 No-Build serves as a
base for understanding the impacts of the Build project.
The year 2020 Build network is identical to the No-Build network with the exception that it includes the
Build Alternative. The Build Alternative is a 5.8-mile light rail transit system beginning at Midtown
Elizabeth and terminating at Newark International Airport Monorail Parking Lot D. It is characterized in
more detail in Chapter 2. The proposed LRT line was coded with the same mode code as the Newark City
Subway and Newark-Elizabeth Rail Link MOS-1 and uses the same mode-specific constants as buses. The
key difference between the treatment of the Newark City Subway (and therefore the Build Alternative) and
true bus service is that the bus-to-rail and bus-to-PATH transfer penalties are not applied to the Newark
City Subway (or the Build Alternative). In cases where the trip is made solely by Newark City Subway or
the Build Alternative, then the choice is embedded within the bus mode. The Build Alternative is assumed
to run on 12-minute headways in both the peak and off-peak periods. Given the definition of the Build
Alternative as being similar to the Newark City Subway, the model applied the same fare policy to the
Build Alternative as for the Newark City Subway. This policy is a flat $1.00 fare for any travel on the
LRT. A special fare for the airport employee remote parking is assumed. This fare is $37.00 per month
per airport employee.
B.
Vehicle Trips and Vehicle Miles-of-Travel
The Build Alternative contributes to a modest reduction in both automobile vehicle trips and in vehicle
miles-of-travel as compared to the No-Build Alternative. As shown in Table 4-22, the construction and
operation of the Build Alternative would reduce vehicle trips by 2,584 trips per weekday in the year 2020.
.
This number does not include remote airport employee parking trips. The impacts are categorized by the
mode of travel:
Automobile-mode trips (i.e., travel from origin-to-destination by automobile)
Drive-to-transit trips (i.e., travel by automobile from the trip origin to a transit park-and-ride lot)
This reduction comprises a reduction of 2,832 weekday vehicle trips in year 2020 by travelers who use the
automobile mode for their entire trip from origin to destination. This decrease is partially offset by an
increase of 248 weekday vehicle trips that drive to transit and either park-and-ride or drop off passengers.
Vehicle miles-of-travel is expected to decline by 30,915 weekday vehicle miles of travel in the year 2020
as a result of the implementation of the Build Alternative. This drop comprises 30,307 miles in "auto-
only” trips and a decline of 608 miles in drive-to-transit trips.
The reduction in both vehicle trips and vehicle miles-of-travel are relatively small in comparison to
regional totals. Total modeled travel (a subset of total New York Metropolitan area travel) includes 14.4
E
NERL-Elizabeth Segment SDEIS
Transportation
4-36
million daily vehicle trips and 153.4 million vehicle miles-of-travel. Consequently, the Build Alternative's
impact on vehicle travel is negligible (<.1 %) within the regional context.
Table 4-22
Year 2020 Average Weekday LRT Impact on Vehicle Trips
and Vehicle Miles of Travel
2020 No-Build
2020 Build
Difference
Mode
VMT
Vehicle Trips
VMT
Vehicle Trips
VMT
Vehicle Trips
Auto
Peak LOV
-1,640
-15,919
-809
Peak HOV
-14
59,161,650
608,559
90,398,786
441,407
150,610,403
5,079,015
32,851
8,859,807
27,326
Off-Peak LOV
59,145,730
607,750
90,385,123
441,4921
150,580,0951
5,077,376
32,837
8,858,632
27,322
13,996,167
-1,174
-13,663
84
Off-Peak HOV
4
Total Auto
13,998,999
-30,307
-2,832
Drive-To-Transit
Peak
Drive-Rail
1,187
100
Drive-PATH
184,614
22,058
58,703
-191
-11
850
268
Drive-BUS
Drive-Ferry
Drive-LRT
962,450
254,386
345,359
244,765
502,001
2,308,960
963,637
254,195
346,209
244,751
501,452
2,310,244
184,714
22,047
58,971
46,192
33,718
345,642
46,132
-14
60
33,776
-548
-58
Total
345,283
1,284
359
481
44
165,022
130,860
22,543
9,275
165,502
130,872
12
-13
Off-Peak
Drive-Rail
Drive-PATH
Drive-BUS
Drive-Ferry
Drive-LRT
84
95
-3
53,259
124,367
47,723
521,231
0
22,587
9,262
11,598
25,555
4,271
73,273
11,503
25,555
4,508
73,384
53,343
124,364
45,258
519,339
-237
-2,465
-1,891
Total
-111
Peak and Off-Peak
Drive-to-Transit
207,157
1,668
144
Drive-Rail
Drive-PATH
Drive-BUS
-179
1,127,471
385,247
398,618
369,132
549,724
207,301
31,309
70,569
-24
1,129,139
385,068
399,552
369,115
546,711
934
31,333
70,206
71,687
38,284
363
Drive-Ferry
-17
60
71,747
37,989
Drive-LRT
-3,013
-295
Total Drive-To-Transit
2,830,192
418,667
2,829,584
418,915
-608
248
TOTAL
153,440,594
14,417,666
153,409,679
14,415,082
-30,915
-2,584
Source: KPMG, Ridership Forecasting Results Report, June 20, 2000.
Note: Results do not include air passenger or Airport Employee remote parking trips.
Totals may not add due to rounding.
NERL-Elizabeth Segment SDEIS
Transportation
4-37
set at 9 minutes. Travel time between Lot D and Terminal B was set at 8 minutes; and
A proposed ferry was added between Elizabethport and the World Financial Center. Running time
was set at 30 minutes. Headways were 30 minutes peak and 60 minutes off-peak. The fare was set at
$6 with a $2 parking charge. The park-and-ride capture area was set as southern Elizabeth, Linden,
Rahway, Middlesex County, Monmouth County, Ocean County, and Mercer County. In particular,
zones in southern Elizabeth, Linden, Rahway, Middlesex County, Monmouth County, Ocean County,
and Mercer County were assumed to be in the park-and-ride capture area of the Elizabethport Ferry.
The transit networks described above were used at the beginning of the modeling process to characterize
transit travel times between each possible production and attraction zone. The 2020 No-Build serves as a
base for understanding the impacts of the Build project.
The year 2020 Build network is identical to the No-Build network with the exception that it includes the
Build Alternative. The Build Alternative is a 5.8-mile light rail transit system beginning at Midtown
Elizabeth and terminating at Newark International Airport Monorail Parking Lot D. It is characterized in
more detail in Chapter 2. The proposed LRT line was coded with the same mode code as the Newark City
Subway and Newark-Elizabeth Rail Link MOS-1 and uses the same mode-specific constants as buses. The
key difference between the treatment of the Newark City Subway (and therefore the Build Alternative) and
true bus service is that the bus-to-rail and bus-to-PATH transfer penalties are not applied to the Newark
City Subway (or the Build Alternative). In cases where the trip is made solely by Newark City Subway or
the Build Alternative, then the choice is embedded within the bus mode. The Build Alternative is assumed
to run on 12-minute headways in both the peak and off-peak periods. Given the definition of the Build
Alternative as being similar to the Newark City Subway, the model applied the same fare policy to the
Build Alternative as for the Newark City Subway. This policy is a flat $1.00 fare for any travel on the
LRT. A special fare for the airport employee remote parking is assumed. This fare is $37.00 per month
per airport employee.
B.
Vehicle Trips and Vehicle Miles-of-Travel
The Build Alternative contributes to a modest reduction in both automobile vehicle trips and in vehicle
miles-of-travel as compared to the No-Build Alternative. As shown in Table 4-22, the construction and
operation of the Build Alternative would reduce vehicle trips by 2,584 trips per weekday in the year 2020.
This number does not include remote airport employee parking trips. The impacts are categorized by the
mode of travel:
Automobile-mode trips (i.e., travel from origin-to-destination by automobile)
Drive-to-transit trips (i.e., travel by automobile from the trip origin to a transit park-and-ride lot)
This reduction comprises a reduction of 2,832 weekday vehicle trips in year 2020 by travelers who use the
automobile mode for their entire trip from origin to destination. This decrease is partially offset by an
increase of 248 weekday vehicle trips that drive to transit and either park-and-ride or drop off passengers.
Vehicle miles-of-travel is expected to decline by 30,915 weekday vehicle miles of travel in the year 2020
as a result of the implementation of the Build Alternative. This drop comprises 30,307 miles in “auto-
only” trips and a decline of 608 miles in drive-to-transit trips.
The reduction in both vehicle trips and vehicle miles-of-travel are relatively small in comparison to
regional totals. Total modeled travel (a subset of total New York Metropolitan area travel) includes 14.4
L
NERL-Elizabeth Segment SDEIS
4-36
Transportation
H
million daily vehicle trips and 153.4 million vehicle miles-of-travel. Consequently, the Build Alternative's
impact on vehicle travel is negligible (<.1 %) within the regional context.
Table 4-22
Year 2020 Average Weekday LRT Impact on Vehicle Trips
and Vehicle Miles of Travel
2020 No-Build
2020 Build
Difference
Mode
VMT
Vehicle Trips
VMT
Vehicle Trips
VMT
Vehicle Trips
Auto
Peak LOV
59,145,730
-15,919
Peak HOV
-809
59,161,650
608,5591
90,398,786
441,407
150,610,403
5,079,015
32,851
8,859,807
27,326
13,998,999
607,750
90,385,123
Off-Peak LOV
-1,640
-14
-1,174
5,077,376
32,837
8,858,632
27,322
13,996,167
-13,663
Off-Peak HOV
84
-4
441,492
150,580,095
Total Auto
-30,307
-2,832
Drive-To-Transit
Peak
Drive-Rail
184,714
100
1,187
-191
22,047
-11
Drive-PATH
Drive-BUS
850
268
962,450
254,386
345,359
244,765
502,001
2,308,960
184,614
22,058
58,703
46,132
33,776
345,283
963,637
254,195
346,209
244,751
501,452
2,310,244
-14
60
Drive-Ferry
Drive-LRT
58,971
46,192
33,718
345,642
-548
-58
1,284
359
Total
Off-Peak
Drive-Rail
Drive-PATH
22,587
481
44
12.
-13
165,022
130,860
53,259
124,367
Drive-BUS
84
95
22,543
9,275
11,503
25,555
4,508
73,384
165,502
130,872
53,343
124,364
45,258
519,339
9,262
11,598
25,555
4,271
73,273
-3
Drive-Ferry
Drive-LRT
0
-237
47,723
521,231
-2,465
-1,891
Total
-111
Peak and Off-Peak
Drive-to-Transit
1,668
144
Drive-Rail
Drive-PATH
Drive-BUS
-179
-24
1,127,471
385,247
398,618
369,132
549,724
207,157
31,333
70,206
71,687
38,284
1,129,139
385,068
399,552
369,115
546,711
207,301
31,309
70,569
71,747
37,989
934
363
-17
60
Drive-Ferry
Drive-LRT
-3,013
-295
Total Drive-To-Transit
2,830,192
418,667
2,829,584
418,915
-608
248
-30,915
-2,584
TOTAL
153,440,594 14,417,666 153,409,679 14,415,082
Source: KPMG, Ridership Forecasting Results Report, June 20, 2000.
Note: Results do not include air passenger or Airport Employee remote parking trips.
Totals may not add due 10 rounding.
NERL-Elizabeth Segment SDEIS
Transportation
4-37
Finally, Table 4-23 presents the impact of the Build Alternative on average weekday hours of travel time
savings directly attributable to the project.
Table 4-23
Year 2020 Average Weekday Person Hours of Travel Time Saved
for Build Alternative (as compared to No-Build)
Time
Category
Hours Saved
Peak
-25
403
378
Existing Riders
Out of Vehicle Time
In-Vehicle Time
Total
New Riders
Out of Vehicle Time
In-Vehicle Time
Total
TOTAL
53
284
337
715
Off-Peak
Existing Riders
-546
687
141
55
81
136
277
Out of Vehicle Time
In-Vehicle Time
Total
New Riders
Out of Vehicle Time
In-Vehicle Time
Total
TOTAL
Existing Riders
Out of Vehicle Time
In-Vehicle Time
Total
New Riders
Out of Vehicle Time
In-Vehicle Time
Total
TOTAL
-571
1090
519
108
365
473
TOTAL
992
Source: KPMG, Ridership Forecasting Results Report, June 20, 2000.
C.
Overall Transit Travel Demand
The project's impact on overall transit demand was evaluated by examining the change in total transit trips
and the proportion of transit trips relative to other modes between the No-Build and Build Alternatives.
The output of the mode choice model is the number of linked trips by mode. Linked trips are considered to
be one of the principal measures of evaluation for an alternative transit scenario since linked trips measure
the amount of travel occurring by transit. The linked trip statistic is not affected by the number of transfers
that a scenario induces and therefore does not unduly reward scenarios that force large number of transfers.
NERL-Elizabeth Segment SDEIS
Transportation
4-38
Linked trips by mode and scenario are shown in Table 4-24. Since the Elizabeth Segment (NERL) LRT is
coded like the Newark City Subway and not as the NJTDFM “LRT” mode, Elizabeth Segment (NERL)
LRT trips do not appear in the line labeled “LRT”.
Table 4-24
Average Weekday Linked Trips by Mode
1990 Base
2020 No-Build
2020 Build
All Trips Trans-Hudson
All Trips Trans-Hudson
All Trips
Trans-Hudson
Auto
Drive Alone
12,971,982 469,444 17,280,738
571,186 17,277,376
571,107
Shared Ride 2
522,049
39,919 707,399
40,680 707,164
40,661
Shared Ride 3
92,201
13,096 123,683
13,622 123,642
13,617
Shared Ride 4+
67,180
9,854
89,797
10,017
89,765
10,014
Total Auto
13,653,411
532,313 18,201,616
635,505 18,197,948
635,398
Transit
Walk Access
Walk-Rail
51,241
33,803 90,015
56,874 91,880
57,124
Walk-PATH
105,798 84,318
154,894
121,005 153,689
120,965
Walk-Bus
304,714 124,608 330,375
129,035 332,358
129,016
Walk-Ferry
10,316
5201
12,662
747
13,355
750
Walk-LRT
53,803
16,742
53,770
16,742
Subtotal Walk-to-Transit 472,068 243,249 641,749
324,404 645,053
324,596
Drive Access
Drive-Rail
120,611
103,884 209,092
180,299 209,287
180,220
Drive-PATH
34,033
30,635
31,251
27,346 31,226
27,335
Drive-Bus
61,438
55,622
70,087
63,012
70,452
63,080
Drive-Ferry
59,605
5,568
71,693
7,200
71,738
7,172
Drive-LRT
38,206
28,587 37,915
28,558
Subtotal Drive-to-Transit 275,688
195,709 420,329
306,444 420,618
306,365
All Transit Access
Rail
171,852 137,687 299,107
237,173 301,167
237,345
PATH
139,831 114,953 186,145
148,351 184,915
148,299
Bus
366,152 180,230 400,462
192,048 402,811
192,096
Ferry
69,921
6,088
84,356
7,948
85,093
7,922
LRT
92,009
45,348
91,685
45,300
Total Transit
747,756 438,958 1,062,078 630,848 1,065,670 630,962
Total Person Trips 14,401,167 971,271 19,263,694 1,266,354 19,263,618 1,266,360
Source: KPMG, Ridership Forecasting Results Report, June 20, 2000.
Note: Results do not include air passenger or Airport Employee remote parking trips. Totals may not add due to rounding.
Instead, Elizabeth Segment (NERL) LRT trips are spread among rail, PATH, and bus trips depending on
the following:
O
Build Alternative trip transfers to commuter rail – mode is “RAIL";
Build Alternative trip transfers to PATH but not commuter rail - mode is “PATH"; and
Otherwise - mode is "BUS".
.
As a practical matter, the lack of specific Build Alternative mode in the mode choice model means that the
analysis of Linked Trips by mode can only be used to understand the impact of the system on total transit
ridership in the region. Impacts on individual transit submodes are ambiguous in this case and little
significance can be attached to submode variations. Since the allocated numbers of trips are small, this
NERL-Elizabeth Segment SDEIS
Transportation
4-39
matter is of no consequence in assessing impacts of the Build Alternative on individual transit links.
Table 4-25 presents the number of incremental (new) linked trips by mode as compared to the 2020 No-
Build. This table shows that Build Alternative would attract 3,379 new transit trips per weekday in the
Year 2020.
Table 4-25
Average Weekday Incremental Linked Trips by Mode
(Compared to the 2020 No-Build)
2021 Build
All Trips
Trans-Hudson
Auto
Drive Alone
-3,,365
-80
Shared Ride 2
-235
-19
Shared Ride 3
-41
-5
Shared Ride 4+
-32
-4
Total Auto
-3,673
-107
Transit
Walk Access
Walk-Rail
1,873
250
Walk-PATH
-1,205
-41
Walk-Bus
1,979
20
Walk-Ferry
693
3
Walk-LRT
-33
Subtotal Walk-to-Transit
3,307
192
Drive Access
Drive-Rail
195
-79
Drive-PATH
-25
-11
Drive-Bus
366
68
Drive-Ferry
44
-28
Drive-LRT
-291
-29
Subtotal Drive-to-Transit
289
-79
All Transit Access
Rail
2,069
171
PATH
-1,229
-52
Bus
2,345
Ferry
737
-26
LRT
-324
-29
Total Transit
3,600
113
Total Person Trips
-77
6
Source: KPMG, Ridership Forecasting Results Report, June 20, 2000.
Note: Results do not include air passenger or Airport Employee remote parking trips.
Totals may not add due to rounding.
48
D.
Transit Ridership
LRT boardings at the station level can be summarized as one half the average daily number of passengers
boarding and alighting the train at each stop. The number of daily trips has been halved to avoid “double
counting,” since transit trips are assigned in production and attraction format. This daily boarding
summary is presented in Table 4-26 and is stratified by mode of access or egress (i.e., walk, bus transfer,
drive, rail transfer).
NERL-Elizabeth Segment SDEIS
Transportation
4-40
Table 4-26
Year 2020 Elizabeth Segment - NERL LRT
Weekday Boardings by Station and Mode of Access
-
Station
Boardings
865
316
1,301
Midtown Elizabeth
Mode Name
Walk
Bus Transfer
Rail Transfer
Drive
Total
Walk
Bus Transfer
Drive
Total
2,482
645
34
196
875
Route 1-9 (Spring St.)
131
Division Street
Walk
Bus Transfer
Drive
Total
131
Walk
397
Bus Transfer
Third Street
Drive
Total
397
Walk
207
Bus Transfer
66
Singer
Drive
Total
273
Walk
243
Ferry Transfer
668
Ferry Terminal
Drive
Total
911
Walk
1,355
Bus Transfer
Jersey Gardens
Drive
Total
1,355
Walk
316
Bus Transfer
Kapkowski Road
Drive
Total
316
Walk
167
Bus Transfer
16
North Avenue
Drive
Total
183
Walk
APM Transfer
60
EWR Lot D
Drive
Total
60
Walk
4,326
Bus Transfer
432
Total
Rail Transfer
1,301
LRT
Drive
196
Total
6,980
Source: KPMG, Ridership Forecasting Results Report, June 20, 2000.
Note: Totals may not add due to rounding.
NERL-Elizabeth Segment SDEIS
Transportation
4-41
The highest passenger activity would occur at the Midtown Elizabeth station at 2,482 boardings per
average weekday. The Jersey Gardens Mall station stop would have the second highest passenger activity
level. For the purposes of this SDEIS, ridership projections were prepared for the Singer Station as well.
Overall, the total daily boardings would be nearly 7,000 by the year 2020, representing significant use of
the project. It should be noted that forecasting results do not include air passenger or Airport Employee
remote parking trips.
Remote Parking LRT Ridership for Airport Employees
As part of the airport's capital improvement program and continuing efforts to improve passenger
facilities, the PANYNJ is attempting to move low-revenue producing functions, including employee
parking, off the airport proper. Currently, there are approximately 3,000 employee parking spaces on-
airport, of which more than 100 percent is used on an average weekday. Plans are under discussion to
relocate much of this parking into the Elizabethport area where it could be served by the proposed light rail
project.
If negotiations are successful, a 2,000-space parking facility is proposed to be constructed adjacent to the
Jersey Gardens Mall Station. The project sponsors are holding discussions with Continental Airlines and
the PANYNJ to direct a large number of their employees to park at this location and take the proposed
light rail as a shuttle to the Lot D Station, and then transfer to the on-airport monorail to reach the airport
terminals.
The ridership estimates for remote parking were done off-model because the model cannot replicate a
specific employer policy such as remote parking. However, elements of the Build model run were used to
determine a realistic forecast for this ridership element. All reported year 2020 ridership forecasts that
appear in this chapter are without the remote parking facility in place. However, NJT believes
negotiations would be successful, and that the additional ridership forecast in this exercise should be added
to the daily ridership totals.
Based on survey data supplied by Continental, it is estimated that each parking space would have a
minimum turnover ratio of 2.0 per day. This means that about 4,000 people making 8,000 trips could
potentially use this remote parking and LRT/monorail connection. NJT staff has reviewed this forecast
and estimated that not all employees that could use the remote parking would actually use it. Based on the
result of the mode choice model, approximately 14% of central terminal airport employees would take
transit to the airport. The majority of these would be using the Northeast Corridor rail station and monorail
connection that opened in 2001. These users were not estimated to use the remote lot, and so about 1100
employee trips were diverted from the remote lot. Another 10% were assumed to take taxis or be dropped
off directly or picked up by others or family members. This reduced the total projected LRT ridership by
another 800 trips per day.
The final LRT ridership for airport employee remote parking is estimated to be 6,100 trips a day, after
applying the adjustments. This results in 3,050 employees per day making 6,100 trips. With a turnover
ratio of 2.0, a total of 1,525 parking spaces would be used on an average day. The remote parking would
be at 76% of capacity, which seems reasonable and allows for some daily variation and shift overlap.
These 6,100 light rail trips from airport employee remote parking are added to the overall Light Rail line
ridership of 6,980 trips per day. This produces a total projected ridership of 13,080 trips per weekday on
the light rail line between downtown Elizabeth and Monorail Parking Lot D in 2020. The employee
remote parking would be served by an additional light rail vehicle (LRV), resulting in headways of about 6
to 9 minutes between the Jersey Gardens Mall station and Airport Lot D.
NERL-Elizabeth Segment SDEIS
4-42
Transportation
1
It has been estimated that 3,700 of these 6,100 airport employee remote parking LRT trips are new transit
riders, as otherwise they would have been made by auto. Currently, Continental Airlines has an off-airport
employee parking facility of 1,200 spaces which is used with shuttle buses to enable employees to reach
the airport terminals. This translates into 2,400 trips per day by employees using transit. Subtracting these
current 2,400 employee trips from the 6100 employee trips forecast to use the LRT and remote parking
results in 3,700 new daily airport employee trips using the proposed LRT. Hence, these trips represent
new transit riders. The remainder of the line would have a total of 3,600 new transit trips per day. Adding
the 3,700 new transit trips from the remote parking for airport employees results in a total of 7,300 new
transit trips on an average weekday. This is approximately 56% of total LRT trips.
Calculation of Annual New Transit Riders from Airport Employee Parking
The non-airport employee new transit trips are annualized based on the experience of the Newark City
Subway. This results in an annualization factor of 300 days per year. For the airport employee trips, an
annualization factor of 365 days per year is used, as airport employee trips are the same on weekends as on
weekdays and holidays. This produces a total of 2,430,500 new transit trips per year for the project in the
year 2020. Of these trips, 1,018,000 are non-airport employee trips and 1,350,500 are airport employee
trips.
The projected amount of new airport employee trips totals 3,700, representing 1,850 light rail passengers.
To put this in perspective, there are 8,000 to 9,000 persons currently employed by Continental Airlines.
Another 1,500 are employed by Federal Express. Continental Airlines is undertaking a $1 billion
expansion of their terminals. New jobs, as a result of the expansion, are estimated at 2,000 to 3,000.
Current on-airport employee parking totals 3,300 spaces, while Continental off-site employee parking
totals 1,200 spaces. The opportunity for consolidation of on-airport and off-site parking of 4,500 spaces,
plus accommodating 2,000 to 3,000 new employees on an off-site location near the LRT line is an
important goal of the project.
E.
LRT Service
LRT Service Frequency and Vehicle Requirements
The proposed light rail service would be somewhat unique in terms both peak period and prevailing
direction definitions. The proposed line would serve several significant retail employment areas (Jersey
Gardens Mall, Elizabeth Center), at which employee travel would be shift-oriented. These shifts would
create several mini-peaks throughout the service day. In addition, peak-period travel would tend to occur in
both directions. Both of these characteristics would require close monitoring to assure service meets travel
demand.
Regular and shuttle services would operate seven days a week, 365 days a year, with full service on
weekdays and reduced service on weekends and holidays. Regular service would operate from 6:00 a.m.
to 11:00 p.m. every day. Special service beyond these hours would be operated as necessary. The airport
shuttle service would operate during shift changes at the airport and other identified peak periods.
Initially, trains would operate every 12 minutes from the Midtown Station to the Jersey Gardens Station
and every 6 minutes from the Jersey Gardens Station to the end of the line during both base and peak
periods. Peak periods on the regular service would be 6:00 a.m. to 11:00 a.m. and 3:30 p.m. until 7:30
p.m. on normal business days. Preliminary planning calls for all trains on the regular service to stop at all
stations, with no “skip-stop” or express service. Depending on actual ridership volume and patterns, these
plans can be altered to provide service improvements as needed. Airport shuttle service would be operated
NERL-Elizabeth Segment SDEIS
Transportation
4-43
during airport shift changes at 18-minute headways alternating with regular service, resulting in a net 7- to
8-minute headway from the employee parking facility. During overnight peak airport operations (11pm-
6am), service would operate about every 7 to 9 minutes.
Station dwell times would be kept to the minimum time necessary to unload and load all passengers safely
and efficiently at each station. While times would vary depending on several factors such as time of day,
day of the week, direction of travel, and individual station, it is anticipated that dwell times would not
exceed 30 seconds and typically would be about 20 seconds. Dwell time for this purpose would mean the
time a train is actually stopped at a station with its doors open (or enabled). At terminal stations, trains
would dwell for five minutes to allow the operator to move to the operating cab at the opposite end of the
train, or for a new operator to prepare the train for departure.
Given 12-minute headways and information on dwell times, the run time for the system between Elizabeth
Midtown Station and Newark International Airport was determined to be approximately 23 minutes. Since
train cycles would include five minutes of turn time at each terminus, the cycle time for the Elizabeth-
Newark International Airport trip would be 56 minutes. Tables 4-27 and 4-28 illustrate the station to
station running times and LRT service frequencies for the Build Alternative.
Table 4-27
Build Alternative – Station-to-Station Running Times
Cumulative
Time
Distance to Run Time to
Next Station Next Station Dwell Time
Station
(miles) (minutes) (minutes)
Midtown Elizabeth
0.68
1.23
0.35
Route 1&9 (Spring Street)
0.53
1.17
0.35
Division Street
0.73
1.60
2.10
Third Street
0.53
1.04
0.35
Singer
0.51
1.24
0.35
Ferry Terminal
0.54
1.46
0.39
Jersey Gardens Mall
0.29
1.00
0.35
Kapkowski Road
0.36
1.14
3.55
North Avenue
1.61
4.02
1.05
Newark International Airport Lot D
Source: Raytheon Engineers and Constructors Washington Group International), 2000
Total Time
(minutes)
1.58
1.52
3.70
1.39
1.59
1.85
1.35
4.69
5.07
1.58
3.10
6.80
8.19
9.78
11.63
12.98
17.67
22.74
Table 4-28
Build Alternative - Operating Plan
Peak Headway
Service
(minutes)
Build Alternative: (Elizabeth to Lot D)
12
Newark City Subway (Grove Street - Newark Penn Station)
6
Newark-Elizabeth Rail Link
6
(Grove St-Newark Penn Station-Broad Street Station)
Airport Shuttle*
9
Source: Raytheon Engineers and Constructors (Washington Group International), 2000
Note: * NJ TRANSIT off-model Operations Plan.
Off-Peak Headway
(minutes)
12
6
6
1
I
18
NERL-Elizabeth Segment SDEIS
Transportation
4-44
LRT Maintenance and Storage Facility
Yard and Shop
Storage and Inspection Operations would be performed at a facility proposed to be located in an area
bounded by the Chemical Coast Line on the west, Kapkowski Road on the east and Trumbull Street on the
south. The facility is planned to house up to 10 light rail vehicles and the maintenance-of-way equipment
necessary to operate the proposed light rail line.
Daily servicing and inspection of all cars departing for revenue service would take place at this facility.
This servicing would include car washing, interior cleaning, and sand refilling, taking place on the same
run-through track in the shop building. The second shop run-through track would house two pit spots for
under-car inspection and repair. A third stub-end track would be used to remove trucks from cars. This
track would be the only shop track without overhead contact wire, as it would house the lift equipment
necessary for truck removal. The shop would also have a car storage building capable of storing up to
eight LRT vehicles under cover. This building would not be enclosed nor environmentally controlled, but
it would protect the LRT vehicle fleet from the elements.
Maintenance Program
As described above, the proposed Shop would handle daily inspection and servicing of the LRT vehicle
fleet. It would also be capable of removing an entire truck assembly from an LRT vehicle. However, to
achieve economy of scale benefits during the development and operation of the light rail line, the major
vehicle assemblies and components would be similar to those on the Newark City Subway and the
Hudson-Bergen LRT Systems. This approach would allow for a quicker and more cost-effective process
for procurement of major systems. Likewise, to ensure that repair and maintenance costs are kept to a
minimum, heavy maintenance would be handled at other NJ TRANSIT shop locations (e.g., NCS Subway
or HBLRTS yard shop sites). Provisions would be made to move truck assemblies to one of these facilities
(which service identical LRT vehicles) for servicing of motor/gear box assemblies, wheel grinding, etc.
Should servicing of an entire car be necessary, for example, after a collision, provisions would be made to
transport the entire LRT vehicle to one of the other shops.
F.
Bus Service
With the exception of the additional bus service to the Jersey Gardens Mall, all existing bus service would
be unaffected under the both No-Build and Build Alternatives. All routes would remain in place at the
same service levels.
4.2.3
Newark International Airport Transportation
A.
No-Build Alternative
Under the No-Build Alternative there would be no impact to the airport monorail.
B.
Build Alternative
The proposed LRT alignment would not result in significant impact to the airport monorail, airport
operations or Federal Aviation Administration air traffic control or security functions in the vicinity of
Newark International Airport. Specific airport related issues are discussed below.
NERL-Elizabeth Segment SDEIS
Transportation
4-45
during airport shift changes at 18-minute headways alternating with regular service, resulting in a net 7- to
8-minute headway from the employee parking facility. During overnight peak airport operations (11pm-
6am), service would operate about every 7 to 9 minutes.
Station dwell times would be kept to the minimum time necessary to unload and load all passengers safely
and efficiently at each station. While times would vary depending on several factors such as time of day,
day of the week, direction of travel, and individual station, it is anticipated that dwell times would not
exceed 30 seconds and typically would be about 20 seconds. Dwell time for this purpose would mean the
time a train is actually stopped at a station with its doors open (or enabled). At terminal stations, trains
would dwell for five minutes to allow the operator to move to the operating cab at the opposite end of the
train, or for a new operator to prepare the train for departure.
Given 12-minute headways and information on dwell times, the run time for the system between Elizabeth
Midtown Station and Newark International Airport was determined to be approximately 23 minutes. Since
train cycles would include five minutes of turn time at each terminus, the cycle time for the Elizabeth-
Newark International Airport trip would be 56 minutes. Tables 4-27 and 4-28 illustrate the station to
station running times and LRT service frequencies for the Build Alternative.
Table 4-27
Build Alternative - Station-to-Station Running Times
Cumulative
Time
Distance to Run Time to
Next Station Next Station Dwell Time
Station
(miles) (minutes) (minutes)
Midtown Elizabeth
0.68
1.23
0.35
Route 1&9 (Spring Street)
0.53
1.17
0.35
Division Street
0.73
1.60
2.10
Third Street
0.53
1.04
0.35
Singer
0.51
1.24
0.35
Ferry Terminal
0.54
1.46
0.39
Jersey Gardens Mall
0.29
1.00
0.35
Kapkowski Road
0.36
1.14
3.55
North Avenue
1.61
4.02
1.05
Newark International Airport Lot D
Source: Raytheon Engineers and Constructors (Washington Group International), 2000
Total Time
(minutes)
1.58
1.52
3.70
1.39
1.59
1.85
1.35
4.69
5.07
1.58
3.10
6.80
8.19
9.78
11.63
12.98
17.67
22.74
Table 4-28
Build Alternative - Operating Plan
E
Off-Peak Headway
(minutes)
12
6
Peak Headway
Service
(minutes)
Build Alternative: (Elizabeth to Lot D)
12
Newark City Subway (Grove Street - Newark Penn Station)
6
Newark-Elizabeth Rail Link
6
(Grove St-Newark Penn Station-Broad Street Station)
Airport Shuttle*
9
Source: Raytheon Engineers and Constructors (Washington Group International), 2000
Note: * NJ TRANSIT off-model Operations Plan.
6
18
E
L
NERL-Elizabeth Segment SDEIS
4-44
Transportation
值
​LRT Maintenance and Storage Facility
Yard and Shop
Storage and Inspection Operations would be performed at a facility proposed to be located in an area
bounded by the Chemical Coast Line on the west, Kapkowski Road on the east and Trumbull Street on the
south. The facility is planned to house up to 10 light rail vehicles and the maintenance-of-way equipment
necessary to operate the proposed light rail line.
Daily servicing and inspection of all cars departing for revenue service would take place at this facility.
This servicing would include car washing, interior cleaning, and sand refilling, taking place on the same
run-through track in the shop building. The second shop run-through track would house two pit spots for
under-car inspection and repair. A third stub-end track would be used to remove trucks from cars. This
track would be the only shop track without overhead contact wire, as it would house the lift equipment
necessary for truck removal. The shop would also have a car storage building capable of storing up to
eight LRT vehicles under cover. This building would not be enclosed nor environmentally controlled, but
it would protect the LRT vehicle fleet from the elements.
Maintenance Program
As described above, the proposed Shop would handle daily inspection and servicing of the LRT vehicle
fleet. It would also be capable of removing an entire truck assembly from an LRT vehicle. However, to
achieve economy of scale benefits during the development and operation of the light rail line, the major
vehicle assemblies and components would be similar to those on the Newark City Subway and the
Hudson-Bergen LRT Systems. This approach would allow for a quicker and more cost-effective process
for procurement of major systems. Likewise, to ensure that repair and maintenance costs are kept to a
minimum, heavy maintenance would be handled at other NJ TRANSIT shop locations (e.g., NCS Subway
or HBLRTS yard shop sites). Provisions would be made to move truck assemblies to one of these facilities
(which service identical LRT vehicles) for servicing of motor/gear box assemblies, wheel grinding, etc.
Should servicing of an entire car be necessary, for example, after a collision, provisions would be made to
transport the entire LRT vehicle to one of the other shops.
F.
Bus Service
With the exception of the additional bus service to the Jersey Gardens Mall, all existing bus service would
be unaffected under the both No-Build and Build Alternatives. All routes would remain in place at the
same service levels.
4.2.3
Newark International Airport Transportation
A.
No-Build Alternative
Under the No-Build Alternative there would be no impact to the airport monorail.
B.
Build Alternative
The proposed LRT alignment would not result in significant impact to the airport monorail, airport
operations or Federal Aviation Administration air traffic control or security functions in the vicinity of
Newark International Airport. Specific airport related issues are discussed below.
NERL-Elizabeth Segment SDEIS
Transportation
4-45
Airport Monorail
At various times during the day, the proposed LRT will transport a significant number of airport employees
from the new off-airport parking facility to the airport monorail Station D3. This station will serve as the
transfer point between LRT and monorail.
Currently, the monorail operates 6-car trainsets with an approximate capacity of 78 persons per train. The
trains run on 3-4 minute headways during the peak period, or approximately 15-20 trains per hour, with a
total capacity of approximately 1300 riders per hour. Based on horizon-year projections of LRT use by
airport employees using the proposed off-airport parking facility, during most of the day the Monorail
appears to have adequate capacity to accommodate the additional demand generated by the LRT system.
The Monorail currently experiences near- or at-capacity conditions during the 2-4 PM period between
Terminals B and C. During this period, special arrangements may be required to accommodate the
additional riders generated by the LRT.
The monorail was constructed using federal passenger facility charge (PFC) funds that restrict its use to
preserve the capacity of the airport. This restriction was interpreted to permit transit improvements off-
airport only if one end of the transit trip is in the airport. Thus, Elizabethport shoppers and employees
using the monorail as a connection to another mode of transit could violate PFC regulations. A run of New
Jersey Transit's ridership forecasting model (NJTDFM) was undertaken with NERL-Elizabeth Segment
and the Northeast Corridor Rail Line Airport Station in place. The model results indicated that only 21
daily trips in 2021 (11 people) would transfer to/from the Light Rail station at Parking Lot D and also use
the Northeast Corridor Rail Line Airport Station. This would be accomplished by transferring to the
Airport Monorail to go between the two stations.
The NEC station is forecast to have 9,100 daily trips using the station in 2010. The NJTDFM has an
overall margin of error of +/- 20% for station level forecasts. This means that the NEC Airport station will
have a range of +/- 1,820 trips day. These 21 Airport station to /from Light Rail station trips would
constitute 0.2% of total Airport station daily trips, or 1.1% of the margin of error. Since the number of
trips is so small and well within the margin of error of the overall station ridership, we can say that the
number of non-Airport trips using the NEC station resulting from the Elizabeth section of the NERL Light
Rail project is effectively 0. Therefore, there are no impacts relating to use of PFC funds for non-airport
related trips. The use of the Airport Monorail as a connection between the LRT line and the Northeast
Corridor Rail Line will continue to be monitored in the future.
Airport Runway Glide Path
Based on the proposed design for the LRT system, elevations for the track, catenary and poles, and bridge
height would clear the minimum glide-path envelope required by the FAA.
Localizer Location
The FAA radar localizer is located 900 – 1000 feet from the runway. Since the LRT alignment would be
located approximately 1300 feet beyond the localizer, there would not be any conflict between the two, nor
would the LRT impact communications or radar functions.
NERL-Elizabeth Segment SDEIS
Transportation
4-46
Electromagnetic Compatibility (EMF)
Based on the voltage and on-vehicle hard-wired communication technology proposed for the LRT system,
there would be no EMF conflicts with airport communications and radar systems. The LRT voltage would
be 750 volts DC, which generates no fluctuation in magnetic field; therefore, LRT electric systems would
not impact airport radar or communications technology. In addition, the operating frequencies of the on-
board and airport equipment are sufficiently different to make conflict a physical impossibility. On board
LRT equipment operates DC, while on-airport communications equipment operates at 2700-2900
megahertz AC, making conflict highly unlikely. On-board LRT communications equipment is hard-wired
within the vehicle, and generates no radio-frequency interference of sufficient strength to impact airport
communications or radar equipment.
Radio Frequency Emissions
During LRT radio communications with NJ Transit central command, the LRT vehicle would use a
standard “trunk” radio system already in use on NJ Transit buses now operating on airport property. These
radio systems have already been demonstrated to be compatible with airport communications and radar
systems requirements, and introduce no new sources of radio-frequency conflict. The on-board
communication system would use hard-wire microphones and low wattage, and is therefore incapable of
impacting airport communications or radar systems.
4.2.4
Freight Railroad Operations
A.
No-Build Alternative
Under the No Build Alternative there would be no impact to freight rail operations.
B.
Build Alternative
Although it is not expected that there would be any direct impacts to freight operations due to the
implementation of the Build Alternative, there have been several issues identified by the freight railroad
operators that would need to addressed during the design phase of the project.
As reported previously in Section 4.1.C, CSXT and Norfolk Southern have projected freight rail traffic to
increase over the next twenty years. As such, CSXT could eventually use the former CNJ alignment to
connect to the Lehigh Valley Line and bring commodities into their yard from points west of the
Elizabethport area. Concept design plans currently call for LRT tracks to be placed on the two center
tracks (of the four track alignment) under the Northeast Corridor in Midtown Elizabeth. If a connection to
the Lehigh Valley Line is needed in the future by CSXT, the State would make the necessary changes to
the right-of-way so that the LRT is shifted to the two southernmost bays under the Northeast Corridor.
This is required because freight rail would need to operate in the center bays where there is a higher
vertical clearance that is needed for freight rail operations.
Norfolk Southern has identified a need in its long-term plans to establish a track connection from its E-Rail
Intermodal Terminal to the Chemical Coast line (Shared Assets). Construction of this planned connection
will require the displacement of a CSX freight customer that is leasing space from Norfolk Southern
(Matlak). The placement of the LRT yard and shop building facilities on Norfolk Southern property will
also need to accommodate this connection. Current concept design plans show the back edge of the
vehicle storage facility situated approximately 120 feet from the proposed Norfolk Southern/Chemical
Coast Line track connection.
NERL-Elizabeth Segment SDEIS
Transportation
4-47
Currently there is not enough space on the existing Division Street bridge for the current freight tail track
and two LRT tracks. According to FRA regulations (and further referenced in correspondence between
FTA and FRA dated October 4, 2000), a minimum of 17 feet is required between LRT and freight track
centers. This distance is not achievable given the current configuration of tail track on the bridge. To
maintain the required clearances, the alignment may do the following: (a) narrow to a single track to
accommodate the FRA required 17-foot track centers separation from the existing freight rail tail track; a
single LRT track is operationally feasible at this point given the planned frequency of LRT service; or (b) a
two track alignment with the required 17-foot track centers separation could be constructed over the
Division Street bridge if the existing freight tail track is relocated slightly northward within the existing
CNJ corridor.
The final potential impact concerns the future development of and access to CSXT's Transflow Yard. As
discussed previously, over 70 trucks per day enter/exit the facility for forward delivery of bulk cargo (Rail
to Truck transfers). With the construction of the LRT project, access to the Transflow Yard would be
limited to York Street near Dowd Avenue. Current truck access to the yard is possible via Trumbull Street
or Dowd Avenue. The City of Elizabeth and Union County have committed to ensure that access to the
yard via York Street remains in place. CSX agreed to this access arrangement during the site plan
approval process. Future development of the Transflow facility will not be permitted beyond what CSX
agreed to during negotiations with the City of Elizabeth memorialized in Planning Board Resolution No. P-
66-99, March 6, 2000. This resolution specifically dedicates a 50' wide envelope along the south edge of
the Transflow Yard for light rail development.
4.2.5
Parking Facilities
A.
No-Build Alternative
The No-Build Alternative would not cause any change in parking supply.
B.
Build Alternative
The construction of the LRT and the stations associated with the LRT would not adversely affect any of
the parking supply within downtown Elizabeth from Broad Street near the Midtown Station to Jersey
Gardens Station near the Jersey Gardens Mall. No parking spaces would be taken at the Jersey Gardens
Mall.
There currently are plans to construct a parking facility for Newark International Airport employees near
the Kapkowski Road LRT station (near the intersection of North Avenue and Kapkowski Road). Access
and egress to the parking facility would be across the LRT tracks with traffic control protection of signals
and/or crossing gates. Between North Avenue and the Brewster Road (EWR), no parking spaces would be
taken.
At the Newark International Airport Monorail Parking Lot D Station, approximately 50 spaces would have
to be eliminated for the LRT alignment. Most of the spaces would be taken due to construction of the LRT
trackway above grade and the resulting column structures needed to support the LRT trackway. The 50
spaces could be replaced with a combination of restriping and reconfiguring the existing parking lot as well
as building additional parking spaces in the vicinity of the current Parking Lot D.
a
No other parking facilities within the City of Elizabeth would be adversely affected by the Build
Alternative.
NERL-Elizabeth Segment SDEIS
Transportation
4-48
4.3
Mitigation
4.3.1
Roadways
A.
Grade Crossings
As mentioned in Section 4.2, mitigation measures would be required for five at-grade crossings along the
proposed alignment. The mitigation measures and all analysis conducted is documented fully in the Traffic
Operation and Grade Crossing report dated July, 2002. These grade crossings are at the following
locations:
1. Dowd Avenue
2. Veterans Memorial Drive
3. North Avenue
4. Elizabeth Center Drive
5. Fuel Facility Driveway
Mitigation measures that would be effective in reducing or eliminating traffic impacts are being evaluated
for the five at-grade crossings. These include the following treatments.
Traffic signalization
Traffic signal interconnect
Automatic crossing gates
Supplemental active warning devices
The primary means of traffic control would generally be automatic crossing gates or a traffic signal.
Traffic signals would be used for lower speed operation where the alignment is on-street or where the
tracks cross an intersection.
The following generalized recommendations, shown in Table 4-29, are made in order to mitigate the traffic
operation conflicts at the five affected grade crossings.
NERL-Elizabeth Segment SDEIS
Transportation
4-49
Table 4-29
Grade Crossing Mitigation Recommendations
Cross Street
Recommendations
.
• Crossing gates
Dowd Avenue
Active warning devices
Interconnect traffic signal with LRT gate crossing
• Crossing gates
• Active warning devices
Veterans Memorial Drive
• Delay timer to reduce gate down time due to station dwell
Interconnect traffic signal with LRT gate crossing
• Crossing gates
Parking Facility Access
• Active warning devices
Road
• Delay timer to reduce gate down time due to station dwell
• Crossing gates
• Active warning devices
North Avenue
• Delay timer to reduce gate down time due to station dwell
Interconnect traffic signal with LRT gate crossing
• Crossing gates
• Active warning devices
Elizabeth Center Drive
• Delay timer to reduce gate down time due to station dwell
• Interconnect traffic signal with LRT gate crossing
• Crossing gates
Fuel Facility Driveway
Active warning devices
• Interconnect traffic signal with LRT gate crossing
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
No grade crossing closures are recommended for any crossings in the NERL-Elizabeth Segment LRT
alignment.
Railroad Grade Crossing Diagnostic Team Process
The official mechanism for implementing changes to existing railroad grade crossings or approval of new
crossings is the Railroad Grade Crossing Diagnostic Team Process, described below. Therefore, while this
SDEIS can recommend mitigation strategies to address traffic operation conflicts at the six affected grade
crossings, these recommendations must be considered by others before they can be implemented.
Coordination will take place among NJ TRANSIT, NJ DOT, the Port Authority of New York and New
Jersey, the City of Elizabeth and Union County to determine the most practical mitigation strategies to be
employed at each intersection.
In accordance with NJSA 48, the Commissioner of Transportation has plenary power over all existing and
proposed railroad grade crossings in the State of New Jersey. A variation to an existing railroad grade
crossing or the creation of a new grade crossing requires Commissioner of Transportation approval. The
Commissioner has delegated the conduct of this business to the Division of Design Services, Bureau of
Civil Engineering, Utility & Railroad Engineering Unit at the New Jersey Department of Transportation.
A Diagnostic Team Leader is assigned to each case.
NERL-Elizabeth Segment SDEIS
Transportation
4-50
The Railroad Grade Crossing Diagnostic Team Process (DTM) assembles interested parties in a particular
grade crossing to meet in which expert testimony is gathered and recommendations are made to the
Commissioner for modifications to existing crossings or for new crossings. The invitees to the scheduled
DTM (Initiation of Proceedings) include the entity having local jurisdiction over the roadway, the entity
whose railroad is affected, the entity requesting the changes (if different from any other entity), local
police, emergency services, school superintendents, representatives from the NJDOT, and other
appropriate interested parties. These entities meet and discuss the existing and proposed conditions to
ascertain appropriate railroad warning and traffic control devices at the public grade crossing.
A Memorandum of Record (MOR) is issued to the attendees to document the findings and
recommendations developed by the Diagnostic Team. In addition, a Public Notice is advertised to allow
public response to the recommendations. Following the expiration of the public notice response and the
resolution of any meritorious comments, an ORDER is then issued. The ORDER generally embodies the
Commissioner's adoption and acceptance of the recommendations of the Diagnostic Team as expressed in
the MOR.
A final inspection of the crossing is done by the Diagnostic Team Leader to ensure the modifications and
construction was done in accordance with the order.
Trumbull Street & Veterans Memorial Drive Mitigation
For the majority of the intersections with at-grade LRT crossings, the addition of the LRT results in an
increase in delay but no change in the intersection LOS. At most, the LOS degrades by one letter. This
general statement does not hold true for the Trumbull Street and Veterans Memorial Drive intersection
during the Weekday PM and Weekend PM peak hours, where the presence of LRT degrades the LOS by
two letters. The Weekday PM peak experiences the largest increase in delay. This increase in intersection
delay is due in part to the existing geometry of the intersection. The westbound through and right
movements share a lane. The westbound right turn movements should not be allowed to move while the
LRT is crossing the north leg of the intersection; therefore, the non-conflicting westbound through
movements do not receive signal green time while the LRT is crossing. During the Weekday PM and
Weekend PM peak hours, this westbound through movement volume is heavy, resulting in a significant
increase in delay when the LRT is present. Mitigation involving the addition of a westbound right turn
lane was analyzed and the results are shown in Table 4-30.
Table 4-30
Trumbull Street & Veterans Memorial Drive
Mitigation - Add Westbound Right Turn Lane
Year 2000 Peak Hour Level of Service,
Volume to Capacity Ratio, and Vehicular Delay in Seconds
Year 2000 (Without LRT)
VIC Delay
Ratio (sec) LOS
0.59 10.6 B
Year 2000 (With LRT)
VIC Delay
Ratio (sec) LOS
Peak Hour
0.58
17.4
B
Weekday AM
Weekday PM
0.61
10.7
B
0.61
22.1
С
Weekend MD
0.33
9.4
А
0.33
15.0
B
Weekend PM
0.47
9.7
A
0.47
18.9
B
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
NERL-Elizabeth Segment SDEIS
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4-51
Constructing a westbound right turn lane, a minor geometric improvement, decreased the impacts of the
LRT significantly during the peak periods of concern. During the Weekday PM peak, the mitigation
decreased the delay by more than half. The presence of the LRT generally results in a one LOS
degradation.
North Avenue & Kapkowski Road Mitigation
The North Avenue and Kapkowski Road intersection will fail during the AM Peak hour due to a
combination of the LRT and the very heavy eastbound motor vehicle volumes. As stated in section 4.2,
some of the intersection delay is caused by the roadway's geometry in the area, mainly the lane drop from
3 to 2 eastbound lanes. By extending the 3 lane eastbound section on North Avenue to the east past the
LRT crossing on North Avenue, a significant portion of the resulting delay would be mitigated (See Table
4-31). How far to extend the 3-lane section has not been determined. By adding capacity along the entire
corridor affected by the project, this geometric improvement should reduce traffic delays to acceptable
levels at the intersection and along the corridor immediately east and west of the intersection during both
the peak hour and at other times when traffic volumes are high. The 3-lane extension will increase the
outside lane utilization and decrease the merging between the North Ave./Kapkowski Road intersection
and the LRT crossing.
Table 4-31
North Avenue and Kapkowski Road Intersection
Mitigation Analysis
Without LRT
With LRT
Without
With
Without
With
Mitigation Mitigation Mitigation Mitigation
2021 Peak Delay
Delay
Delay
Delay
Hour
(8) LOS (s) LOS (s) LOS (s) LOS
Weekday AM 27.8 с 19.0 B 381.9 F 22.2 С
Weekday PM 12.7 B 19.0 B 20.4 С 26.5 с
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 2002
B.
Station Area Traffic
The potential impacts at proposed station locations for the NERL-Elizabeth Segment have been identified
below. This included a review of likely auto traffic access patterns and impacts, with special attention
given to the potential for use of residential streets as "cut-through” routes. It is based on field observation,
station concept plans, descriptions of station locations, and aerial photographs of layovers with alignment
and station locations. The assessment was completed for potential stations that allow for some form of
automobile access either for pick-up and drop-off or for park and ride using shared parking facilities.
Overall, each station has a minimal amount of kiss-and-ride facilities. The number of potential riders on
the LRT system would primarily access the NERL-Elizabeth Segment LRT system either through other
transit mode transfers (bus, rail, automated people mover at the Newark International Airport) or by
walking to a station.
The results of a qualitative assessment of potential traffic impacts and neighborhood “cut-through” traffic
at station locations are summarized in Table 4-32.
5
NERL-Elizabeth Segment SDEIS
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Transportation
1
Table 4-32
Potential Traffic Impacts at Station Locations
Midtown Station
Station Access and Parking
Parking Spaces
Kiss-and-Ride Spaces
Potential Impact of Station Traffic on Signals
Expected Primary Access Routes
Neighborhood Impacts (Cut-Through Traffic)
Description
Shared
Informal drop off area in front of Midtown Station
Negligible
West Grand Street and Broad Street
Negligible
Route 1 & 9 (Spring Street) Station
Station Access and Parking
Parking Spaces
Kiss-and-Ride Spaces
Potential Impact of Station Traffic on Signals
Description
None
Space for 4 vehicles on street along Praise the Lord Plaza
Negligible
Praise the Lord Plaza, Reid Street, Magnolia Avenue, Grand
Street, and Route 1 & 9
Increased traffic along Reid Street and Praise the Lord Plaza
Expected Primary Access Routes
Neighborhood Impacts (Cut-Through Traffic)
Division Street Station
Station Access and Parking
Parking Spaces
Kiss-and-Ride Spaces
Potential Impact of Station Traffic on Signals
Expected Primary Access Routes
Neighborhood Impacts (Cut-Through Traffic)
Description
None
Informal spaces along Trumbull Street
Negligible
Trumbull Street and Division Street
Slight increase in traffic along Trumbull Street
Third Street Station
Station Access and Parking
Parking Spaces
Kiss-and-Ride Spaces
Description
None
Off street drop off area for approximately 4 vehicles off of Third
Street and Trumbull Street
Slight vehicular delay at Dowd Avenue and Trumbull Street and
at Third Street and Trumbull Street
Third Street, Trumbull Street, and Dowd Avenue
Negligible
Potential Impact of Station Traffic on Signals
Expected Primary Access Routes
Neighborhood Impacts (Cut-Through Traffic)
Singer Station (Future)
Station Access and Parking
Parking Spaces
Kiss-and-Ride Spaces
Potential Impact of Station Traffic on Signals
Expected Primary Access Routes
Neighborhood Impacts (Cut-Through Traffic)
Description
Shared parking
Informal drop off spaces along Trumbull Street
Negligible
Trumbull Street and Third Street
Negligible
NERL-Elizabeth Segment SDEIS
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4-53
Ferry Terminal Station
Station Access and Parking
Parking Spaces
Kiss-and-Ride Spaces
Description
Shared
Informal drop off area adjacent to Ferry Terminal Station within
planned land development around ferry terminal near Jersey
Gardens Boulevard
Negligible
Jersey Gardens Boulevard, Kapkowski Road, and North Avenue
Negligible
Potential Impact of Station Traffic on Signals
Expected Primary Access Routes
Neighborhood Impacts (Cut-Through Traffic)
Jersey Gardens Station
Station Access and Parking
Parking Spaces
Kiss-and-Ride Spaces
Description
Shared
Informal spaces within the Jersey Gardens Mall and along Jersey
Gardens Boulevard
Minor vehicular delay at Jersey Gardens Boulevard and
Kapkowski Road
Jersey Gardens Boulevard, Kapkowski Road, and North Avenue
Negligible
Potential Impact of Station Traffic on Signals
Expected Primary Access Routes
Neighborhood Impacts (Cut-Through Traffic)
Kapkowski Road Station
Station Access and Parking
Parking Spaces
Kiss-and-Ride Spaces
Potential Impact of Station Traffic on Signals
Expected Primary Access Routes
Neighborhood Impacts (Cut-Through Traffic)
Description
Shared
Informal spaces in the planned hotel parking lot
Minor vehicular delay at North Avenue and Kapkowski Road
Kapkowski Road and North Avenue
Negligible
North Avenue Station
Station Access and Parking
Parking Spaces
Kiss-and-Ride Spaces
Description
Shared
Informal drop off area adjacent to North Avenue Station within
planned land development around station
Minor vehicular delay at North Avenue and Kapkowski Road
North Avenue and Elizabeth Center Drive
Negligible
Potential Impact of Station Traffic on Signals
Expected Primary Access Routes
Neighborhood Impacts (Cut-Through Traffic)
EWR Monorail Parking Lot D Station
Station Access and Parking
Description
Parking Spaces
None
Kiss-and-Ride Spaces
None
Potential Impact of Station Traffic on Signals Negligible
Expected Primary Access Routes
Brewster Road (EWR) and North Avenue
Neighborhood Impacts (Cut-Through Traffic) Negligible
Source: Grade Crossings and Traffic Improvements, BRW, Inc., July 200
NERL-Elizabeth Segment SDEIS
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4-54
At station locations without parking, auto traffic impacts would be limited to pick-up and drop-off activity,
which is estimated to be a small percentage of total boardings at most stations. As documented above,
most stations would have informal kiss-and-ride facilities. According to ridership information the only
station that would have any access to the LRT system using kiss-and-ride facilities is the Route 1 & 9
(Spring Street) Station. The ridership model has predicted that nearly 200 persons would access the LRT
system through kiss-and-ride at this station.
Some stations would have shared parking arrangements with adjacent businesses and agencies, but the
number of potential riders who would use the shared parking facilities would be minimal according to the
ridership forecasts. The ridership model has predicted that none of the potential riders would access the
LRT system by driving, parking, and riding at any of the station locations. According to the ridership
model, nearly all of the potential LRT riders would access the system by transferring from rail, bus, or
automated people mover and walking to the station. Only about 200 potential riders would access the LRT
system by driving their own automobile or by being dropped off at a station.
Because of these ridership characteristics of the NERL-Elizabeth Segment LRT system, there would be
minimal quantitative traffic impacts associated with any LRT station. Overall, roadway capacity and
traffic signal systems in the study would be minimally impacted by persons accessing stations along the
LRT alignment.
4.3.2
Public Transit
It is not anticipated that there would be any direct quantitative impacts to the transit system due to the
implementation of the Build Alternative. The planned LRT operation facility is adequate for the
maintenance and storage of the horizon year (2021) LRT fleet. When the remainder of the NERL system
is implemented, there would be a need to re-evaluate the storage capacity of the proposed facility.
4.3.3
Newark International Airport Transportation
NJ TRANSIT and the LRT operator will work with the Port Authority of New York and New Jersey and
the monorail operator to determine the fleet and headway requirements necessary to effectively service
airport employees transferring from the LRT. This will include consideration of employee shift changes,
as well as vehicle carrying capacities.
4.3.4
Freight Railroad Operations
CSXT and Norfolk Southern Railroad have an agreement with the State of New Jersey that states they
would “examine and refine proposals for new passenger rail service on the former CNJ alignment, and to
cooperate in the development, where feasible," as long as the following conditions were sufficiently
addressed:
>
Safety
Liability
Non-interference with freight operations
No subsidizing of passenger use by any freight operations
NERL-Elizabeth Segment SDEIS
Transportation
4-55
NJ TRANSIT is continuing negotiations with the freight rail companies to develop a general plan for
indemnification and liability in terms of protection of freight property and commodities and passenger
safety. Both Norfolk Southern and CSXT have requested fencing and other forms of physical barriers to
prevent the general public from access to their yard operations.
CSXT and NS have stated that they are not in a position to sell outright to NJ TRANSIT the right-of-way
needed for the LRT since ownership of the Joint Assets territory is maintained by Conrail Real Estate.
However, both railroads are willing to grant to NJ TRANSIT a long-term renewable lease for portions of
their property for LRT right-of-way or otherwise allow the State to acquire rights to their property. The
railroad property that is required includes: Conrail from Elizabeth Station to the east side of the Northeast
Corridor; CSX from that point to the Chemical Coast Line, including a 50 foot strip along the south side of
the Trumbull Street Yard (this right-of-way was dedicated in the City of Elizabeth Planning Board
resolution P-66-99 (March 2, 2000)); a tunnel under the Chemical Coast Line; NS property for the storage
and maintenance facility; NS property along the southern edge of the E-Rail terminal and a flyover over
the tail track on the eastern end of the facility; Conrail property for a bridge and associated supports over
the Chemical Coast Line near Newark International Airport.
Based on the information above, the following mitigation strategies would be explored with the operating
freight railroad companies for all freight railroad-related impacts:
.
Protect Norfolk Southern ability to construct a “Loop Road” for maintenance vehicles at the rear of the
proposed yard and shop;
Preserve the ability to construct a second track on the Chemical Coast Line by designing the tunnel
structure to carry the additional loading;
Ensure there is adequate protection between the LRT facilities and the freight railroads. This may
include fencing, lighting, and other physical or electronic barriers to restrict LRT passengers from
entering any freight railroad properties;
NJ TRANSIT, CSXT and Norfolk Southern would work together to identify insurance/indemnification
policies to protect freight operations, freight properties and freight commodities;
NJ TRANSIT and the freight railroad companies would work together to identify the incremental costs
of drainage, landscaping, fire protection and public safety. Any costs over and above those previously
agreed upon in the City of Elizabeth Planning Board resolution dated March 2, 2000 will be borne by
the LRT project;
The State will not preclude the resumption of freight traffic west of the Northeast Corridor with this
project. If and when the freight railroads are prepared to resume service west to Cranford, the State
will work with them to reconfigure the LRT tracks and/or the supports for the Broad Street Elizabeth
Station on the Northeast Corridor to provide adequate vertical and horizontal clearances; and
LRT tracks over the Division Street bridge will be placed such that they will not interfere with the
existing freight rail tail track. Generally speaking, this may involve single track LRT operation over the
bridge or the relocation of the existing tail track slightly north on the existing bridge structure. In either
case the FRA required 17-foot separation between LRT and freight track centers will be maintained
over the bridge without interfering with freight operations.
NERL-Elizabeth Segment SDEIS
4-56
Transportation
៦
Norfolk Southern has a master plan that indicates there are plans to add two additional tracks to the E-Rail
Yard. The additional tracks would be added on the south side of the existing four tracks. The new tracks
would connect to the existing tail tracks. Discussions would continue through the design phase of the
project to ensure that light rail would not encroach on the area that has been targeted by Norfolk Southern
for yard expansion.
Representatives from the County of Union, City of Elizabeth, NJ TRANSIT and the Washington Group
have met numerous times over the past three years to discuss a variety of issues concerning the NERL
Project. These meetings have been held variously at offices of Norfolk Southern, the County of Union, the
City of Elizabeth and NJ TRANSIT, as well as field visits. All parties shared information about their
respective plans as they might affect the proposed LRT project. The alignment presented in this document
represents what the parties have agreed to in terms of the physical layout of the project within the physical
boundaries and operating plans of the freight railroads. Separate agreements associated with liability,
property transfer and lease, and joint operations flowing from implementation of the proposed LRT project
remain to be formalized. Discussions of these business terms and conditions are ongoing between NJ
TRANSIT / New Jersey Department of Transportation and Norfolk Southern, Conrail Shared Assets and
the CSX Corporation.
4.3.5
Parking Facilities
Between the Jersey Gardens Station and North Avenue there currently are plans to construct a parking area
for Continental Airlines employees. At this time the construction of the Continental Airlines parking
facility is only planned. However, with information that is presently available, it is believed that the LRT
alignment would not affect the parking facility. At this time, with the information available, the only
impact the LRT alignment would have on the Continental Airlines parking facility would be a potential
crossing of one of the driveways into the parking facility. Access and egress to the parking facility would
be across the LRT tracks with traffic control protection of signals and crossing gates.
At the Newark International Airport Monorail Parking Lot D Station approximately 50 spaces would have
to be removed for the LRT alignment. Most of the spaces would be taken due to construction of the LRT
trackway above grade and the resulting column structures needed to support the LRT trackway. The 50
spaces could be replaced with a combination of restriping and reconfiguring of the existing parking lot as
well as building additional parking spaces in the vicinity of the current Parking Lot D.
NERL-Elizabeth Segment SDEIS
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4-57
1
1
1
1
E
1


F
5.0
NEIGHBORHOODS AND
ENVIRONMENTAL JUSTICE
This chapter discusses the neighborhoods and potential impacts to neighborhoods in the project study
area. In addition, this chapter addresses impacts to minority and low-income communities in accordance
with the Presidential Executive Order 12898 on Environmental Justice and Title VI of the Civil Rights
Act. The potential neighborhood and environmental justice impacts of the No-Build Alternative and the
Build Alternative are presented.
5.1
Legal and Regulatory Context
The Executive Order 12898 of February 11, 1994 entitled “Federal Actions to Address Environmental
Justice in Minority Populations and Low-Income Populations", codified by 1997 regulations, requires
that federal agencies consider and address adverse environmental effects of proposed federal projects on
minority and low-income communities. The order states:
To the greatest extent practicable by law...each federal agency shall make achieving environmental
justice part of its mission by identifying and addressing, as appropriate, disproportionately high
adverse human health or environmental effects of its programs, policies and activities on minority
populations and low-income populations... (Subsection 1 - 101).
Each Federal Agency shall conduct its programs, policies and activities that substantially affect
human health or the environment, in a manner that ensures that such programs, polices and activities
do not have the effect of excluding persons (including populations) from participation in, denying
persons (including populations) the benefits of, or subjecting persons (including populations) to
discrimination under, such programs, policies, activities, because of their race, color or national
origin. (Subsection 2-2).
The use of existing requirements and procedures, such as compliance with the National Environmental
Policy Act (NEPA), to accomplish the goals of the Executive Order is encouraged whenever possible.
Therefore, this section has been prepared both to meet the requirements of NEPA and to address the
requirements of Executive Order 12898.
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-1
Effects of FTA fixed guideway projects on communities are also governed by the requirement for a fixed-
a
facility impact analysis under Title VI of the Civil Rights Act. The analysis is to include the following
information:
Potential impact on minority communities and minority-owned businesses during and
after construction;
Potential negative environmental impacts;
Identification of minority owned businesses and households that will be affected;
Description of other significant changes or impacts on minority communities; and
Description of the relocation program and/or other measures to mitigate adverse social,
economic or environmental effects.
5.2
Affected Environment
The study area contains all or part of nine distinct neighborhoods in the City of Elizabeth. Figure 5-1
shows the location of these neighborhoods and their relationship to the Build Alternative. The following
section briefly describes the general characteristics of each of the neighborhoods within 1000 feet of the
Build Alternative.
Midtown Downtown Elizabeth
Midtown/Downtown Elizabeth encompasses the city's major business and retail center. Traditionally, the
center for these activities has been Broad Street. The massive complex of stone and metal bridges
carrying the Northeast Corridor through the city is a significant presence in the neighborhood. Streets in
the downtown follow the routes of Elizabeth's original town layout, radiating out from the City's center.
Since on-street parking is scarce, much of the peripheral area is used as parking lots for downtown
workers and businesses.
Jefferson Park Neighborhood
The Jefferson Park neighborhood consists of the westernmost portion of a 300-acre (120-hectare) tract
purchased in the 1860's by Edward N. Kellogg, and is centered around Jefferson Park. The neighborhood
once contained ornate cottages in the Second Empire, Gothic Revival, and Italianate styles. Several of the
homes remain along with a mixture of other older residential structures interspersed with newer single
and multifamily residences.
Keighry Head Neighborhood
The Keighry Head neighborhood is one of the City's oldest, stretching from Fairmount Avenue south
beyond the project area boundary. To the east, the neighborhood abuts the Dowd/Division Industrial
Area and the New Point Road neighborhood. To the west, the neighborhood abuts Midtown Elizabeth.
This neighborhood has experienced many changes to its character and its boundaries, such as the
construction of the former CNJ railroad, which bisects the neighborhood, and the designation of the US
Route 1 & 9 corridor as a major roadway. These changes are evident on the east side of US Route 1 & 9,
where a number of retail stores, light industrial uses, and a hospital are now located among the residences.
a
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-2
NERL Alignment
(1-9
Airport Monorail
Study Area/
Neighborhoods
Figure 5-1
Airport Parking
LOID
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak
MADISON AVE
Neighborhood Boundary
EWR Monorail Parking
Lot D Station
Proposed LRT
North Elizabeth
Station
o
Proposed LRT Station
AIRPORT CITY
Potential Future Connections
Potential Future Station Site
Existing Rail Line
IKEA
JEFFERSON AVE
Existing NJ TRANSIT
Commuter Rail Station
Kids
World
ABETH CENTER DA
BROAD ST
Recreational
Center
Study Area
JEFFERSON
PARK
McL.ESTEA SE
HENRY ST.
MIDTOWN
ELIZABETH
Midtown
Station
DOWD AVE
22222222
????
EXIT 13A
KEIGHRY
HEAD
1&9 (Spring St.)
Station
North Avenue
Station
MISION ST.
MAGNOLIA AVE
NORTH AVE
Broad Si.
Station
GRAND ST.
DOWDI
DIVISION
(1-9
Kapkowski Rd.
Station
CHEMICAL COAST LINE
(Freight)
7.
Planned Hotel
Conference
Center
ELIZABETHPORT
NEW JERSEY TURNPIKE
Division St.
Station
csx Yard
E. JERSEY ST
ELIZABETH
AVE
YORK ST.
Jersey Gardens
Station
REID ST,
SEVENTH ST.
LRT
Yard/Shop
KAPKOWSKI AD
PARK ST
MAGNOLIA AVE.
TRUMBULL ST.
JERSEY GARDENS BLVD.
DR
NEW POINT
ROAD
VETERANS
Jersey Gardens
Mall
NS Yard
To New York City
FIFTH ST!
LIVINGSTON ST.
Third Street
Station
Elizabeth
Future
Singer Station
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

Ferry Terminal
Station
PORT AVE
THIRD ST
Scale in Feet
FIRST
NEWARK BAY
1200
2000
PORT AREA
Potential
Crantord/Plainfield
Extension
400
N
09
A
T
New Point Road Neighborhood
The New Point Road neighborhood was developed at a later date than its neighbor, the Keighry Head
residential area. It is located east of Division Street and south of Trumbull Street. The neighborhood
consists of a series of single-family, two-family, and multi-family homes interspersed with vacant lots
and light industrial uses.
Dowd Division Street Industrial Area
The Dowd/Division Street Industrial Area is located in the former Elizabeth Meadows, and has been
intensively developed by industry for at least 40 years. The area is bounded by North Avenue, US Route
1 & 9, the New Jersey Turnpike, Julia Street, Division Street, and Trumbull Street, and includes the CSX
rail yards north of Trumbull Street. Many of the city's largest employers are located in this area. Uses in
the neighborhood are predominantly transportation and storage related, due to the proximity of Newark
International Airport, the New Jersey Turnpike, and the Elizabeth Seaport.
New Point Road Industrial Area
The New Point Road Industrial Area is located just south of the Dowd/Division Street Industrial Area,
and is bounded by the New Jersey Turnpike, Trumbull Street, Fifth Street, and Broadway. The New
Point Road Industrial Area has been developed in response to an Urban Renewal Plan implemented by the
City of Elizabeth. The neighborhood has a single access route, Papetti Place, which serves the
neighborhood's industries.
Port Area
The Port Area is located east of the New Jersey Turnpike and south of the old CNJ right of way. The area
contains a mix of residential, neighborhood commercial, and industrial uses. The area has recently been
the focus of several redevelopment efforts in the city including the HOPE VI grant the city recently
received to demolish and reconstruct public housing in the area. Several new industrial developments
have also occurred in the neighborhood in recent years in response to other redevelopment efforts. The
neighborhood has been geographically and socially isolated from the rest of the city since the 1950's
when the New Jersey Turnpike was constructed on structure through the area.
Elizabethport
Elizabethport is located north of the Port Area neighborhood and is bounded by the New Jersey Turnpike
to the east and the Port of New York and New Jersey to the north. A few years ago, this area contained
only port-related industrial uses; in recent years, however, rapid development has been changing the area
into a new retail center for Elizabeth. Jersey Gardens Mall and Elizabeth Center at 13A currently
dominate the area. Various new hotel, office, and retail projects that are in planning may also be built.
Airport City
Airport City is a distribution/warehousing area which is served by Newark International Airport, US
Route 1 & 9, and the New Jersey Turnpike. The area also contains the airport itself.
5.3
Neighborhood Impacts
Impacts that would occur to neighborhoods are generally limited to visual and aesthetic conditions
illustrated in Chapter 7, noise and vibration concerns discussed in Chapter 9, and slight traffic impacts
associated with parking and station access as discussed in Chapter 4.
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-3
5.3.1
No-Build Alternative
In the Midtown and Elizabethport areas, significant development pressures are already being felt in study
area neighborhoods independent of the proposed LRT project. These pressures may cause positive or
negative impacts on these neighborhoods depending how the developments are planned and implemented.
Under the No-Build Alternative however, the neighborhoods will not benefit from the increased mobility
and accessibility that would occur with the development of the Build Alternative.
5.3.2
Build Alternative
Implementation of the Build Alternative is not expected to negatively impact study area neighborhoods.
All of the proposed alignment that runs through developed residential neighborhoods is on existing
railroad embankment. Using this embankment, with its associated grade-separated crossings, will not
create a barrier between or within any existing neighborhoods.
Limited impacts to land use, noise, vibration, and aesthetic characteristics, as described in their respective
chapters, may occur in the station areas. These impacts, however, will not affect the overall character of
existing residential neighborhoods or their cohesion. In the denser commercial neighborhoods of
Midtown and Elizabethport, the proposed Build Alternative may improve business conditions by
encouraging additional activity in the vicinity. Figures 5-2 through 5-7 describe the physical and
neighborhood issues and summarize the way the Build Alternative will influence each of the station areas.
5.4
Mitigation
5.4.1
No-Build Alternative
As there would be no additional physical impacts to study area neighborhoods beyond transportation
improvements and developments that are already planned and programmed, no mitigation is required for
the No-Build Alternative. Under the No-Build Alternative, neighborhoods would not benefit from
improved mobility and having an alternative means of transportation.
5.4.2
Build Alternative
No significant adverse impacts to area neighborhoods are expected to occur as a result of the Build
Alternative. Communities near the stations are expected to benefit from increased mobility and
accessibility to employment. The Build Alternative will not adversely impact neighborhood cohesion,
and in some cases will reinforce neighborhood character by providing a focal point.
The City of Elizabeth can mitigate any adverse impact to neighborhoods through targeted changes to city
ordinances and zoning. These can be used to limit on-street parking, traffic, and noise impacts that ma
occur with additional traffic associated with the proposed stations. Zoning code changes can be used to
focus development around station areas to create new activity nodes in communities. Alternatively,
zoning changes can be used to reinforce existing neighborhood character.
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-4
Se hool
Forces and Issues
Midtown Elizabeth
Station
Figure 5-2
Proposed LRT System
Fire House
Parks
Neighborhood Features
Route 1&9
(Spring Street)
Station
Local Bus Service
Park
Sgnalized Intersection
O
O
Magnolia
Grade Separated Crossing
Quarter Mile Radius From Station
(walking Distance)
Station Access
Northeast Corridor
Police
Station
School
East Jersey St.
Now Parking
Sa
School
Elizabeth
City Hall
Midtown
Elizabeth
Station
York St
road SE
Union County
Office
Park
High
School
Rodovelopment
Through
NE Corridor
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTE
TRANSIT
Prepared By
BRW, Inc.

1
1
E
1
1
Forces and Issues
Route 1 & 9
(Spring Street) Station
Figure 5-3
Julia
School
62
-174 Mile from Station
Min Walking Time)
121
Proposed LRT System
Parks
Neighborhood Features
mm
I.
W ]
TOO
Community
Pool
Existing Freight Rail Service
Signalized Intersection
oc
Grade Separated Crossing
00
Freight
Tail Track
for
Trumbull Si Yard
Bus Routes
56/57
Park
TAIL
Fire Station
Church
Station Access
Jefferson
Park
$1999.11.
Routo 1&9
(Spring $C.)
Station
Primary
Vehicula?
Access
Church
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215
Lafayette Ave.
IL
Elizabeth
General
Medical Cente
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Foderal Transit
Administration
3113
Police
Station
NTRANSIT
Prepared By
BRW, Inc.

1
1
1
1
1
1/4 Mile from Station
5 Min. Walking Time)
ADON
Forces and Issues
Division Street Station
Figure 5-4
On neuvom , L'HI
JI
Proposed LRT System
Parks
TA
Neighborhood Features
Existing Freight Rail Service
Signalized Intersection
orks
IN UN TRUID
Community
Pool
Trumbull $t. Yard
1000
Grade Separated Crossing
Bus Routs
Station Access
Division Street
Station
School
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10
Rarks
Key Pedestria
Access to Station
nishities
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Elizabeth
General
Medical Cer
Division si
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Foderal Transit
Administration
TRANSIT
2.
Prepared By
BRW, Inc.

I!
UUE
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Church
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Station
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56/57
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1
1/4 Mile from Station
(5 Min Walking Time)
E-Rail
Intermodal
Terminal
Forces and Issues
Third Street Station
Figure 5-5
TO-
Jersey
Gardens
Mall
Chemical Coastline
Future Singer
Station
24
Proposed LRT System
Call
Parks
WEITE
Veterans Memorial Drive
Neighborhood Features
LRT Yard
Shop
Existing Freight Rail Service
Singer
Complex
MAT
100
Sgnalized Intersection
Shop
Park
Grade Separated Crossing
NU TURNPIKE
00
Bus Routs
Light
Ansnpup
School
Third Street
Station
Park
School
Sri
TO
Dirth uce
Elizabethport.
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Port Ave.
24
Industrial
3. Park
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Foderal Transit
Administration
08723
N TRANSIT
Prepared By
BRW, Inc.

Dowd
New
York St
iiii
TITILITE
Timi
Trumbull St:
School
Yard
Trumbull si
Ikea
Forces and Issues
Elizabethport Stations
Figure 5-6
To Port Newark
Proposed LRT
Chemical Coast Line
Elizabeth Center Dr.
proposed LRT Station
Newark
International
Airport
40
North Ave.
Station
Potential LRT Station
Redevelopment Area
NO TURNPIKE-
Future Office
Development
O
Singalized Intersection
Current Airport
Employee
Parking
Kapkowski Rd.
Station
To New York
Quarter Mile Radius From
Station (Walking Distance)
Future Hotel
Site
MULT
New Bridge
North Avenue
Future Airport
\Employee
Future
Parking
Hotels
Site
Jersey Gardens Blvd.
00
Bus Routes
ili
Station Access
Jersey Gardens
Station
Future
Office
Development |
Ferry Terminal
Station
Exit 13A
Future Hotel
Site
Jersey Gardens
Mall
Norfolk Southern
Rail Yard
Singer
Complex
11
Future Singer
Station
Memorial Dr.
Veteran
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
24
Third Street
Station of
U.S. Department
of Transportation
Federal Transit
Administration
sini
NTRANSIT
Street
Prepared By
BRW, Inc.

1
1
1
_
1
E
1
1
11
1
1
Terminal A
Forces and Issues
Newark International
Airport (EWR)/Monorail
Parking Lot D
Figure 5-7
Newark
International
Airport
Proposed LRT System
Monorail
Maintenance da
the
Parks
Neighborhood Features
Existing Freight Rail Service
Signalized Intersection
Monorail
Station
New Bridge
Station Acces
EWR Monorail
Parking
Lot D Station
Quarter Mile Radius from
Station (Walking Distance)
PHY
Monorail
Parking Lot D
Fed-Ex
220
Peripheral Drive
Fuel Facility
Peripheral Ditch
Dowd Ave
Route 1&9
NU Turnpike
Exit 13A
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTE
TRANSIT
Prepared By
BRW, Inc.

Connection tol
From Monorail
Connection
to NERL
IIIווווווווווו
5.5
Environmental Justice
5.5.1
Affected Communities
For the analysis in this chapter, the project study area has been defined according to the 2000 Census
Block Group data. For purposes of the Environmental Justice analysis, the project study area has been
expanded to include all block groups within 72 mile of the Build Alternative (Figure 5-8). A total of 31
census tracts were included in this analysis. Another census block groups (Tract 301, Block Group 1)
forms the Elizabethport portion of the study area, but reported no population or housing in 2000. This
block group was excluded from the analysis so as not to dilute impacts to minority and low income
populations.
5.5.2
Public Involvement Efforts in Minority and Low Communities
All persons, regardless of color, race, origin or income status were invited to all of the public involvement
opportunities for the Elizabeth Segment. Advertisements for all of the meetings were published in
English (The Times of Trenton, La Voz, Elizabeth Gazette, Star Ledger, and Courier News) and Spanish
(La Voz and Elizabeth Gazette), and targeted in a local Spanish language newspaper (La Voz). Meeting
materials were prepared in both Spanish and English. A Spanish language interpreter was available at all
of the public meetings and workshops. A specific effort was made to solicit local neighborhood
participation for the station workshop by placing bilingual advertisements in many local store windows,
churches, senior citizen centers, and community/recreational centers. No comments were received at any
of the public meetings or in writing relating neighborhood or environmental justice impacts.
5.5.3
Minority and Low-Income Communities Affected'
A.
Minority Communities
Minority communities were defined in accordance with the Department of Transportation's Order to
Address Environmental Justice in Minority Populations and Low-Income Populations, published in the
April 15, 1997 Federal Register, which codified Executive Order 12898. This final ruling defines
minority as:
Black (a person having origins of any of the black racial groups of Africa);
Hispanic (a person of Mexican, Puerto Rican, Cuban, Central or South American, or other Spanish
culture or origin, regardless of race);
Asian American (a person having origins in any of the original peoples of the Far East, Southeast
Asia, the Indian subcontinent or Pacific islands); or
American Indian and Alaskan Native (a person having origins in any of the original people in North
America and who maintains cultural identification through tribal affiliation or community
recognition).
To obtain a true count of persons for each of these census tracts, the categories used were Hispanic and
Non-Hispanic. This methodology avoids the double-counting of Hispanic populations among the Non-
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-5
Hispanic race categories: White, Black, American Indian, Asian Pacific Islander, and Other. It also
provides sensitivity to persons who are of Hispanic origin, regardless of their racial categorization.
A census tract that has a minority composition of 50% or more is considered “predominately minority”
and impacts to the communities in this census tract must be assessed under the Environmental Justice
Order to determine whether a disproportionate impact would occur to these residents.
There are 31 census block groups completely or partially within the project study area that were analyzed
(Figure 5-8 and Table 5-1). In all of these tracts, White, Black, and Hispanic persons form the largest
components of the population. Asians and persons of “Other” races are low for all census tracts.
All 31 of the block groups are predominately minority (greater than 50% of the people living there are of
minority races). The largest racial/ethnic group in the study area is people of Hispanic origins. Twenty of
the 31 block groups have a plurality of Latinos. Ten of the block groups have majority black populations.
Only one block group has a plurality of non-Hispanic whites.
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-6
Study Area
Census Tracts
Figure 5-8
Census Tract Boundary
Proposed LRT
O
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
313:1
Recreational
Center
Study Area
OAD
HENRY ST.
JEFFERSON AT
314.3
314:2
DOWD AVE.
EXIT 13A
313:3
313:2,
ELIZABETHPORT
North Avenue
Station
DIVISON ST.
ST3124
Kapkowski Rd.
Station
1-9
CHEMICAL COAST LINE
(Freight)
NEW JERSEY TURNPIKE
Planned Hotel
ConferenceCenter
YORK ST.
312.3
Division St.
Station
CSX Yard
Jersey Gardens
Station
KAPKOWSKI RD
312:1
LRT
Yard/Shop
312:2
PARK S
JERSEY GARDENS BLVD.
NTRANSIT
NERL Alignment
(1-9
CORRIDOR (Amtrak)
Airport Monorail
0315:1
Airport Parking
Lot D
NEWARK AVE.
MADISON
NORTH
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
AIRPORT
0316:4
North Elizabeth
Station
313:6
316:3
301:9
Existing Rail Line
MIDTOWN
ELIZABETH
317:3
IKEA
Existing NJ TRANSIT
Commuter Rail Station
314:1
317:2
313:4
Kids
World
ELIZABETH CENTER
DR.
MCLESTER St.
Midtown
Station
MAGNOLA AVE.
1&9 (Spring St.)
Station
NORTH AVE.
Broad St
Station
GRAND
319.01:1 308 01:1
312:5
319.02:2
E JERSEY STI
308,012
AVE.
LIZABETH
319.012
REID
SEVENTH ST.
311:4
307:6
MAGNOLIA AVEO
TRUMBULL ST
Jersey Gardens
Mall
UVINGSTON ST.
302:1
VETERANS
MEMORIAL DR
308.02:2
NSYN
311:3
To New York City
311:2
302.3
310:1
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
Third Street
Station
303:3
304.3
3032
ETIE abe
Future
Singer Station
309:1
Ferry Terminal
Station
304:4
FIRST $T.
Scale in Feet
NEWARK BAY
1200
2000
303:1
304:5
304:6
Prepared By
BRW, Inc.

318:2
400
Potential
Cranford/Plainfield
0
Extension
02:4
A
N
Hispanic race categories: White, Black, American Indian, Asian Pacific Islander, and Other. It also
provides sensitivity to persons who are of Hispanic origin, regardless of their racial categorization.
A census tract that has a minority composition of 50% or more is considered “predominately minority”
and impacts to the communities in this census tract must be assessed under the Environmental Justice
Order to determine whether a disproportionate impact would occur to these residents.

There are 31 census block groups completely or partially within the project study area that were analyzed
(Figure 5-8 and Table 5-1). In all of these tracts, White, Black, and Hispanic persons form the largest
components of the population. Asians and persons of “Other” races are low for all census tracts.
All 31 of the block groups are predominately minority (greater than 50% of the people living there
minority races). The largest racial/ethnic group in the study area is people of Hispanic ors. Ty
the 31 block groups have a plurality of Latinos. Ten of the block groups have majority op
Only one block group has a plurality of non-Hispanic whites.
NERL-Elizabeth Segment SDEIS
Neighborhoods and En
5-6
Study Area
Census Tracts
Figure 5-8
Airport Parking
Lot D
Census Tract Boundary
Proposed LRT
o
Proposed LRT Station
Potential Future Connections
316:3
Potential Future Station Site
301:9
Existing Rail Line
MIDTOWN
ELIZABETH
317:3
Existing NJ TRANSIT
Commuter Rail Station
314:1
317:3
313:4
313:1
Recreational
Center
Kids IKEA
TER DR.
World
ELIZABET
Study Area
HENRY ST.
JEFFERSON AT
314.3
MCLESTER St.
314:2
DOWD AVE.
313:3
EXIT 13A
Midtown
Station
313:2,
1&9 (Spring St.)
Station
ELIZABETHPORT
North Avenue
Station
DIVISON ST.
MAGNOLA AVE
NORTH AVE.
GRAND ST SA24
Kapkowski Rd.
Station
1-9
CHEMICAL COAST LINE
(Freight
312:5
Cranford Plainfeld (R19.01:1 308,01:1
02:4
319.02:
ail Parking
D Station
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
313:6
318:2
Broad St
Station
Extension
308.01:2
ELIZABETH AVE
319.012
NEW JERSEY TURNPIKE
Planned Hotel
Conference Center
YORK ST.
EJERSEY STE
CSX Yard
Jersey Gardens
Station
REID
312.3
Division St.
Station
312:1
312:2
KAPKOWSKI RD.
CRT
Yard Shop
SEVENTH
B. PARKS
311:4
TRUMBULL ST
Mall
MAGNOLIA AVEO
307:6
Jersey Gardens
JERSEY GARDENS BLVD.
UVINGSTON
ST.
2:1
VETERANS
MEMORIAL DR.
NSYON
308.02:2
To New York City
311:3
311:2
Third Street
Station
310:1
302:3
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
FIFTH
3033 303:2
ETIzabeta
304.3
N
309:1
Future
Singer Station
Ferry Terminal
Station
PORTAVE
A.
304:4
FIRST ST.
Scale in Feet
NEWARK BAY
NTRANSIT
0
400
1200
2000
303:1
304.5
304:6
Prepared By
BRW, Inc.

Hispanic race categories: White, Black, American Indian, Asian Pacific Islander, and Other. It also
provides sensitivity to persons who are of Hispanic origin, regardless of their racial categorization.
A census tract that has a minority composition of 50% or more is considered “predominately minority”
and impacts to the communities in this census tract must be assessed under the Environmental Justice
Order to determine whether a disproportionate impact would occur to these residents.
There are 31 census block groups completely or partially within the project study area that were analyzed
(Figure 5-8 and Table 5-1). In all of these tracts, White, Black, and Hispanic persons form the largest
components of the population. Asians and persons of “Other” races are low for all census tracts.
All 31 of the block groups are predominately minority (greater than 50% of the people living there are of
minority races). The largest racial/ethnic group in the study area is people of Hispanic origins. Twenty of
the 31 block groups have a plurality of Latinos. Ten of the block groups have majority black populations.
Only one block group has a plurality of non-Hispanic whites.
IIIIIIIIIIIIII
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-6
Study Area
Census Tracts
Figure 5-8
1-9
Airport Monorail
Airport Parking
Lot D
Census Tract Boundary
Proposed LRT
o
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
World
ELIZABETH CENTER DR.
DOWD AVE.
NORTH AVE.
GRAND ST.312
Kapkowski Rd.
Station
1-9
CHEMICAL COAST LINE
(Freight)
NEW JERSEY TURNPIKE
Planned Hotel4
Conference Center
YORK ST.
312.3
Division St.
Station
CSX Yard
Jersey Gardens
Station
KAPKOWSKI RD.
312:1
Yard Shop
JERSEY GARDENS BLVD.
TRUMBULL STAN
MAGNOLIA AVEO
Jersey Gardens
Mall
VETERANS
MEMORIAL DR.
FIRST ST.
NEWARK BAY
NTRANSIT
NERL Alignment
0315:1
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
AIRPORT
0316:4
North Elizabeth
Station
313:6
316:3
301:9
Existing Rail Line
MIDTOWN
ELIZABETH
317:3
317:2
Existing NJ TRANSIT
Commuter Rail Station
314:1
Kids IKEA
313:4
313:1
Recreational
Center
BROAD ST.
Study Area
MCLESTER SU
HENRY ST.
314.3
JEFFERSON A
344:2 313:3
EXIT 13A
Midtown
Station
313.2,
1&9 (Spring St.)
Station
ELIZABETHPORT
North Avenue
Station
DIVISON ST.
AGNOLA AVE
Broad St
Station
319.01:1, 308 01:1
312:5
EJERSEY ST
319.02:
308.01:2
AVE.
319.012
LIZABETH
REID
SEVENTH 3122
311:4
ASKS
307:6
> LIVINGSTON ST.
302:1
NSYN
308.02:2
To New York City
311:3
311:2
302:3
Third Street
Station
310:1
FIFTH ST1
303:3 303:2
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
304.3
Future
Singer Station
309:1
Ferry Terminal
Station
PORTA
304:4
Scale in Feet
J
2000
1200
304.5
303:1
304:6
Prepared By
BRW, Inc.

318:2
ya
Potential
Cranford/Plainfield
400
Extension
02:4
0
N
A
Table 5-1
Racial Demographic Characteristics
by Census Block Group, 2000
Two or Latino
Study Area
Tract: Block
Group
Not Hispanic or Latino:
Total
Black or
American
Native Hawaiian
Population
White African Indian and Asian
Some other
and Other Pacific
more
alone American Alaska Native alone
race alone
Islander alone
races
alone alone
388 155
106
0 82
0
0
Hispanic or%
Minority
2,3
Total!
301:9
0
45)
60.1%
302:1
1,074
0
722
0
8
0
0
0
344 100.0%
302:3
142
173
0
0
0
0
0
1,632
92.7%
303:1
1,947
1,696
960
504
241
0
21
0
7
17
906
70.3%
303:2
361
47
0
22
0
0
0
530
62.4%
303:3
758
115)
99
0
2
0
5
31
506
84.8%
304:3
983
85
244
0
0
0
0
0
654
91.4%
304:4
767
84
212
0
0
0
0
0
471
89.0%
308.01:1
706
91
306
0
25
0
6
13
265
87.1%
308.01:2
327
39
0
0
26
0
0
0
262
88.1%
310:1
273
228
0
0
0
0
25
1,775
88.1%
311:1
2,301
1,111
1,657
181
152
0
0
0
0
0
778
83.7%
311:5
251
226
0
8
0
0
17
84.9%
1,155
265
312:1
714
30
408
0
11
0
0
0
95.8%
312:2
926
115
381
0
0
0
0
430
87.6%
312:3
1,426
211
564
0
0
0
0
9
642
85.2%
312:4
728
31
559
0
18
0
0
49
71
95.7%
312:5
92
1,019
0
0
0
0
0
731
95.0%
1,842
1,166
313:2
24
843
0
0
0
0
0
299
97.9%
313:3
926
0
724
0
8
0
0
6
188| 100.0%
313:4
162
225
0
0
0
0
44
664
85.2%
1,095
2,220
314:1
277
743
18
17
0
0
115
1,050
87.5%
313:2
67
819
0
9
0
28
123
280
94.9%
314:3
47
875
0
0
0
22
136
550
97.1%
316:3
1,326
1,630
1,260
1,351
2,810
355
320
0
0
0
39
21
525
71.8%
317:3
158
887
0
0
0
0
106
200
88.3%
318:2
435
609
0
45
0
13
38
1,670
84.5%
319.01:1
528
105
58
0
0
0
0
27
338
80.1%
319.01:2
1,542
183
1,063
0
0
8
0
4
284
88.1%
319.02:2
201
152
0
117
0
0
0
664
82.3%
1,134
4,951
319.02:4
1,577
611
0
99
0
0
120
2,544
68.1%
Source: 2000 Census of Population and Housing.
Compiled by BRW, Inc, November 2002.
Notes: Tract 301, Block Group 1 reported zero pop ation and zero housing for 2000 and was excluded from this analysis.
Regardless of race.
Minority defined U.S. Department of Transportation, April 15, 1997: Department of Transportation Order to Address
Environmental Justice in Minority and Low Income Populations.
Fifty percent or more of the total population is defined as predominately minority.
3
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-7
B.
Low-Income
Two measures for defining affected low-income communities were used: (1) poverty thresholds from the
U.S. Bureau of the Census; and (2) low-income guidelines from the U.S. Department of Housing and
Urban Development, defined as 80% or less of the County's median household income.
Poverty thresholds from the U.S. Bureau of the Census indicate the percentage of persons in a Census
tract that is considered below poverty level. The national threshold for poverty in 2000 was defined as an
annual income of $17,603 for a family of four. Table 5-2 presents the percentages of persons in poverty
for the Census tracts in the study area.
According to the 2000 Census, the median household income for Union County was $55,339. The low-
income threshold for Union County would be $44,271. All of the census block groups were below this
threshold, and thus can be defined as low-income. The City of Elizabeth, with a median household
income of $35,175 is significantly below the low-income threshold for Union County. Table 5-2 provides
the income statistics for the census tracts in the project study area. The project study area income
characteristics better reflect those of Elizabeth, and not necessarily those of the county.
Table 5-2
Low Income and Persons in Poverty
by Census Block Group, 2000
2000
Census
Tract:
Block
Group
Number of
Households
Median
Household
Income
Low
Income'
Persons
below
Poverty
Population
Greater
Percentage
than the
City
Average
Percentage
of Persons
Below
Poverty
40,482
$35,175
Yes
120,568
20,963
17.3%
593
441
Yes
Yes
No
City of
Elizabeth
302:3
303:1
303:2
303:3
304:3
304:4
308.01:1
308.01:2
310:1
311:1
311:5
312:1
312:2
312:3
312:4
312:5
567
518
292
207
271
240
204
108
618
410
528
225
298
$22,961 | Yes
$30,982 Yes
$37,563
Yes
$35,147 Yes
$22,174 Yes
$30,662 | Yes
$21,667 Yes
$30,729 Yes
$31,000 Yes
$22,083 Yes
$35,588 | Yes
$19,375 Yes
$25,598 | Yes
$37,434 Yes
$23,333
$34,911 Yes
$23,281 Yes
$26,893 Yes
1,947
1,696
960
758
983
767
706
327
2,301
1,111
1,657
714
926
1,426
728
1,842
1,166
926
69
277
322
118
243
171
691
222
268
359
116
30.5%
26.0%
7.2%
36.5%
32.8%
15.4%
34.4%
52.3%
30.0%
20.0%
16.2%
50.3%
12.5%
21.0%
23.6%
27.1%
32.5%
14.0%
Yes
Yes
No
Yes
Yes
Yes
Yes
No
Yes
No
Yes
Yes
Yes
Yes
No
Yes
346
227
615
337
299
299
172
500
379
130
313:2
313:3
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-8
2000
Census
Tract:
Block
Group
Number of
Households
Median
Household
Income
Low
Income
Persons
below
Poverty
Population
Greater
Percentage
than the
City
Average
Percentage
of Persons
Below
Poverty
City of
40,482
$35,175 Yes
Elizabeth
120,568 20,963 17.3%
313:4
301 $28,036 Yes
1,095
284
25.9%
314:1
662
$37,206 Yes
2,220
392
17.7%
313:2
451
$28,646 Yes
1,326
322
24.3%
314:3
519
$33,654 Yes
1,630
305
18.7%
316:3
541 $24,545 Yes
1,260
392
31.1%
317:3
485
$22,083 Yes
1,351
519
38.4%
318:2
880
$35,293 | Yes
2,810
299
10.6%
319.01:1
170 $40,469
Yes
528
101
19.1%
319.01:2
0
$0 Yes
1,542
0
0.0%
319.02:2
558 $13,649 Yes
1,134
226
19.9%
319.02:4
2,213 $27,344 Yes
4,951
940
19.0%
Source: 2000 Census of Population and Housing
Compiled by: BRW, Inc., November 2002
Note: Tract 301, Block Group 1 reported zero population and zero housing for 2000 and was excluded from this analysis.
Low Income is defined as 80% of the median income for Union County ($55,339)
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
No
No
No
.
Figure 5-8 illustrates the census tracts that are predominately minority and those that are considered low-
income.
5.5.4
Potential Effects on Minority Communities and Low-Income
Communities
A.
No-Build Alternative
The No-Build Alternative would not cause any physical impacts on minority and low-income
neighborhoods in the project study area. However, the social and economic benefits that the Build
Alternative would provide, such as increased mobility and an alternative, affordable means of
transportation, would not be provided under the No-Build Alternative.
B.
Build Alternative
The Build Alternative traverses low-income and minority neighborhoods, but no significant adverse
impacts are expected to occur as a result of the implementation and operation of the Build Alternative.
Census Tract 301, block group 1, which forms the Elizabethport portion of the study area, but reported no
population or housing in 2000, is the location where the majority of the project's impacts will occur.
Table 5-3 summarizes the impacts of the proposed Build Alternative on low-income and minority
neighborhoods. Neighborhoods near the proposed Build Alternative are expected to benefit from
improved mobility and accessibility to employment.
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-9
Table 5-3
Potential Impacts to Minority and Low Income Neighborhoods
Area of Impact
Impact on Minority and Low Income Neighborhoods
Transportation
Land Use and Economic
Activity
Neighborhoods
Soils
Visual and Aesthetics
Air Quality
Noise and Vibration
Ecology and Wetlands
Water Resources
Improved transit service would result in improved mobility of
minority and low-income populations.
Possible increased economic activity in station areas could
benefit minority and low-income populations through
redevelopment and increased job opportunities.
No impacts will occur.
No impacts will occur.
No disproportionate impacts will occur to low-income and
minority populations. Visual conditions may improve in some
areas with new LRT stations, lighting, and landscaping.
No disproportionate impacts will occur.
No noise impacts will occur.
No impacts will occur in minority or low-income communities.
No impacts will occur in minority or low-income communities.
No disproportionate impacts to minority and low-income
communities will occur.
No disproportionate impacts will occur.
No disproportionate impacts will occur.
No impacts will occur.
No disproportionate impacts will occur.
The build alternative will not impact NJ TRANSIT's ability to
provide transit services to low-income and minority populations.
Historic Resources
Parklands
Section 4(f) Involvement
Energy
Construction Impacts
Financial Analysis
Source: BRW, Inc., June 2000.
The Build Alternative has the potential to have a minor, localized impact on the population adjacent to the
alignment. This impact may include slightly increased vehicular traffic, more pedestrian traffic, changes
in the neighborhood aesthetic, and slightly increased noise levels. Minority or low-income residents
living in nearby neighborhoods may be slightly impacted. It is unlikely, however, that any impacts
associated with the Build Alternative would cause minority populations or low-income populations to
bear a disproportionate share of any adverse impacts of the project's implementation.
The Newark-Elizabeth Rail Link, of which the Build Alternative is a segment, will, when completed,
benefit minority and low-income neighborhoods throughout the 10-mile corridor. Both Newark and
Elizabeth have been targeted by the State for growth and redevelopment through state-wide policies,
including the New Jersey State Development and Redevelopment Plan, the State/Federal Urban
Enterprise Zone, Urban Coordinating Council, Coastal Zone Management Rules for Special Urban Areas,
and others. All of these policies encourage development in the State's urban areas as a way to increase
economic opportunity for low-income and minority persons and encourage urban redevelopment. The
Newark-Elizabeth Rail Link combined with the Elizabeth Segment would be a catalyst for this type of
targeted urban development in study-area neighborhoods. Overall, these local and regional economic
benefits will likely outweigh any localized impacts associated with construction and operation of the
proposed Build Alternative.
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-10
5.5.5
Mitigation
A.
No-Build Alternative
The No-Build Alternative would not require specific mitigation measures, as there would not be any
physical impacts on neighborhoods in the project study area. Under the No-Build Alternative,
communities would not benefit from improved mobility and accessibility.
B.
Build Alternative
The potential effects of the project on adjacent areas are expected to be minimal. The Build Alternative is
designed to follow the existing former CNJ right-of-way through all of the developed residential
neighborhoods in the study area to minimize the need for property acquisition or displacement. Impacts to
ambient noise conditions, air quality, and natural resources are expected to be small in areas that are
predominately low income and minority. All impacts identified in the SDEIS can and will be mitigated to
avoid disproportionate or adverse impacts to all communities, with special concern for minority and low-
income populations. The active involvement of minority and low-income populations throughout the
study area will continue during future design phases of the project.
NERL-Elizabeth Segment SDEIS
Neighborhoods and Environmental Justice
5-11
1
1
L
1
1
3


6.0
SOILS
This chapter presents the geological resources, soil types, and topography of the Elizabeth Segment
project study area, and the anticipated consequences of the No-Build and Build Alternatives. For each
area, the affected environment, environmental impacts, and their potential mitigation are addressed.
6.1
Affected Environment
6.1.1
Geology
Geological resources underlying the project study area are within the Newark Basin. The Newark Basin
consists predominantly of sedimentary rocks of the late Triassic/early Jurassic periods (approximately 190
to 230 million years old). The common Triassic sedimentary rock formations based on sedimentary
sequences are as follows:
The Stockton Formation is a lower unit of the late Triassic period with a maximum thickness of
approximately 6,000 feet (1,830 meters). It consists of arkose conglomerate, sandstone, siltstone, and
micaceous mudstone;
The Lockatong Formation conformably overlies the Stockton Formation and grades upward into the
Brunswick Formation within the Newark Basin. It consists of black shale, dark argillite, flagstone,
and in a few places, impure limestone. This formation is approximately 3,750 feet (1,140 meters) at
a
its thickest point, and is believed to be a very large lacustrine lens comprised of sediments deposited
in what was an expanding and wandering lake.
The Brunswick Formation is subdivided into a lower unit of the late Triassic period and an upper unit
of the early Jurassic period. It consists mainly of soft hematite stained red shales with some
interbedded sandstones, and ranges between 6,000 and 16,000 feet (1,830 and 4,875 meters) thick.
This formation is the bedrock unit.
Prior to the Pleistocene epoch, a large deep valley was cut into the bedrock by a river that flowed on a
northeast to southwest course. During the Pleistocene epoch, deposits from the Triassic period were
overridden and changed by glacial activity. As a result of glaciation, this valley was blanketed by glacial
drift.
NERL-Elizabeth Segment SDEIS
Soils
6-1
The Pleistocene deposits consist mainly of till, unsorted sediment deposited directly by glaciers.
However, some areas are characterized by stratified drift -- sediments deposited by glacial meltwater with
interbedded lenses of till. Deposits at the bottom of the buried valley consist of fine to clayey sand to
coarse sand and gravels. These deposits comprise the major aquifer system within the area.
6.1.2
Soils
Soils underlying the project study area consist of the following six soil types. Figure 6-1 provides a map
of these soils.
Ut = Udorthents, Organic Substratum
UL = Urban Land
ML = Udorthents, Waste Substratum
-
O
LaA = Whippany Silt Loam, 0-3 percent slopes
BuB = Boonton- Urban Land- Haledon complex, gently sloping
The following is a description of these soil types, obtained from the U.S. Department of Agriculture, the
Natural Resources Conservation Service (formerly the Soil Conservation Service,) the Somerset-Union
Soil Conservation District, the New Jersey Agricultural Experiment Station at Cook College of Rutgers
University, and the New Jersey Department of Agriculture.
Ut This unit consists of areas where various types of material, including dredge material, have been
used to fill over tidal marsh. Oil refineries, sanitary landfill, part of Newark International Airport,
and Port Authority of New York and New Jersey facilities are located on this soil.
Because this unit is variable, on-site investigation is required to determine potentials and
limitations for any proposed use.
• UL
This soil unit is nearly level or gently sloping. It consists of areas where more than 90 percent of
the surface is covered by asphalt, concrete, buildings, and other impervious surfaces.
Onsite investigation is needed to determine soil properties, their potential, and limitations for any
proposed use.
L
• ML This soil unit consists of areas used for disposal of refuse. Material is variable and includes brick,
glass, cement, wood, wire, asphalt, plastic containers, cans, and other objects. Many of these
mapped areas are municipally owned.
E
This unit has poor potential for building purposes. Underlying refuse often generates gas, which
is considered a building and recreational hazard. Subsidence resulting from decay of organic
materials can affect development in this soil unit.
• Lax Whippany soils type is between 15 and 44 inches (.04 and 1.1 meters) deep. Depth to bedrock is
approximately 60 inches (1.5 meters) except close to Newark Bay. Available water capacity is
NERL-Elizabeth Segment SDEIS
Soils
6-2
Soils
Figure 6-1
NERL Alignment
1-9
Airport Monora
Airport Parking
Lot D
Soil Type
UT
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
UL
NEWARK
INTERNATIONAL
UL
ML
North Elizabeth
Station
Udorthents. Organic
Substratum
Urban Land
Udorthents
Waste Substratum
Whippany Silt Loam,
0-3 Percent Slopes
Boonton-Urban Land-
Haledon Complex,
Gently Sloping
LaA
Bub
UL
Proposed LRT
UT
MIDTOWN
ELIZABETH
Proposed LRT Station
o
JREA
UT
North Avenue
Station
ZASE 13: CENTER OR
Potential Future Connections
STER ST.
Recreational
Center
BROAD ST.
Potential Future Station Site
McLE
HENRY ST.
Bub
ML
Existing Rail Line
JEFFERSON AVE.
DOWD AVE
DIVISION ST.
LEI LAAIBETHPORT
UL
EXIT 1 BA
UT
Midtown
Station
Existing NJ TRANSIT
Commuter Rail Station
ATAGNOLA AVE
1&9 (Spring St.)
Station
NORTH AVE.
T Study Area
Brand 516
Slation
GRANO ST.
UL
1-9
Kapkowski Rd.
Station
UT
SAN LSVOD NA
LaA
SEW JERSEY TORNPIKE
Pimel Hurel
Conference Comer
UL
YORK ST.
E. JERSEY ST.
REIO ST.
CSX Yard
UL
Jersey Gardens
Station
ELIZABETH
Division St.
Station
AVE
SEVENT#1 ST
KAPKOWSKI AD
Yao sio
ML
S. PARK ST.
TRUMBULL, ST.
MAGNOLIA AVE.
LIVINGSTON ST
JERSEY GARDENS BLVD.
Jersey Gardens
Mau
VETERANS
MEMORIAL
ML
ML
NS
To New York City
Third Street
Station
FIFTH ST
Elizabeth
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
THIRD SZ.
UL
Future
Singer Station
UT
Ferry Terminal
Station
POAT AVE
Rix
FIRST ST.
Scale in Feet
NEWARK BAY
NTRANSIT
1200
2000
Prepared By
BRW, Inc.

Potential
Cranford/Plainfield
Extension
400
N
0
I
1
1
1
high and permeability is moderate to rapid. Whippany soils exhibit high potential for frost action
which may cause severe damage to roads and parking facilities.
Additional soils inclusions found within the mapped areas of Wha soils are Parsippany soils and
Aquents. Aquents are frequently flooded. These soils are found in depressions, swales, and
narrow floodplains.
• Bub This soil type consists of deep, well drained or moderately well drained Boonton soils, areas of
Urban Land and deep, somewhat poorly drained Haledon soils. Both types formed in glacial till.
The Boonton soils have a dark brown silt loam surface layer eight inches thick. The subsoil
layers, from eight to 30 inches, consist of dark yellowish-brown fine sandy loam, dark gravelly
loam, and dark brown gravelly fine sandy loam. A firm and brittle fragipan, from 30 to 60
inches, is dark reddish brown gravelly sandy loam. Slopes in these areas can range from 0 to 50
percent.
The Haledon type consists of deep poorly drained soils on uplands, with slopes from 0 to 15
percent. A very dark grayish brown cobbly loam surface layer is eight inches thick. The subsoil,
from eight to 30 inches, is yellowish-brown cobbly loam. A firm and brittle fragipan, from 30 to
45 inches, is dark brown gravelly sandy loam. The substratum, from 45 to 72 inches is dark
brown, very firm gravelly loam.
The area underlying the proposed alignment consists largely of fill materials. In some areas, these
materials have been placed over tidal marsh (see Ut, UL, and ML soil units described above.)
Documentation indicates that these soil units are highly variable and will require on-site investigation to
determine their suitability for construction.
6.1.3
Topography
Topography within the study area is relatively uniform and is characteristic of urban regions. Much of the
natural topography has been altered due to significant development; little remains of existing natural
landforms. Remaining areas of open space have been graded and are nearly level. Railroad
embankments, overpasses, and other constructed features constitute the major relief of elevation
throughout the project study area.
Elevation in the project study area ranges from 50 feet (land slopes to sea level near Newark Bay) to 500
feet above mean sea level.
6.1.4
Farmlands
Prime farmland is one of several kinds of important farmlands meeting certain criteria making it well
suited to the production of food, feed, forage, fiber and oilseed crops, as defined by the US Department of
Agriculture (USDA), Natural Resource Conservation Service (NRCS). No prime farmland is located
within the Elizabeth Segment of NERL study area.
NERL-Elizabeth Segment SDEIS
Soils
6-3
6.2
Environmental Impacts
6.2.1
Geology
A.
No-Build Alternative
The No-Build Alternative would not impact the existing geological resources underlying the project study
area.
B.
Build Alternative
The Build Alternative would utilize existing railroad right-of-way, streets and developed parcels, and
therefore, would have minimal impact on geological resources.
The at-grade sections of the LRT alignment would not impact geological resources. The aerial sections
would use driven piles for foundations; no bedrock removal would be required.
6.2.2
Soils
A.
No-Build Alternative
Soils within the project study area have been overlayed with structures and pavement to the extent that
historical soil characteristics have been permanently altered. Thus, the No-Build Alternative would not
alter soil resources.
B.
Build Alternative
The Build Alternative is located within developed areas and would not result in significant impacts to
soils. Impacts resulting from construction include grading (cut and fill) and removal and replacement of
contaminated soils. Because the soil material underlying the project study area consists of fill, the
replacement of the fill material would result in no adverse impacts to existing conditions.
6.2.3
Topography
A.
No-Build Alternative
The No-Build Alternative would not alter existing topography.
B.
Build Alternative
The Build Alternative would not adversely impact existing topography. Natural landforms have been
altered by various land uses, including residential and industrial development and very little remains of
historic topographic characteristics. The Build Alternative would utilize existing rail lines and streets at
similar elevations, and therefore, is not anticipated to alter the existing topography.
E
NERL-Elizabeth Segment SDEIS
Soils
6-4
6.2.4
Farmland
A.
No Build Alternative
The No-Build Alternative would not impact farmlands.
B.
Build Alternative
There are no farmlands within the study area. As a result, the Build Alternative would have no impact on
farmlands.
6.3
Mitigation
6.3.1
Geology
As the Build Alternative is not expected to impact geologic resources, no mitigation plan would be
warranted.
6.3.2
Soils
The Build Alternative would not further degrade existing soil conditions and would not require
mitigation. However, soils would be temporarily disturbed due to grading activities associated with
construction. These construction activities would need to comply with mitigation measures designed to
decrease the loss of soil through erosion and airborne transportation (dust). The measures would be
identified in a Soil Erosion and Sediment Control Plan, required by the U.S. Department of Agriculture
and the New Jersey Department of Environmental Protection, and obtained through the Somerset-Union
Soil Conservation District.
6.3.3
Topography
As the Build Alternative would not impact existing topography, a mitigation plan would not be required.
6.3.4
Farmland
No impacts to farmland would result from the construction of the Build Alternative. Therefore, no
mitigation is required.
NERL-Elizabeth Segment SDEIS
Soils
6-5


7.0
VISUAL AND AESTHETIC CONDITIONS
This chapter identifies the existing visual context of the study area, potential visual and aesthetic impacts
of the project corridor, and proposed measures to minimize visual impacts. Photographs of selected
project area locations and a map, Figure 7-1, indicating photo viewpoints are also included.
7.1
Affected Environment
The Elizabeth portion of the Newark-Elizabeth Rail Link corridor consists of varied visual environments.
These visual environments range from heavy industrial businesses to moderate-density residential
developments.
A majority of the proposed LRT alignment is in the former Central Railroad of New Jersey (CNJ) railroad
corridor. Historically, this corridor served as the primary transportation mode supporting growth in
Union County. Used for both passenger service and freight hauling, the corridor provided rail service
from Plainfield to Elizabethport and destinations east. Thus, a substantial portion of the alignment
already possesses a railroad character.
The remainder of the Elizabeth Segment corridor is characterized by fairly intense industrial and
commercial uses. The topography is generally flat, and little vegetation exists. Following is a description
of the general visual characteristics of the corridor.
7.1.1
Midtown Station to Route 1 & 9 (Spring Street) Station
Midtown Station will be located in the historic CNJ Railroad station at Broad Street. Historically, this
station served passengers continuing west along the CNJ alignment. It is now proposed for reuse as the
western terminus of the Elizabeth Segment of the Newark-Elizabeth Rail Link.
East of Midtown Station, the alignment passes under the Northeast Corridor (NEC) Railroad overpass,
and follows an existing railroad bridge over Broad Street, currently a busy commercial street in
downtown Elizabeth. The siting of the station at this location offers the potential for increased
development on Broad Street, as well as the opportunity for transit-oriented development on the west side
of the station at the terminus of Morris Avenue. Directly east of the station is a parking lot for the NEC.
Photos 7-2a through 7-2e illustrate these sites and views of the station area.
Views of pedestrians on City streets will not be impacted by the LRT because the station already exists,
and passenger trains regularly pass through the city center on the Northeast Corridor tracks. Passengers
on the LRT will have views of the commercial activity on Broad Street as well as a few undeveloped
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
7-1
corners and lots to the west where new development that matches current development patterns would
blend in well.
The alignment continues east along the former CNJ freight right-of-way through the corridor running
parallel with Grand Street, which is a mix of industrial, commercial, and residential uses. It crosses on an
existing railroad bridge over US Route 1 & 9 to the Route 1 & 9 (Spring Street) Station, located at Reid
Street to the east, Route 1 & 9 to the west, Praise the Lord Plaza and Grand Street to the south, and
Magnolia Avenue to the north. There are residences to the north and east, Our Lady of Fatima church to
the north, and a playground (Holland Playground) and meeting hall (belonging to The Unification
Church) immediately south of the station. At this station, residents and pedestrians will see a new station
platform along the existing rail corridor. Photos 7-3a through 7-3c illustrate this area.
7.1.2
Route 1 & 9 (Spring Street) Station to Division Street Station
The alignment continues east on the existing rail corridor past residential and commercial areas to the
south and industrial lands to the north. At Division Street, the corridor begins to run through the
Trumbull Street Yard (CSX), parallel to and approximately 40 feet from the edge of Trumbull Street. The
LRT will stop at a Division Street Station located on the north side of Trumbull Street near the
intersection of Trumbull and Court Streets.
Along this route, most of the structures are one-story in height and include surface parking lots in front of
or alongside the buildings. Also visible are the extensive overhead power lines on the west side of the
roadway which span across Division Street to feed the industrial uses on the east side of the roadway.
Photo 7-4a illustrates these conditions.
7.1.3
Division Street Station to Ferry Terminal Station
The Elizabeth Segment from Division Street Station to the Ferry Terminal Station possesses the most
varied visual characteristics of all the segments described previously. This portion of the corridor
parallels Trumbull Street on the north side. Trumbull Street itself is dominated by commercial uses,
including an auto body shop, a plumbing supply shop, and a few bars, while the streets to the south are
predominantly lined with houses. The homes in this area are mostly two and three-story single and multi-
family homes circa the 1920s. North of this neighborhood, Trumbull Street retains an industrial
character, as the north edge of the alignment is bordered by the rail yard, which extends from Division
Street to the New Jersey Turnpike. CSX is currently making improvements to this site.
The LRT next stops at the Third Street Station at Trumbull and Third Streets. Industrial uses are located
to the north, including the site for the proposed maintenance yard and shop for the project. A mixed-use,
primarily residential area is located to the south. In this neighborhood, a small playground called Brophy
Field is located on the southwest corner.
East of Third Street Station, the alignment continues on the southern side of the E-Rail Freight Yard. It
passes the former Singer Sewing Machine complex, a series of late 19th century buildings and original
factory, which fronts Trumbull Street from Second Street to Atlanta Place. In the future, a station could
be located at this site, and would be called Singer Station. East of the Singer complex, the alignment will
be elevated on structure for approximately 900 feet, crossing over the Norfolk Southern E-Rail Yard and
a detention basin. No residential land uses would be located in view of the elevated structure. The
alignment then arrives at a vacant parcel of land on the Newark Bay where the future LRT Ferry Terminal
Station will be built. Photos 7-4b through 7-6b illustrate the general visual conditions along this portion
of the Elizabeth Segment.
I
NERL-Elizabeth Segment ȘDEIS
7-2
Visual and Aesthetic Conditions
!
E
Selected Views
Figure 7-1
1-9
Alrport Monorail
Airport Parking
Loto
Views
Proposed LRT
o
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
+
Existing Rail Line
MIDTOWN
ELIZABETH
Existing NJ Transit
Commuter Rail Station
North Avenue
Station
Kids IKEA
World
CENTER DR
Study Area
Recreational
Center
LESTER
1&9 (Spring St.)
Station
NORTH Ave.
7.2c
Broad St.
Station
GRAND ST.
7-9b
7.96
σνον την 133
Kapkowski Rd.
Station
7.3a
1-9
7-30
7-3b
7-4b
raigh
NEW JERSEY TURNPIKE
7-4a
Planned Hotell
ConferenceCenter
27.8c
7-4d
YORK ST
CHEATICAT
JERSEY ST
7-8e
Jersey Gardens
Station
-7-8d
AVE
C9X Yard
REID ST
Division St.
Station
KAPKOWSK
AC
LRT
Yardshop
7-5c
TRUMBULL
MAGNOLIA AVE.
JERSEY GARDENS BLVD
MEMOHLANS
Jersey Gardens
Mall
-7-6a
THIRD ST
Future
Singer Station
PORT AVE
US Department
of Transportation
Federal Transit
Administration
Ferry Terminal
Station
NTRANSIT
9
FIRS
NEWARK BAY
Future Connection
to Newark
7-10d
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
-7-10b
7-10a
NEWARK
INTERNATIONAL
AIRPORT
7-10c
North Elizabeth
Station
OAD ST
JEFFERSON AVE
HENRY ST.
7.91
7-2d, 7-2e
DOWD AVE
EXIT 13A
ELIZABETHPORT
87-9e
7.9a
7-9d
Midtown
Station
DIVISION ST
7-2a
MAGNOLIA AVE.
7-2b
ELIZABETH
SEVENTH ST
S PARK ST,
LIVINGSTON ST
7.85
7-8a
7.5a
Third Street
Station
7.5b
NS Yard
7-6b
To New York City
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
7.7b
FIFTH ST
Scale in Feet
1200
2000
Prepared By
BRW, Inc.

Future
Cranford/Plainfield
Extension
400
N
O
A
]
1
Selected Views
Photos 7-2a and 7-2b
Midtown Station

SOU
Photo 7-2a Midtown Station Plaza

00
Photo 7-2b Midtown Station Looking West
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
j
1
1
1
1
Selected Views
Photos 7-2c and 7-2d
Midtown Station

Photo 7-2c View of South Broad Street to the south from LRT bridge overpass

Photo 7-2d View looking northwest from Midtown Station.
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
Selected Views
Photos 7-2e
Midtown Station

Photo 7-2e View from Midtown Station looking across the street to the northeast
Photos 7-3a
Route 1 & 9 (Spring Street) Station

Photo 7-3a Site of Route 1 & 9 (Spring Street) Station site
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
III III
Selected Views
Photos 7-3b and 7-3c
Route 1 & 9 (Spring Street) Station

Photo 7-36 Residential neighborhood and playground to the southeast of Route 1 & 9 (Spring Street) Station

Photo 7-3c Corner of Reid St. and Praise the Lord Plaza looking north at Route 1 & 9 (Spring Street) Station site
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
1
1
1
Selected Views
Photo 7-4a through 7-4c
Route 1 & 9 (Spring Street) Station to Division Street Station

17
INTERIOR SUPPLY
USA
Photo 7-4a View of alignment from Route 1 & 9 (Spring Street) Station to Division Street Station

Photo 7-4b View of Division Street Station site

SERIE
Photo 7-4c View from Division Street Station to the south
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
IIIII
Selected Views
Photo 7-4d
Route 1 & 9 (Spring Street) Station to Division Street Station

Photo7-4d View to east from Division Street Station
Photos 7-5a
Third Street Station

Photo 7-5a View of Third Street Station site from the west
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
L
Selected Views
Photos 7-5b through 7-5c
Third Street Station

Photo 7-56 View of Third Street Station site from the north

Photo 7-5c View of proposed Yard and Shop site
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
」
Selected Views
Photos 7-6a through 7-6b
Future Singer Station Site

Photo 7-6a View of future Singer Station site

Photo 7-6b View of area behind Singer complex and northwest of future Singer Station site
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
1
0
I
1
1
1
Selected Views
Photos 7-7a through 7-7b
Ferry Terminal Station

Photo 7-7a View of Ferry Terminal Station site looking southeast

Photo 7-7b View from Ferry Terminal Station site looking west
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
Selected Views
Photos 7-8a through 7-8e
Jersey Gardens Station


Photo 7-8a View of Jersey Gardens Station site
site
Photo 7-8c View looking south from Jersey Garden Station


Photo 7-8b View looking west from Jersey Gardens Station site Photo 7-8d View looking east from Jersey Gardens Station site

Photo 7-8e View looking northeast from Jersey Gardens Station site
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
1
10
]
]
]
Selected Views
Photos 7-9a through 7-90
Kapkowski Station to North Avenue Station

FedE
Photo 7-9a View of North Avenue looking east

Photo 7-96 View east from Kapkowski Road toward planned hotel and Kapkowski Road Station site


Photo 7-9c View from North Avenue and Kapkowski Road
Photo 7-9d View from North Avenue and Kapkowski Road
looking south
looking north
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
f
1
1
Selected Views
Photos 7-9e through 7-9f
North Avenue Station

T
Photo 7-9e View of North Avenue Station site

Photo 7-9f View from North Avenue Station looking north
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
1
j
I
1
1
1
1
Selected Views
Photos 7-10a through 7-100
Airport Station and Brewster Road


Photo 7-10a Views along Brewster Road
Photo 7-106 Close up view of Airport Station site

Photo 7-10c View of Airport Station site

D3 D3
Photo 7-10d View looking west from Airport Station
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
1
1
j
1
1
1
1
1
1
1
1
1
7.1.4
Ferry Terminal Station to North Avenue Station
Currently, the Ferry Terminal Station is located in an undeveloped parcel that is being prepared for
eventual development. The station will be jointly developed with an office park/ferry terminal project
that is currently being designed for the site. Most of this area of the segment contains little vegetation,
with the exception of some land located to the north of the Jersey Gardens Mall.
To the east is a view of the Newark Bay, with Staten Island in the distance. The Ferry Terminal will
enable the passengers on ferries to New York and the LRT passengers to utilize the site. The view to the
west includes the Jersey Gardens Mall, and the view to the north is a container storage area for Port
Newark/Elizabeth.
The alignment turns west and stops at the Jersey Gardens Mall Station, then proceeds north and stops next
at Kapkowski Road Station to serve two planned hotels and the proposed employee parking garage.
The existing corridor from the Kapkowski Road Station to the North Avenue Station can be characterized
as primarily industrial. Both sides of Kapkowski Road are lined with parking lots for 18-wheeler trucks
or stacked trailers and storage containers. Much of this area is slated for redevelopment, and both
Kapkowski Road Station and North Avenue Station will be jointly developed with private developers.
North of the Kapkowski Road Station, the visual character that will be seen by the passengers is industrial
and port or airport related, with a few commercial buildings to the north. Container movement and other
truck traffic crosses the intersection of North Avenue and Kapkowski. Beyond this intersection, the
passengers will see the port and airport related facilities mentioned above. These businesses include
several truck repair companies, intermodal container storage, a Federal Express facility, and AFI, a food
service company. The drivers and pedestrians in this vicinity will see the LRT vehicle and tracks at grade
before they rise on structure to cross the Chemical Coast Railroad and the New Jersey Turnpike. There
will not be a notable visual change in character however, since the area is already busy with multimodal
transportation. North and just west of the North Avenue Station site is Elizabeth Center at 13-A, which
includes an IKEA (Swedish home furnishing retailer) and a Toys “R” Us/ Kidsworld store. Photos 7-7a
through 7-10f illustrate the general visual conditions along this portion of the Elizabeth Segment.
7.1.5
North Avenue Station to Newark International Airport/
Monorail Parking Lot D Station
The northernmost portion of the Elizabeth Segment, from the North Avenue Station to the Airport
Station, can be characterized as industrial. The alignment is located on the southern edge of Newark
International Airport, one of the nation's busiest airports.
This portion of the Elizabeth Segment, running south of Brewster Road and north of the Peripheral Ditch,
is surrounded by a network of highways, long term parking lots, and the airport. The distinguishing
features are the airport and the New Jersey Turnpike, a 12-lane toll highway that is parallel with the
eastern perimeter of the airport. The LRT passes on a structure over the Chemical Coast Freight Railroad
and the New Jersey Turnpike running north of the North Avenue Bridge. Most of this area contains little
to no vegetation, as most of the area is paved for parking, runways, or highways. Photos 7-10a through 7-
10d illustrate the general visual conditions along Brewster Road, and views of and from the Airport
Station.
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
7-3
The Newark International Airport/Monorail Airport Parking Lot D is located 200 feet from the terminal
station of the Newark International Airport Monorail. The station will be on a new structure above the
parking lot. A 200-foot long elevated walkway will link the LRT station to the existing monorail station.
7.2
Environmental Impacts
The visual features of the Elizabeth Segment of the Newark-Elizabeth Rail Link include varying
components, such as at-grade trackage, aerial structures, stations, guideways, catenary poles and wires,
retaining walls, abutments, and other miscellaneous structures. The varying features of the corridor will
impact the visual environment in a number of ways. Some of the visual impacts along the corridor may
be substantial, while others may be relatively minor.
7.2.1
No-Build Alternative
The No-Build Alternative would not change the visual environment of the study area.
7.2.2
Build Alternative
a
From a corridor-wide perspective, the Build Alternative is not expected to result in major visual impact,
particularly since much of the proposed alignment follows existing railroad right-of-way. Elevated
portions of the alignment would create the strongest visual impact, however no residential neighborhoods
are within view of the proposed elevated structures. Otherwise, the most visible element would be the
LRT vehicles and the overhead catenary system.
The yard and shop, an ancillary facility, is proposed for a site already characterized by transportation
related industrial uses, and thus is not expected to cause adverse visual impacts.
The visual aspects of the Build Alternative affect two types of viewers: people located along the LRT
corridor who would have views of the system from their homes, places of work or outdoor spaces, and
passengers on the LRT system, who would see the surrounding landscape. Both groups are important in
evaluating visual impacts and mitigation. It is important that the LRT system is designed to complement
the existing views from the surrounding neighborhoods.
Following is a description of the major visual components:
At-Grade Trackage. Visual elements include the rails, rail supports, and infill material around the
rails. Surface tracks are either ballasted or embedded. Ballasted tracks consist of rails on ties
surrounded by rock ballast. These are used where the rail system is in its own exclusive right-of-way
and where visual appearance is not a significant factor. Embedded track consists of rails embedded in
pavement. It is used for in-street running, where the track is in a shared right-of-way with other
modes of transportation and visual appearance is important.
Generally, surface tracks would not have a significant visual impact, since they are at ground level. The
area where the track might be more noticeable would be where the tracks are embedded in pavement.
.
Aerial Guideway. Tracks, either on an embankment or on a structure, would be a major visual
element introduced into the existing environment. The embankment may be of berm construction
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
7-4
with slopes, or it may be built up with retaining walls. An aerial structure includes support piers with
pier caps and a structural guideway with structural beams, the rail bed, and safety railings.
The elevated segments of the LRT tracks would be some of the most visible components of the proposed
LRT system. Two new aerial structures would be constructed for the implementation of the Build
Alternative. One small section would be located east of the Singer complex, in an area that would be
visible from the Singer Complex and from the Jersey Gardens Mall parking. Another aerial structure
would be required to cross over the New Jersey Turnpike. However, because the aerial structure would
be adjacent to an existing bridge, the visual impact of this aerial structure would not be unduly imposing.
Catenary Wires and Catenary Supports. The catenary wire system includes overhead wires and
support structures for supplying electrical power to the vehicles. The support structures generally
consist of metal poles with rigid cantilevered brackets or suspension wire assemblies between poles.
The catenary support structures are similar in appearance to, but no taller than, the existing utility
poles that support electrical power and communication lines throughout the project area. The
catenary support structures are dedicated facilities and are not available for use by the utility and
communications companies. Therefore, no additional wires or cables would be added in the future.
The catenary wires and support poles will be a visual element throughout the LRT alignment. The
visual impact of the new catenary wires and supports would be minimal when compared to the visual
nature of the existing areas adjacent to the proposed LRT alignment.
LRT Stations. The LRT stations along the Elizabeth Segment would have low-platforms: either one
center platform 19 feet wide, or two side platforms with a width of 12 feet each. They will be 100
feet in length.
The most notable feature of the stations will be the station canopy. The canopy structure will cover
approximately 25% of the station platform. The stations will include benches, trash receptacles, ticket
vending and validating machines, map and information kiosks, and telephones. Urban design elements
such as lighting, windscreens, landscaping and detailed paving will be incorporated into the station
design.
Parking will be available at selected stations. Shared parking with surrounding land uses will be available
at Midtown Station, Potential Singer Station, Ferry Terminal Station, Jersey Gardens Station, Kapkowski
Road Station, North Avenue Station, and Newark International Airport Monorail Parking Lot D. No
parking will be available at the Route 1 & 9 (Spring Street) Station, Division Street Station or Third Street
Station.
LRT Vehicles. The LRT vehicles will be 90 feet in length, approximately 8 to 8.5 feet wide, and
about 10 feet high. The vehicles will be a common visual element throughout the corridor once LRT
operations begin.
Miscellaneous Structures. Additional elements and structures that will be required include signals,
signal control boxes, electrical power sub-stations, electrical control boxes, storage buildings, and rest
rooms for drivers at the end stations.
Shadows. Shadows cast by the LRT system of the Elizabeth Segment will have a minimal impact in
the corridor, since the majority of the system is at-grade. Elevated portions of the alignment are
located in industrial areas.
Lighting. Nighttime lighting impacts would be from platform, site, and parking lot lighting at the
stations, and from internal lights and headlights of the LRT vehicles. Lighting at stations would have
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
7-5
a positive impact, as it would contribute to the safety and convenience of the users. The lighting from
the LRT vehicles would be similar to headlights from other vehicles, and therefore would result in no
significant impact to the surrounding areas.
.
Construction Impacts. Visual construction impacts from the LRT system will only be temporary.
The impacts that will occur will vary based on the type of construction required. They may include
temporary roads and access ways, scaffolding and construction cranes, and temporary construction
fences and screens.
Yard and Shop. The yard and shop will be located on the west side of the intersection of Veterans
Memorial Drive and Trumbull Street, north of the Third Street Station. The yard and shop will
consist of two buildings: a maintenance building and a storage barn. The maintenance building will
provide all of the day to day maintenance needs of the LRT fleet. Key items in the maintenance shop
include pits for under vehicle maintenance, a crane for lifting the LRT vehicle's body off of the
chassis, and an LRT car wash. The car barn will provide storage of the LRT fleet when the vehicles
are not in use. Major maintenance and vehicle overhaul will be done at another NJ TRANSIT vehicle
maintenance facility such as the NERL Vehicle Base Facility or the Hudson Bergen Vehicle Base
Facility. Parking will be provided for maintenance personnel on the yard and shop site. Adverse
visual impacts from the yard and shop are not expected, as the area currently possesses a
transportation-related industrial character.
7.3
Mitigation
Mitigation measures for improving the visual environment associated with the LRT system take many
forms, although the basic premise behind mitigation stems from coordinated and responsible design of the
LRT system and components. Mitigation techniques can be grouped into three categories: design of the
basic infrastructure components, enhancement of the basic infrastructure facilities, and enrichment of the
visual environment around the facilities.
7.3.1
Design of Basic Infrastructure Components
Careful design of the basic infrastructure components can mitigate many negative visual impacts.
Components that may fall into this category include items such as catenary wire, chain-link fencing,
concrete, site amenities, and use of color.
Use of trolley-type wire can minimize the visual impacts of the system. However, it is typically used in
downtown street running. As there is no downtown street running in the proposed project, trolley wire
will not be used in this project. Instead, a catenary wire system will be used throughout the system, as
described in Section 7.2. In selected areas, a visual amenity could include the use of support poles whose
color, style and details reflect some of the characteristics of the more traditional and historic street
lighting poles.
Chain link fencing located along the corridor would be vinyl-covered to minimize the impacts to
surrounding areas. In areas where concrete is used, integrally colored concrete could be utilized to
enhance the large infrastructure components such as retaining walls, piers, or guideway beams.
Integrally-colored concrete or brick pavers can be used to mitigate the impact of the corridor by creating
special patterns, colors, and textures that enhance the guideway and blend the corridor into surrounding
environments. These types of treatments are particularly effective in pedestrian-oriented environments.
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
7-6
a
Color, in general, and a well-designed color scheme can be an effective way to enliven and enhance the
LRT infrastructure and facilities. Stainless steel, aluminum, or other non-corrosive materials can be
appropriate selections and can minimize maintenance costs for system components such as railings, ticket
machines, light fixtures, and street furniture.
7.3.2
Enhancement of the Basic Infrastructure Facilities
A second approach for mitigating the impacts of the corridor is to add special treatments, complementary
features or elements. Special treatments would consist of using textures or patterns in the concrete or
ornamenting shelters with details that go beyond the purely functional requirements. They would also
take the form of distinctive lighting, unique shelter designs, streetscape furniture, public art, and
landscaping. A combination of these enhancement items would be especially effective for breaking up
any visual monotony of large areas and for providing screening at the stations and along the corridor.
Station designs would be modular in nature, and compatible with those planned for the Newark Elizabeth
Rail Link MOS-1 and in use on the Hudson Bergen Light Rail system. Specific design motifs would be
appropriate to each locale. Through agreement with the NJ SHPO, stations along the original Central
New Jersey (CNJ) Line (Midtown, Spring Street, Division Street, and to the extent possible, Third Street)
would be designed to be evocative of the original CNJ stations. Coordination efforts with SHPO will
continue as the level of project design increases, to ensure that station designs are maximally compatible
with station area land uses.
7.3.3
Enrichment of the Visual Environment
A third approach for mitigating or enriching the visual environment is to improve the environment around
the corridor. The enhancement of streetscapes and public areas in close proximity to stations could help
improve the impact of the facilities. They could also improve access to the stations, and contribute to
pedestrian comfort and safety. Specific improvements could include adding distinctive street lighting,
paving details, street trees, and decorative furniture to the streets, paths, or trails that connect the
neighborhood or district with an LRT station.
Creating or enhancing public spaces could involve the construction of small parks or plazas to serve as
waiting areas and places of relaxation. Transit oriented development could also occur at station sites
where supportive commercial development, such as news stands, coffee shops and dry cleaners, could be
congruous with the station sites. This type of development could increase the number of riders on the
system.
The mitigation and enhancement measures discussed above can be used individually or as a total program
to fit the proposed LRT project into the existing environment and enrich its overall visual settings.
NERL-Elizabeth Segment SDEIS
Visual and Aesthetic Conditions
7-7
IT


8.0
AIR QUALITY
This chapter documents the potential air quality impacts associated with the No-Build and Build
Alternatives with regard to national and state ambient air quality standards. The purpose of the analysis is
to estimate the future air quality conditions in the study area without and with the project alternatives, to
identify potential effects on regional and local air quality and mitigation measures, and to address
conformity with regional air quality implementation plans.
8.1
Legal and Regulatory Context
National and state ambient air quality standards identify pollutant concentrations that are not to be
exceeded over specified time periods. Table 8-1 shows the National Ambient Air Quality Standards
(NAAQS) for the major airborne pollutants of interest. Primary ambient air quality standards are defined
for the protection and preservation of public health, and secondary standards are intended to maintain the
natural environment. Compliance is required for both primary and secondary standards.
The Federal Clean Air Act Amendments of 1990 (CAAA) require regionally significant transportation
plans, programs and projects in non-attainment areas to conform with the appropriate SIP. State
Implementation Plan conformity involves eliminating or reducing the severity and number of violations
of the NAAQS and achieving attainment of those standards.
Federal criteria that determine if a proposed transportation project in a non-attainment area conforms with
the applicable SIP are as follows:
The project must not cause or contribute to any new violation of any National Ambient Air Quality
Standard in the project vicinity;
The project must not increase the frequency or severity of any existing violation of any National
Ambient Air Quality Standard in the project vicinity; and
The project must not delay timely attainment of any National Ambient Air Quality Standard or any
required interim emission reductions or other milestones.
NERL-Elizabeth Segment SDEIS
Air Quality
8-1

8.0
AIR QUALITY
This chapter documents the potential air quality impacts associated with the No-Build and Build
Alternatives with regard to national and state ambient air quality standards. The purpose of the analysis is
to estimate the future air quality conditions in the study area without and with the project alternatives, to
identify potential effects on regional and local air quality and mitigation measures, and to address
conformity with regional air quality implementation plans.
8.1
Legal and Regulatory Context
National and state ambient air quality standards identify pollutant concentrations that are not to be
exceeded over specified time periods. Table 8-1 shows the National Ambient Air Quality Standards
(NAAQS) for the major airborne pollutants of interest. Primary ambient air quality standards are defined
for the protection and preservation of public health, and secondary standards are intended to maintain the
natural environment. Compliance is required for both primary and secondary standards.
The Federal Clean Air Act Amendments of 1990 (CAAA) require regionally significant transportation
plans, programs and projects in non-attainment areas to conform with the appropriate SIP. State
Implementation Plan conformity involves eliminating or reducing the severity and number of violations
of the NAAQS and achieving attainment of those standards.
Federal criteria that determine if a proposed transportation project in a non-attainment area conforms with
the applicable SIP are as follows:
The project must not cause or contribute to any new violation of any National Ambient Air Quality
Standard in the project vicinity;
The project must not increase the frequency or severity of any existing violation of any National
Ambient Air Quality Standard in the project vicinity; and
The project must not delay timely attainment of any National Ambient Air Quality Standard or any
required interim emission reductions or other milestones.
NERL-Elizabeth Segment SDEIS
Air Quality
8-1
Table 8-1
National Ambient Air Quality Standards
New Jersey Standards
National Standards
Pollutant
Averaging
Period
Primary
Secondary
Primary
Secondary
8 hour
Carbon
Monoxide (CO)
10 mg/m
(9 ppm)
40 mg/m'
(35 ppm)
75 g/m
1 hour
Same as
primary
Same as
primary
60 g/m
10 mg/m
(9 ppm)
40 mg/m
(35 ppm)
3
3
Annual
geometric mean
24 hour
260 g/m
150 g/m
Total
Suspended
Particulates
(TSP)
Inhalable
Particulates
(PM10)
50 g/m
Same as primary
Annual
geometric mean
24 hour
150 g/m
Same as primary
0.12 ppm
0.08 ppm
0.12 ppm
Ozone (03)
1 hour
Same as primary
(235 g/m) (160 g/m) (235 g/m)
Source: 2000 Air Quality Report, NJDEP, January 2002
Notes: 1. New Jersey short-term standards are not to be exceeded more than once in any 12-month period.
2. National short-term standards are not to be exceeded more than once in a calendar year.
8.2
Affected Environment
The description of the affected environment for the study area air quality analysis includes an overview of
the airborne pollutants of interest, (NAAQS “criteria pollutants”) the regulatory setting, and regional air
quality trends.
8.2.1
Airborne Pollutants
Ambient air quality is a function of many factors, including climate, topography, meteorological
conditions, and the production of airborne pollutants by natural or artificial sources. Major airborne
pollutants of interest in the project vicinity include carbon monoxide, particulate matter, ozone, and the
ozone precursors (hydrocarbons and oxides of nitrogen). These pollutants are known as NAAQS “criteria
pollutants." Each pollutant is described below.
Carbon Monoxide ---Carbon monoxide (CO) is an odorless, colorless gas formed by the burning of
fuels containing carbon. Motor vehicles are the principal source of CO emissions in urban areas.
Maximum concentrations usually occur near intersections and other areas of traffic congestion, and
decrease rapidly with distance from the source.
Particulate Matter - Particulate matter enters the air from industrial operations, vehicular traffic and
other sources, including fireplaces. Most of the particulate matter generated by motor vehicles
consists of resuspended road dust. Measurements of particulate matter concentrations include TSP
(total suspended particulates), PM10 (particles with a diameter less than or equal to 10 micrometers),
and PM2.5 (particles with a diameter less than or equal to 2.5 micrometers).
NERL-Elizabeth Segment SDEIS
Air Quality
8-2
Ozone – Ozone (O3) in the lower atmosphere is a harmful air pollutant and contributes to the
formation of smog. It is a secondary pollutant formed by the reaction of hydrocarbons and oxides of
nitrogen in the presence of strong sunlight. Thus, Oz levels are reduced by minimizing emissions of
those precursor pollutants.
Volatile Organic Compounds — Volatile organic compounds (VOC) are a key component in the
formation of ozone. These hydrocarbons are emitted or evaporate into the atmosphere from a variety
of sources, particularly the storage and combustion of fuels in motor vehicles.
Oxides of Nitrogen - Oxides of nitrogen (NOx) are another precursor to the formation of O3. They are
produced as the result of high-temperature fuel combustion and subsequent atmospheric reactions.
Major sources of NOx include diesel engines, power plants, refineries, and other industrial operations.
8.2.2
Air Quality Trends
Air quality in the State of New Jersey has significantly improved since the passage of the original Clean
Air Act in 1970. In 2000, the last year a comprehensive statewide air quality report was prepared, CO, all
NAAQS criteria pollutants except ozone were well within standards. Carbon monoxide, which exceeded
the standard by 44 days in 1984, did not reach unhealthful levels in 2000. The ozone 1-hour standard was
not exceeded in 2000, however all monitoring sites in operation during the summer violated New Jersey's
secondary 1-hour average.
Table 8-2 shows the air quality trends for the State of New Jersey and Elizabeth since 1975.
Table 8-2
Study Area Air Quality Trends
Number of Days Exceeding the Standard
2000
1995
1990
1985
1980
1975
11
8
126
2
9
4
Carbon Monoxide (CO)
0
0
0
Total Suspended Particulates (TSP) 0
0
0
Ozone (03)
0
2
5
Source: 2000 Air Quality Report, NJDEP, January 2002
Notes: Ozone monitoring data is for Bayonne, NJ, the closest monitoring site for Ozone.
TSP monitoring data is for Jersey City, NJ, the closest monitoring site for TSP.
11
8
14
NERL-Elizabeth Segment SDEIS
Air Quality
8-3
8.3
Environmental Impacts
The purpose of this section is to identify and compare the potential air quality impacts of the NERL -
Elizabeth Segment Build Alternative at both the regional and the microscale levels. This section includes
the results of the air quality analysis documented in the Air Quality Analysis Technical Memorandum for
the NERL - Elizabeth Segment Supplemental Environmental Impact Statement, February 2001.
8.3.1
Regional Air Quality
Automobiles and other motor vehicles represent a major source of air pollution in the region. Minimizing
the growth in travel by single-occupant automobiles will be an important factor in achieving the regional
air quality goals. The proposed project would provide a critical link in the regional network of high
capacity transit services, increasing the opportunities for non-automotive travel. As a result, the NERL –
Elizabeth Segment is expected to have positive regional air quality impacts.
A.
Methodology
For the purposes of this analysis, air quality impacts are defined as the incremental change in Year 2020
regional emissions of CO, VOC, and NOx under the Build Alternative relative to the No-Build
Alternative. Furthermore, relative differences in regional pollutant levels among the alternatives are
attributed entirely to changes in daily vehicular emissions. Differences in vehicular emissions are a direct
function of the change in daily vehicle-miles traveled (VMT) and pollutant emission rates.
Specific steps in the air quality analysis include the following:
Identify the impact of the project alternatives on the Year 2020 regional VMT.
Estimate Year 2020 average pollutant emission rates for CO, VOC, and NOx.
Determine the relative regional pollutant emissions for each alternative by applying the emission rates
to the corresponding changes in regional VMT.
Compare the relative pollutant emissions to identify potential regional air quality impacts.
B.
Analysis/Findings
The net reductions in regional VMT for the Build Alternatives were derived from ridership forecasts
based on Ridership Results Report dated June 2000. Model runs were based on Year 2020
socioeconomic forecasts that reflect the most recent projections, disaggregated to the model traffic
analysis zone (TAZ) level.
Comparing the highway network assignments of the No-Build and Build Alternatives provided an
estimate of the reduction in regional VMT due to mode shift. The resulting net VMT reductions were
used as the basis of the regional air quality analysis.
I
Year 2020 emission rates for CO, VOC, and NOx were estimated using the EPA MOBILESa model with
selected parameters adjusted to reflect assumed conditions in the study area.
F
NERL-Elizabeth Segment SDEIS
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8-4
Table 8-3 summarizes the results of the Year 2020 regional air quality analysis for the No-Build and
Build Alternatives. It shows the net reduction in regional VMT for the Build Alternative relative to the
No-Build Alternative, along with the estimated pollutant emission factors and the corresponding
differences in regional emissions.
Table 8-3
Year 2020 Regional Air Quality Impact Analysis and Results
1,2
Project
Alternative
Net Daily
VMT
Reduction
(veh-mi)
Carbon Monoxide (CO)
Emission Emission
Factor Reduction
(g/veh-mi) (kg/day)
Hydrocarbons (HC)
Emission Emission
Factor Reduction
(g/veh-mi) (kg/day)
Nitrogen Oxides (NO)
Emission Emission
Factor Reduction
(g/veh-mi) (kg/day)
No-Build
0.00
6.2
0.00
0.547
0.00
1.038
0.00
Build
30,915
6.2
191
0.547
17
1.038
32
Source: BRW, Inc. June 2001
Notes: 1. New Jersey short-term standards are not to be exceeded more than once in any 12-month period.
2. National short-term standards are not to be exceeded more than once in a calendar year.
As the results in Table 8-2 indicate, the Build Alternative is expected to reduce the amount of regional
vehicular travel relative to the No-Build Alternative. A net reduction in VMT would result in lower
emissions of CO, the ozone precursors (VOC and NOx) and greenhouse gases. Based upon this analysis,
it appears that the Build Alternative would not have an adverse effect on the regional air quality.
Furthermore, by providing an alternative to single-occupant vehicle travel, implementation of the Build
Alternative would support the attainment and maintenance of air quality standards in the region.
8.3.2
Microscale Air Quality
Vehicular traffic is the most significant source of CO emissions in the region. Because CO emissions
dissipate rapidly with increasing distance from the source, the highest concentrations are likely to occur in
the vicinity of congested roadway intersections or other locations where motor vehicles tend to idle for a
period of time. The local air quality analysis consists of a microscale “hot spot” investigation for
potential violations of the ambient air quality standards for CO.
A.
Methodology
The methodology for identifying potential local air quality impacts follows the EPA-recommended
procedure for CO microscale impact analysis. The general evaluation procedure, outlined in the
Guideline for Modeling Carbon Monoxide from Roadway Intersections (EPA, 1992), includes a multiple
intersection screening process, followed by microscale CO analysis with the CAL3QHC line-source
dispersion model.
The multiple intersection screening analysis is used to identify study area locations requiring further
analysis for CO hot spots. The intersection screening process includes the following steps:
Identify and rank the top 12 signalized intersections in the study area by peak hour traffic volumes
that are affected by the proposed project.
NERL-Elizabeth Segment SDEIS
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Determine the average delay and level-of-service (LOS) for those 12 intersections.
From those 12 intersections, select the three highest volume locations and the three highest delay
locations for further analysis. The total may be less than six if one or more study area intersections
meet both selection criteria.
The selected intersections then are evaluated for each alternative using a microscale analysis procedure.
The procedure is used to estimate maximum 1-hour and 8-hour CO concentrations in the vicinity of each
intersection for comparison with the NAAQS. It is assumed that if microscale analysis does not identify
significant local air quality impacts at the selected intersections, then impacts would be unlikely at any
other study area location.
The microscale air quality analysis procedure includes the following steps:
Assemble the required data for the analysis, including meteorological conditions, site characteristics,
traffic parameters, and emission variables.
Estimate the future background CO concentration based on monitoring data and the expected change
in regional emissions.
Identify receptor locations near the intersection for simulation of future ambient CO concentrations.
Compute the worst-case 1-hour CO concentration using CAL3QHC.
Estimate the worst-case 8-hour CO concentration by applying a suitable persistence factor to the
computed 1-hour concentration. The use of a persistence factor is intended to reflect the relationship
between 1-hour and 8-hour traffic and meteorological conditions.
Compare the results with the ambient air quality standards to identify adverse impacts, including new
or aggravated violations.
.
B.
Analysis/Findings
Based on the Traffic Impact Analysis Report, BRW Inc. June 2002, the proposed LRT project would
affect traffic operations at four signalized intersections. These intersections are listed in Table 8-4.
Table 8-4
Intersection Screening Results
Year 2020 PM Peak Hour Traffic
Project Study Area
Intersections by Volume
Volume
Delay
LOS
Trumbull Street & Veterans Memorial Drive
3,882
112
F
E
North Avenue & Newark Airport Peripheral Drive
5,730
127
F
Trumbull Street & Dowd Avenue
3,210
60
E
6
A
Newark Airport Peripheral Drive & Fuel Facility Driveway
821
Source: BRW, Inc. June 2001
Notes: Year 2020 combined intersection approach volume, in vehicles per hour.
Total delay in seconds per rider in 2020.
Estimated intersection level-of-service based on average delay in 2020.
a
b
с
NERL-Elizabeth Segment SDEIS
Air Quality
8-6
All intersections except for Newark Airport Peripheral Drive & Fuel Facility Driveway were analyzed
using Cal3qhc.
The microscale modeling process requires a number of parameters and assumptions. The model inputs
listed below are consistent with current EPA recommendations, and are intended to represent reasonable
worst-case scenarios at the three selected intersections.
Meteorological Characteristics
Averaging Time: 60 minutes
Surface Roughness: 108 cm
Settling Velocity: 0 cm/sec
Deposition Velocity: 0 cm/sec
Wind Speed: 1.0 m/sec
Stability Class: D
Mixing Height: 1,000 meters
Traffic Characteristics
Lane configuration, link volume, signal cycle length, red time, and lost time were taken from the
traffic impact assessment prepared for Chapter 4.
Site Characteristics
Intersection layouts and roadway link coordinates were determined from maps and aerial
photographs of the study area.
Emission Characteristics
- Running emission rates were generated with MOBILE5aH using default parameters. The average
free flow speed was assumed to be 30 mph on all roadway links, and the average January
temperature was assumed to be 39.1° F.
Idle emission rates were calculated by converting the 2.5 mph MOBILE5aH running rate from
grams per mile to grams per hour.
The EPA-recommended default persistence factor for urban areas of 0.7 was used to estimate 8-
hour CO concentrations.
The Year 2020 background CO concentration was estimated using the 1998 default value for background
CO concentrations in urban areas, as defined in the NJDEP guidance, and factoring to the Year 2020
using the following steps:
Change in Average CO Emission Rates – Average CO emission rates in the region are expected to
decrease because of emission controls and turnover in the vehicle fleet. The change in average CO
emission rates will tend to decrease background CO concentrations. Average CO emission rates for
Year 1998 and Year 2020 were generated using MOBILE5aH, with an average speed of 35 mph. The
ratio of the Year 2020 rate to the Year 1998 rate was used to adjust the background CO level.
Change in Annual Traffic Growth – As travel in the region increases, it will tend to increase
background CO levels. As determined by the Kapkowski Road Transportation Planning Study
(Union County, 2002), PM peak hour annual traffic growth rates of 4.2%, 4.3% and 4.5% per year
were assumed at North Avenue and Airport Peripheral Drive, Trumbull Street and Dowd Avenue, and
Trumbull Street and Veteran's Memorial Drive, respectively. To approximate the change in regional
traffic growth between Year 1998 and Year 2020, the annual growth rate was compounded for a 22-
year period. The resulting value was used to adjust the background CO level.
NERL-Elizabeth Segment SDEIS
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8-7
The computation of the Year 2020 background CO levels is summarized in Table 8-5.
Receptors at each intersection were defined where the public is likely to have access and potential long-
term exposure to the ambient CO concentrations.
The sidewalk averaging method, recommended by the U.S. EPA, was used for the micro-scale
intersections. In this method, the receptors are located along each sidewalk or side of the intersecting
streets at approximately 10 meters and 50 meters from the edge of the intersecting roadway. The CO
concentration at each of the receptors was modeled. The highest or worst case, average CO
concentrations for each receptor site was then calculated. The sidewalk averaging method results in
higher predicted CO concentrations than would be expected at nearby receptors. CO concentrations
diminish rapidly at greater distances from the sidewalks.
Table 8-5
Year 2020 Background CO Level Computation
Elizabeth -7 Broad Street
1-hour
8-hour
NJDEP Standard Background CO Level for 1998
5.0
3.5
MOBILESaH Emission Factor for 1998
8.9
8.9
I
MOBILESaH Emission Factor for 2020
6.2
6.2
Adjustment for Emission Reduction (1998 to 2020)
0.70
0.70
Adjustment for Traffic Growth per year (1998 to 2020)
4.2% at North Avenue & Newark Airport Peripheral Road
2.47
2.47
4.3% at Trumbull Street & Dowd Avenue
2.56
2.56
4.5% at Trumbull Street & Veterans Memorial Drive
2.64
2.64
Estimated CO Level for 2020
North Avenue & Newark Airport Peripheral Road
8.6
6.0
Trumbull Street & Dowd Avenue
9.0
6.3
Trumbull Street & Veterans Memorial Drive
9.2
6.5
'Source: 1998 Air Quality Monitoring Report, New Jersey Department of Environmental Protection, Bureau of Air Monitoring
E
After all the necessary parameters and assumptions had been defined for the selected intersections, the
CAL3QHC model was run for the LRT Build Alternative. The results of the CO microscale modeling are
summarized in Table 8-6. For each location, the table shows the highest predicted 1-hour and 8-hour CO
concentrations under each of the project alternatives.
目
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​NERL-Elizabeth Segment SDEIS
Air Quality
8-8
官
​Table 8-6
Year 2020 Maximum Predicted CO Concentrations
Maximum Concentration Maximum Concentration
Intersection
Averaging
(ppm)
(ppm)
Period
No-Build & TSM
LRT Build Alternative
Alternative
North Avenue & Newark Airport 1-hour
11.3
11.3
Peripheral Road
8-hour
8.0
8.0
1-hour
10.1
10.1
Trumbull Street & Dowd Avenue
8-hour
7.1
7.1
Trumbull Street & Veterans Memorial 1-hour
9.9
9.9
Drive
8-hour
6.9
6.9
Source: BRW, Inc.
Notes: Results include estimated background CO levels of 8.0 ppm (1-hour) and 5.5 ppm (8-hour).
The applicable ambient CO standards for the 1-hour and 8-hour averaging periods are 35 ppm and 9 ppm, respectively.
The No-Build, TSM, and LRT Build alternatives are identical due to minimal changes in traffic volume and operation.
As the results in Table 8-6 indicate, no violations of the current CO standards are projected for the project
alternatives.
8.4
Mitigation Plan
This study identified no adverse regional or local air quality impacts associated with the proposed Build
Alternative, therefore, no specific mitigation plan is recommended.
8.5
Conformity
Because the proposed project is located in a non-attainment area for O3 and CO, federal and state air
quality regulations require that a project-level conformity analysis be conducted. A conformity analysis
is used to determine if a transportation activity (plan, program, or project) conforms to the purpose of the
State Implementation Plan (SIP) of achieving and maintaining the applicable air quality standards. As
indicated previously, the criteria for conformity specify that a transportation activity cannot:
a
Cause or contribute to any new violation of the federal air quality standards;
Increase the frequency or severity of any existing violation of the standards; or
Delay timely attainment of the standards.
Project-level conformity for ozone and CO is established by verifying that the project is included in a
current TIP, and that the TIP has been found to conform to the SIP. In addition, a CO hot spot analysis is
required in CO non-attainment areas.
>
NERL-Elizabeth Segment SDEIS
Air Quality
8-9
The air quality analysis completed for the project has concluded that the Build Alternative satisfies all
applicable state and federal regulations and the Build Alternative was not found to cause or contribute to
CO standard exceedances at worst-case locations, under worst-case conditions.
The project would also provide support for attainment and maintenance of CO and O3 standards by
providing an alternative to travel by single occupant vehicles.
The North Jersey Transportation Planning Authority (NJTPA) is the agency responsible for developing
and maintaining the TIP for the project study area. The NERL – Elizabeth Segment is included in the
most recent version of the TIP, which has been found to conform to the NJDEP SIP for Oz and CO.
1
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​NERL-Elizabeth Segment SDEIS
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9.0
NOISE AND VIBRATION
This section provides a general assessment of potential noise and vibration impacts associated with the
No-Build Alternative and the Build Alternative. The assessment includes a description of the legal and
regulatory context, screening for sensitive noise and vibration sites, an investigation of the ambient noise
conditions, the identification of potential noise and vibration impacts, and an overview of possible
mitigation measures. Noise impacts in the study area are described first, followed by a discussion of
vibration impacts.
9.1
Legal and Regulatory Context
The Federal Transit Administration's (FTA) Transit Noise and Vibration Impact Assessment, Final
Report, April 1995, guidelines were followed to conduct the noise and vibration screening and general
assessments discussed in this section. FTA undertook a baseline conditions study of transit agencies and
equipment across the nation in order to document varying conditions and develop a methodology to
appropriately assess the varying conditions. This information forms the basis for the FTA’s Transit Noise
and Vibration Guidelines. These guidelines are used to assess the potential noise and vibration impacts of
the project's alternatives. The following sections describe the methodology of Transit Noise and
Vibration Impact Assessment.
9.1.1
Noise
This section describes noise, transit noise, sources of transit noise, and factors that influence the intensity
of noise. Also included is a discussion of the noise impact criteria, which is used to determine whether
transit noise would result in no impact, impact, or a severe impact.
A.
Airborne Noise
“Noise” is defined as unwanted sound. Sounds are described as noise if they interfere with an activity or
disturb the person hearing them. Sound is measured in a logarithmic unit called a decibel (dB), which
refers to the general strength of the noise. The basic noise unit for transit noise is the A-weighted Sound
Level. It describes the receiver's noise at any moment in time and is read directly from noise monitoring
equipment. The letter “A” indicates that the sound has been filtered to reduce the strength of very low
and very high frequency sounds, much as the human ear does. Without this A-weighting, noise
monitoring equipment would respond to events people cannot hear, events such as high frequency dog
whistles and low frequency seismic disturbances.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
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These “A-weighted” sounds are measured using the decibel unit (dBA). Typical sound levels from
common noise sources are shown in Figure 9-1. Noise that is transmitted through the air is referred to as
"airborne noise.”
a
Sound levels fluctuate with time, depending on the sources of the sound audible at a specific location.
In addition, the degree of annoyance associated with certain sounds can vary by time of day, depending
on other ambient sounds affecting the listener and the activities of the listener. Because the time-varying
fluctuations in sound levels at a fixed location can be quite complex, reporting typically uses statistical or
mathematical descriptors that are a function of sound intensity and time. A commonly used descriptor of
noise is the Leq, which represents the equivalent of a steady, unvarying level over a defined period of time
containing the same level of sound energy as the time-varying noise environment. In areas where sleep
activity takes place, the Lan, which measures an average "day-night" sound, is the most commonly used
measure. The Lan is a 24-hour Leq average calculated from hourly Leq measurements, with a 10 dBA
penalty added to nighttime levels to account for heightened noise-sensitivity at night.
Transit noise includes not only noise from moving vehicles, but also noise from supporting services such
as maintenance facilities. The perceptible transit noise generated from a proposed LRT system include:
1) LRT operations; 2) a storage yard with vehicle washing facilities; and 3) a park and ride lot at one of
the transit stations. Table 9-1 and Figure 9-1 identifies some of the most common sources of noise
generated from bus and LRT operations.
The intensity of the noise event varies due to a number of factors. Examples include:
distance of the receiver from the tracks or the station locations;
whether the tracks are located at-grade or on aerial structure;
presence of intervening terrain or buildings, and specific train-related parameters such as vehicle
speed, vehicle length, vehicle equipment (i.e. air conditioning systems); and
type and condition of the running surfaces (i.e. rails and wheels)
In addition, the guideway structure can also radiate noise as it vibrates in response to dynamic loading of
the vehicle. Stationary vehicles generate noise as well. Auxiliary equipment, such as cooling fans,
radiator fans, and air-conditioning pumps, often continue to run after vehicles have stopped.
|
i
NERL -Elizabeth Segment SDEIS
9-2
Noise and Vibration
1
TRANSIT
SOURCES
dBA
NON-TRANSIT
SOURCES
OUTDOOR
INDOOR
100
Rock Drill
Shop Tools,
in use
90
Rail Transit Horn
Jack Hammer
Shop Tools,
Idling
80
Rail Transit At-Grade, 50 mph
City Bus, Idling
Concrete Mixer
Air Compressor
Lawn Mower
Food Blender
70
Lawn Tiller
Rail Transit in Station
Clothes Washer
Air Conditioner
60
Air Conditioner
50
Refrigerator
40
30
ALL AT 50 FT
ALL AT 50 FT
ALL AT 50 FT
Source: Traffic Noise and Vibration Impact Assessment, FTA, 1995.
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportabon
Federal Transit
Administration
Typical A-weighted
Sound Levels
NTRANSIT
Figure 9-1
Prepared By
BRW, Inc.
1
1
1
L
1
1
Table 9-1
Sources of Transit Noise
-
Vehicle or Facility
Dominant Components Comments
Wheel/rail interaction and
Depends on condition of wheels and rails.
guideway amplification
Light Rail Transit (LRT) Propulsion system
When accelerating and at higher speeds.
On exclusive right-of-way Brakes
When stopping.
(at-grade or on aerial structure) Auxiliary equipment
When stopped.
Wheel
squeal
On tight curves.
In general
Noise increases with speed and train length.
Wheel
squeal
On tight curves.
Auxiliary equipment
When
stopped.
Light Rail Transit (LRT)
Homs and crossing bells At grade crossings.
In mixed traffic
Lower speeds mean less noise than for LRT on exclusive
In general
right-of-way.
Wheel Squeal
On tight curves.
Wheel Impacts
On joints and switches.
Wheel Rolling Noise
Auxiliary Equipment
Throughout day and night. Includes air-release noise.
Rail Transit Storage Yards
Coupling/uncoupling
Signal Horns
Site specific. Often early morning and peak periods with
In general
significant noise.
Signal Horns
PA systems
Impact tools
Maintenance Facilities
Car/bus washers/dryers
Vehicle activity
Site specific. Considerable activity throughout day and
In general
night, some outside.
Automobiles
Patron arrival/departure, especially in early morning.
Buses idling
Announcements made on station platforms and in vehicle
PA systems
Stations
over PA system.
Locomotive idling
At commuter rail terminal stations.
Auxiliary systems
At terminal stations and layover facilities.
In general
Site specific, with peak activity periods.
Source: Transit Noise & Vibration Impact Assessment, U.S. DOT, April 1995.
B.
Noise Impact Criteria
FTA's noise impact criteria, shown in Table 9-2 and in Figure 9-2, are based on comparing the existing
noise levels to future project-related noise levels. The criteria are defined by two curves designating
different levels of project noise that result in no impact, impact, or severe impact conditions. According
to the FTA guidance manual, mitigation should be considered if the project falls within an impact range
and should be implemented if the project would result in a severe impact. The basis of noise impact
criteria is the percentage of people that would be highly annoyed by measured noise levels in their living
environment. As a result, criteria reflect a range of annoyance associated with different human activities
that occur in areas such as homes, businesses, and parks.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-3
Table 9-2
Noise Levels Defining Impact Levels for Transit Projects
PROJECT NOISE IMPACT LEVELS Leg or Lan (dBA)
Existing
Ambient
Noise Level
Leg or Lon
(dBA)
Category 1 or 2 Sites
Category 3 Sites
No Impact
Impact
Severe Impact
No Impact
Impact
Severe Impact
<43
<(Amb.+10)
>(Amb.+15)
<(Amb.+15)
>(Amb.+20)
43
44
<57
<57
<57
45
46
仍​叶​归​的​归​仍​9
(Ambient +
10 to 15)
52-58
52-58
52-58
53-59
53-59
53-59
54-59
<52
<52
<52
<53
<53
<53
<54
>58
>58
>58
>59
>59
>59
>59
(Ambient +
15 to 20)
57-63
57-63
57-63
58-64
58-64
58-64
59-64
<58
>63
>63
>63
>64
>64
>64
>64
47
48
49
<58
<58
<59
50
51
52
53
54
55
56
57
58
59
<54
<54
<55
<55
<55
<56
<56
<57
<57
<58
54-59
54-60
55-60
55-60
55-61
56-61
56-62
57-62
57-62
58-63
>59
>60
>60
>60
>61
>61
>62
>62
>62
>63
<59
<59
<60
<60
<60
<61
<61
<62
<62
<63
59-64
59-65
60-65
60-65
60-66
61-66
61-67
62-67
62-67
63-68
>64
>65
>65
>65
>66
>66
>67
>67
>67
>68
60
<58
<59
61
62
<59
63
64
65
66
67
68
69
<60
<61
<61
<62
<63
<63
<64
58-63
59-64
59-64
60-65
61-65
61-66
62-67
63-67
63-68
64-69
>63
>64
>64
>65
>65
>66
>67
>67
>68
>69
<63
<64
<64
<65
<66
<66
<67
<68
<68
<69
63-68
64-69
64-69
65-70
66-70
66-71
67-72
68-72
68-73
69-74
>68
>69
>69
>70
>70
>71
>72
>72
>73
>74
70
71
72
73
74
75
76
77
<65
<66
<66
<66
<66
<66
<66
<66
65-69
66-70
66-71
66-71
66-72
66-73
66-74
66-74
>69
>70
>71
>71
>72
>73
>74
>74
<70
<71
<71
<71
<71
<71
<71
<71
70-74
71-75
71-76
71-76
71-77
71-78
71-79
71-79
>74
>75
>76
>76
>77
>78
>79
>79
>77
<66
66-75
>75
<71
71-80
>80
Source: Transit Noise & Vibration Impact Assessment, U.S. DOT, April 1995.
Note: Lan is used for land uses where nighttime sensitivity is a factor, and Leg during the noisiest transit-related hour is used
for land uses involving only daytime activities.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-4
80
85

75
80
Severe Impact
70
75
65
70
Project Noise Exposure, Category 1 and 2
Land Uses(dBA)
60
65
Project Noise Exposure, Category 3
Land Uses(dBA)
Impact
55
60
Note:
Noise exposure is in terms of Leg (h)
for Category 1 and 3 land uses, Lan
for Category 2 land uses.
50
55
No Impact
45
50
40
45
40
45
50
55
60
65
70
75
80
Existing Noise Exposure (dBA)
Notes:
Category 1: Tracts of land where quiet is an essential element
Category 2: Residences and buildings where people sleep
Category 3: Institutional land uses with primarily daytime and
evening use, ie: schools, places of Worship, and libraries
Source: Transit Noise and Vibration Impact Assessment, FTA April 1995
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
Noise Impact Criteria
for Category 1, 2 or 3 Sites
Figure 9-2
NTRANSIT
Prepared By
BRW, Inc.
1
1
1
Criteria are applied to three categories of land use, each with varying degrees of sensitivity to noise.
Generally, in evaluating the potential for a noise impact from a proposed project, the Leq is established for
the peak traffic hour when noise levels are expected to be the highest. Where there is nighttime
occupancy of noise sensitive buildings such as residences, hotels, and hospitals, the "Day-Night" sound
level (Ldn) is more appropriate for assessing noise impacts than the peak hour Leg.
The noise criteria and descriptors used in impact analysis depend on whether the land use is designated
within Category 1, 2 or 3. The following is a description of the categories of noise-sensitive land uses for
which those noise criteria apply:
>
Category 1: This category includes buildings and parks where quiet is an essential element in their
intended purpose. Land uses include open space set aside for serenity and quiet (i.e., wilderness areas)
and areas for outdoor concert pavilions.
Category 2: This category includes residences and buildings where people normally sleep. Land uses
include homes, hospitals, nursing homes, and hotels where nighttime sensitivity to noise is assumed to be
of utmost importance.
Category 3: This category includes institutional land uses with primary daytime and evening use. Land
uses include schools, libraries, places of Worship, museums, historically significant sites, and active parks
where it is important to avoid interference with such activities as speech, meditation, and concentration on
reading material. For Category 3 uses, however, the entire use may not be designated as a sensitive
receptor; rather, only those areas typically used for quiet activities are designated as sensitive receptor
areas. Buildings with interior spaces where quiet is important, such as medical offices and conference
rooms, recording studios and concert halls are also included in this category.
The criteria do not apply to most commercial and industrial uses because these activities generally are
compatible with higher noise levels. They do apply to business uses that depend on quiet as an important
part of operations, such as sound and motion picture recording studios.
9.1.2
Ground-Borne Noise and Vibration
Transit systems can sometimes create ground-borne noise and vibration impacts. In contrast to airborne
noise, ground-borne vibration is not a common environmental issue. "Ground-borne vibration" is the
transmission of energy through the earth. It is also quantified using a decibel unit of measure. However,
noise and vibration decibels are unrelated. Ground-borne vibration, if strong enough to be perceptible, is
sensed as motion of the floors or walls inside a building. The low-pitched, rumbling noise that can result
a
from ground-borne vibration is called "ground-borne noise" and can only occur inside a building.
Ground-bome noise impacts usually only occur for subway (underground) transit operations or in
situations where the affected building is specially designed and constructed to be isolated from the
exterior ambient noise environment such as a concert hall or recording studio.
The vertical motion due to ground-borne vibration is described in terms of vibration velocity levels,
measured in vibration decibels (VDB), dB re (relative to) 106 in/sec (2.6 x 10-8 m/sec). Like sound,
vibration is expressed in decibels and identified with the abbreviation of VdB. The threshold of human
perception for vibration is on the order of 60 to 70 VdB. Ground-borne noise, the noise within a building
produced by external vibration, is measured in dBA.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-5
Problems with ground-borne noise and vibration from LRT operations are highly dependent on local
geology and structural details of associated buildings. When light rail vehicle (LRV) speeds are
moderate, less than 30 mph (49 kph), vibration impacts are usually limited to buildings within 50 feet of
LRT. When LRV speeds are higher, the zone of ground-borne noise and vibration impacts may extend
further. A significant percentage of complaints about both ground-borne vibration and noise can be
attributed to the proximity of switches, rough or corrugated track, or wheel flats. The effects of various
levels of ground-borne vibration differ among vibration sensitive activities. The land uses that are most
sensitive to vibration include those that conduct precision research and manufacturing, hospitals with
highly sensitive equipment and university research operations. Residential land uses and buildings where
people sleep, like hotels and hospitals, are also a concern, more than schools and other institutions.
A.
Ground-Borne Noise and Vibration Criteria
The criteria for ground-borne vibration, found in Table 9-3, are expressed in root mean square (rms)
velocity levels in decibels and the criteria for ground-borne noise are expressed as an A-weighted sound
level. The rms velocity level is the average of the squared amplitude of a vibration event calculated over
a l-second period. The limits are specified for the following land use categories:
Vibration Category 1: High Sensitivity -- Category 1 includes buildings in which low ambient vibration
is essential for the operations, but which may be well below levels associated with human annoyance.
Concert halls and other special use facilities are covered separately. Typical land uses covered by
Category 1 are vibration sensitive research and manufacturing, hospitals with vibration sensitive
equipment, and university research operations.
Vibration Category 2: Residential -- Category 2 covers all residential land uses and any buildings in
which people sleep, such as hotels and hospitals. No differentiation is made between different types of
residential areas.
Vibration Category 3: Institutional -- Vibration Category 3 includes schools and other institutions that
do not have vibration sensitive equipment, but still have the potential for activity-interference.
Table 9-3
Ground-Borne Noise and Vibration Impact Criteria
By Land Use Category (Frequent Events")
Land Use Category
Ground-Borpe Noise Impact Levels
VdB re 1 micro inch/sec)
Ground-Borne Vibration Impact Levels
(dB re 20 micro Pascals)
Category 1
65 VDB'
2
Category 2
72VdB
35 dBA
Category 3
75 VdB
40 dBA
Source: FTA Transit Noise and Vibration Impact Assessment, April 1995.
Notes:
This criterion limit is based on levels that are acceptable for most moderately sensitive equipment such as optical microscopes.
Vibration sensitive manufacturing or research will require detailed evaluation to define the acceptable vibration levels.
Vibration-sensitive equipment is not sensitive to ground-borne noise.
1
2
NERL -Elizabeth Segment SDEIS
9-6
Noise and Vibration
L.
9.2
Affected Environment
This section provides a description of existing conditions as they relate to noise and vibration. The
description of noise includes an analysis of the noise screening procedure, the identification of noise
sensitive receivers, and a list of noise monitoring sites and the ambient noise levels detected. The
description of vibration includes an analysis of the vibration screening procedure and the identification of
vibration sensitive receivers.
9.2.1
Noise
Existing noise levels in the City of Elizabeth are high due to the variety of activities that occur in the
study area. The Midtown Elizabeth section of the study area is characterized by heavy truck and
automobile traffic, truck loading /unloading activities, and general street noise that accompanies urban
downtowns. In addition, Amtrak and NJ TRANSIT trains run frequently along the Northeast Corridor
and make stops within the study area. Noise levels are also high in the Route 1 & 9 area due to this road's
function as a major north /south artery. The Elizabethport section of the study area is characterized by the
overhead flight path of Newark International Airport, the elevated section of the New Jersey Turnpike,
frequent freight train operations along the Chemical Coast Line, and heavy truck and automobile traffic.
In addition, the portion of the alignment that runs parallel to Trumbull Street is also adjacent to a CSX
terminal switching freight yard known as E-Port or Trumbull Street Yard. The CSX facility is actually
characterized in two separate classifications. The first Yard operation is known as the "Merchandise
Switching Yard” and the second Yard operation is the “Transflow Yard.” The “Merchandise Switching
Yard” is comprised of 10,000 linear feet of track on 10 separate tracks. Approximately six customers are
served by this yard by 35 trains per day between the hours of 6:00 am and 11:00 pm. The “Transflow
Yard” is a yard in which bulk cargo is picked-up by different customers via a rail to truck transfer
operation. There is storage for approximately 180 rail cars and movement in and out of the yard by over
70 trucks per day.
CSX has indicated that freight operations are expected to continue to grow at both facilities as all other
rail/intermodal facilities in the region are already at, or near, capacity. As with all freight rail operations
in the United States, there continues to be a strong trend for overall growth of freight rail goods
movement.
A.
Noise Screening Procedure
A noise screening procedure was conducted to identify noise sensitive areas within 200 feet from the
centerline of the proposed LRT tracks or from the center of each proposed station, and within 2000 feet of
the proposed yard and shop location. If intervening buildings existed between the source and the receiver,
then a screening distance of 100 feet was used for the LRT tracks and station location or 1000 feet for the
yard and shop location, as required. Maps, aerial photographs, and field studies were used to identify
noise sensitive land uses within the appropriate screening distance. Thirty-three sites were identified as
sensitive receivers including residences, schools, churches, motels, and parks. Noise sensitive areas
include individual sites and clusters of sites that are equidistant from the LRT alignment. Figure 9-3
shows the location of each of the noise sensitive areas within the appropriate screening distance for the
Build Alternative, as well as the location of the ambient noise monitoring locations. Table 9-4 identifies
each noise sensitive area and its land use, the FTA noise category, and the distance from the sensitive area
to the centerline of the tracks, stations, or yard and shop site.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-7
B.
Ambient Noise
Noise monitoring was conducted using a Metrosonics dB-308 Statistical Sound Level Analyzer. Existing
ambient noise levels were measured at representative locations near or in eleven sensitive receiver areas.
To identify the best measurement locations, the corridor was reviewed relative to the location of each of
the sensitive receiver areas identified in Table 9-4. The monitoring locations include residential,
commercial and historic buildings representative of typical conditions along the study corridor. The
sensitive receiver areas were then analyzed to determine where monitoring locations would represent
similar noise characteristics among noise sensitive receiver areas.
Table 9-4
Noise Sensitive Areas
Site
No.
Receiver Site
Land Use
Land Use
Category
Distance to
Centerline (feet)
Track Shop
600
From LRT Alignment and/or Yard and Shop
1 Brophy Field (nearest useable sitting area)
2 6h St. and Bond St.
3 Trumbull St. East of Magnolia St.
4 Corner of Court St. and Trumbull St.
5 724 Trumbull St.
6 Miller Park
7 Trumbull St., NW of Court St.
8 Reid St., north of E. Grand St.
9 Holland Playground
10 Unification Church
11 Oak Grand Motel
12 Catherine St., north of E. Grand St.
13 E. Grand St., Madison Ave. to Jefferson Ave.
Kennedy Arms
15 UTCAO Head Start
16 Chestnut St., Jefferson Ave. to Madison Ave.
17
Magnolia Ave., Madison Ave. to Catherine St.
18 SW corner Magnolia Ave. / Catherine St.
19 Magnolia Ave.and Oak St., south side
20 Magnolia Ave. and Reid St., south side
21 Elizabethport Little League
22 East side Schiller Street
23 West side Schiller Street
24
W. Corner Trumbull St. /Kemezis Pl.
25 Mngr. Kemezis Pl., W. of school
26 North corner of Ripley Pl. and 3° Sts.
27 North side Ripley Pl., West side
28 North side Ripley Pl., Center Block
29 Benjamin Franklin School #13
30 South side Ripley Pl., E. of School
31 3rd St., South of School
32 North side Inslee Pl., 1st - 5th Bldgs.
–
33 South side Inslee Pl., 15 – 6th Bldgs.
Source: BRW Inc. January 2001.
14
Playground
Residential
Residential
Residential
Church
Playground
Residential
Residential
Playground
Church
Motel
Residential
Residential
Residential
Child Care
Residential
Residential
Residential
Residential
Residential
Baseball field
Residential
Residential
Residential
Residential
Residential
Residential
Residential
School building
Residential
Residential
Residential
Residential
3
2
2
2
3
3
2
2
3
3
2
2
2
2
2
2
2
2
2
2
3
2
2
2
2
2
2
2
3
2
2
2
350
170
105
105
105
125
135
130
45
45
60
110
170
80
200
85
140
75
90
60
550
230
450
680
770
725
825
650
720
970
685
925
765
895
925
>
st
2
3
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-8
$
ART
Yard/shop
MS-23
N
Z
NERL Alignment 1-9
Alrport Monorall
22
Noise Sensitive
Receptors
Figure 9-3
A
21
MS-4
Scale in Feet
1
400
1200
1
Airport Parking
Lot D
0
2000
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
KAPKOWSKI RD.
00
MADISON AVE
EWR Monorail Parking
Lot D Station
Noise Sensitive Receptors
Noise Monitoring Sites
MS-O
MS-1
26
North Elizabeth
Station
329
Proposed LRT
THIRD ST.
24
27
MS-2
25
3932 30 28
NEWARK
INTERNATIONAL
AIRPORT
MS-3
o
Proposed LRT Station
Potential Future Connections
SECOND ST.
RIPLEY PL
Potential Future Station Site
MIDTOWN
ELIZABETH
INSET: YARD & SHOP NOISE RECEIVERS
Existing Rail Line
Existing NJ TRANSIT
Commuter Rail Station
Kids
World
Proposed
Recreational
Center
BROAD ST.
Study Area
ELIZABETH CENTER D
JEFFERSON AVE
HENRY ST.
MCLESTER St.
DOWD AVE.
MS-to
EXIT 13A
ELIZABETHPORT
North Avenue
Station
MS-11
Midtown
Station
DIVISION ST.
13
16
17 18
1&9 (Spring St.)
Station
19
NORTH AVE.
13
12
Broad St.
Station
Potential
Cranford/Plainfield
Extension
Kapkowski Rd.
Station
MS:9
98
Planned Hotel
ConferenceCenter
11-9
20 MAGNOLIA AVE.
CHEMICAL COAST LINE
(Freight)
NEW JERSEY TURNPIKE
MS-
GRAND ST.
MS-7
YORK ST.
E. JERSEY STI
KAPKOWSKI RD.
CSX Yard
ELIZABETH
AVE.
REID BT.
Jersey Gardens
Station
Division St.
Station
SEVENTH ST.
SEE INSET
LRT
Yard/Shop
JERSEY GARDENS BLVD.
MAGNOLIA AVE.
TRUMBULL ST.
LIVINGSTON ST.
S. PARK ST.
Jersey Gardens
Mall
VETERANS
MEMORIAL DR
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Fodoral Transit
Administration
TRANSIT
NT
No.
1
2
3
To New York City
Third Street
Station
NS Yard
FIFTH STI
5
6
7
8
9
JO
Nole Seasithve Receven
Brophy Field
6° St. and Bond St.
Trumbull St. East of Magnolia SC
Corner of Court St and Trumbull St.
724 Trumbull St.
Miller Park
Trumbull St NW of Court St.
Reid SL north of E. Grand Se
Holland Playground
Unification Church
Onk Grand Motel
Catherinc SL north of E. Grand St
E. Grand Sl Madison Ave. to Jefferson Ave.
Kennedy Arms
UTCAO Head Start
Chestnut Si Jefferson Ave. to Madison Ave.
Magnolia Ave. Madison Ave, tə Catherine St.
18
19
20
21
222
23
24
25
26
22
28
29
30
31
32
33
SW corner Magnolia Ave. / Catherine St.
Magnolia Ave, and Oak SL south side
Magnolia Ave, and Reid St south side
Elizabethport Little League
East Side Schiller Street
West Side Schiller Street
W. Comnar Trumbull Sl Memezis PL
Mags. Kemezis PL W. of school
North comer of Ripley Pl. and 3 Sus.
North side Ripley PL West side
North side Ripley PL Center Block
Benjamin Franklin School 13
South side Ripley PL E. of School
3 SL South of School
North side Inslee P1-5 Bldgs.
South side Inslee PL, 1-6 Bldgs.
PORT AVE.
Future
Singer Station
Ferry Terminal
Station
THIRD ST.
FIRST ST.
NEWARK BAY
12
13
14
IS
16
17
Prepared By
BRW, Inc.

|
」
Monitoring was conducted for a 15-minute period at each site during the morning peak hours (6:00 A.M.
to 9:00 A.M.), midday (11:00 A.M. to 2:00 P.M.), evening peak hours (3:00 P.M. to 6:00 P.M.), and late
night (8:00 P.M. to 12:00 A.M.) periods during the week. This was extrapolated to one hour for the Leq
and to 24 hours for the Lan equivalents. The monitored existing noise levels are shown in Table 9-5. For
the computation of Leq, the lowest measurement during operating hours was used. For the computation of
the Ldn, the methodology of FTA’s Transit Noise and Vibration Impact Assessment was used.
The major sources of existing ambient noise were freight, airplanes, and motor vehicles. This applies to
most sections of the alignment and ancillary facilities (See Table 9-5).
Table 9-5
Monitored Existing Noise Levels (dBA)

AM
MID
PM
NITE $24-hour,
MONITORING
SITE #
Primary Noise
Sources
1
69
68
65
70
74
2
69
70
68
68
73
3
63
65
60
67
71
4
71
69
71
71
75
5
69
69
72
66
71
Freight/Planes
Freight/Planes/Cars
Freight/Planes/Cars
Freight/Planes
Freight/Planes
Freight/Cars
Freight/Cars
Freight/Cars
Freight/Cars
6
72
73
70
64
71
7
66
68
64
63
68
I
8
67
67
63
63
68
9
56
61
61
58
63
10
57
60
63
61
65
Cars
70
69
73
Cars/People/Dogs
11
69
69
Source: BRW, Inc. May 2001.
Note: Lan calculated from Leq actual measurements
9.2.2
Ground-Borne Noise and Vibration
A.
Vibration Assessment Methodology
The identification and analysis of vibration impacts followed the methodology outlined in the FTA
Guidance Manual. The manual includes procedures at three levels of detail:
1. Vibration screening, in which a standard table of impact distances is used to determine if
ground-borne vibration from the project may affect sensitive land uses;
2. General assessment, which uses the best available data to develop a curve of vibration levels as a
function of distance from the track, and is used as a means of comparing project alternatives; and
3. Detailed analysis, which is used to develop accurate projections of the ground-borne vibration
propagation at specific sites, and is usually performed during the final design phase of a project.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-9
B.
Ground-Borne Noise and Vibration Screening
A vibration screening procedure was conducted to identify whether the proposed Build Alternative would
have a potential to cause an impact to nearby vibration sensitive areas.
Fourteen vibration sensitive receivers were identified within the study area. In general, the same types of
land uses that are sensitive to noise are also sensitive to vibration with the exception of parks. Since
vibration and ground-borne noise takes place in the form of rattling windows, and other items contained
within a building, people in outdoor areas are generally not subjected to the impacts of ground-borne
noise and vibration. Ground-borne noise and vibration sensitive areas have been screened using the
screening distances provided in the FTA guidance manual for each land use category.
The vibration sensitive land uses identified in the study area are primarily residential (Category 2). Other
vibration sensitive land uses include the Oak Grand Motel (Category 2) and two churches (Category 3).
No Category 1 land uses were identified. The FTA guidance manual cites a critical screening distance for
vibration impacts of 450 feet for Category 1 land uses, 150 feet for Category 2 land uses, and 100 feet for
Category 3 land uses. Vibration at greater distances than these is generally not perceptible by humans.
Figure 9-4 and Table 9-6 identify the vibration sensitive areas along the alignment of the Build
Alternative. Figure 9-4 illustrates the individual structures or groups of structures that are listed in the
table.
Table 9-6
Vibration Sensitive Areas
Land Use
E
1
Site
Receiver Site
No.
1 Trumbull St. East of Magnolia Ave.
2 724 Trumbull St.
3 Corner of Court St. and Trumbull St.
4 Trumbull, NW of Court St.
5 Reid St., north of E. Grand St.
6 Unification Church
7 Oak Grand Motel
8 Catherine St., north of E. Grand St.
9 Kennedy Arms
10 Chestnut St., Jefferson to Madison Ave.
11 Magnolia Ave., Madison to Catherine St.
12 SW corner Magnolia Ave./ Catherine St.
13 Magnolia Ave. and Oak St., south side
Residential
Church
Residential
Residential
Residential
Church
Motel
Residential
Residential
Residential
Residential
Residential
Residential
Residential
FTA Noise
Category
2
3
2
2
2
3
2
2
2
2
2
2
2
2
Distance to
Centerline (feet)
105
105
105
135
130
45
60
110
80
85
140
75
90
60
2
14 Magnolia Ave. and Reid St., south side
Source: BRW, Inc., April 2000.
NERL-Elizabeth Segment SDEIS
9-10
Noise and Vibration
1
NERL Alignment 1.99
Alrport Monora
Vibration
Sensitive Areas
Figure 9-4
Airport Parking
Lot D
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
V#
EWR Monorail Parking
Lot D Station
Vibration Sensitive Areas
NEWARK
INTERNATIONAL
AIRPORT
Proposed LRT
North Elizabeth
Station
Proposed LRT Station
Potential Future Connection
Potential Future Station Site
Existing Rail Line
MIDTOWN
ELIZABETH
JEFFERSON AVE.
Kids || IKEA
World
CENTER DA
Existing NJ TRANSIT
Commuter Rail Station
Recreational
Center
OAD ST.
Study Area
V13
MCLESTER SE
HENRY ST.
V12
V11
V10
DOWD AVE
EXIT 13A
Midtown
Station
DIVISION ST
CLIZABETHPORT
North Avenue
Station
V9
V14 1&9 (Spring St.)
Station
NORTH AVE
Broad St.
Station
V8
Potential
Crantord/Plainfield
Extension
Kapkowski Rd.
Station
V7
MAGNOLIA AVE.
(Fright
(V6
GRAND ST.
NEW JERSEY TURNPIKE
Planned Hotel
Conference Center
снеміс
V2
YORK ST.
E. JERSEY ST
CSX Yard
V5
Division St.
Station
ELIZABETH
AVE
V1
Jersey Gardens
Station
REID ST.
N
KAPKOWSKI PD
LAT
Yard/Shop
Scale in Feet
SEVENTH
V3
V4
MAGNOLIA AVE
JERSEY GARDENS BLVD.
0
400
1200
2000
Jersey Gardens
Mall
S. PARK ST
TRUMBULL ST
Site
Site
Site
No.
1
Site
No.
8
LIWNGSTON ST
VETERANS
MEMORIAL DR
Third Street
Station
NS Yard
To New York City
Catherine St., north of E. Grand St.
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
2
3
9
10
V
Future
Singer Station
Trumbull St., east of
Magnolia Ave.
724 Trumbull St.
Corner of Court St. and
Trumbull St.
Trumbull St., NW of
Court St.
Reid St., north of E. Grand
St.
Unification Church
Oak Grand Motel
4
11
Ferry Terminal
Station
THIRD ST
Kennedy Arms
Chestnut St., Jefferson Ave, to Madison
Ave.
Magnolia Ave., Madison Ave, to
Catherine St.
SW Corner of Magnolia Ave. and
Catherine St.
Magnolia Ave, and Oak St., south side
Magnolia Ave. and Reid St., south side
PORT AVE
5
12
NJ TRANSIT
FIRST
NEWARK BAY
6
7
13
14
Prepared By
BRW, Inc.

9.3
Environmental Impacts
This section first describes the environmental consequences of noise, followed by a section on vibration
impacts. The noise discussion includes a description of the general noise assessment and its results, the
project related noise levels and an identification of potential noise impacts of the No-Build and the Build
Alternatives. Noise from transit vehicle homs is also addressed. The section on vibration includes a
description of the general vibration assessment and an identification of potential vibration impacts of the
No-Build and the Build Alternatives.
9.3.1
Noise Impacts
Based on the potential for the alternatives under evaluation to impact nearby noise sensitive areas, a
general noise assessment, and in select cases, a detailed noise analysis was conducted using the FTA
methodology. An impact is assessed based on the comparison of the existing (ambient) noise levels and
the predicted noise level at a given noise sensitive area in terms of either the Ldn or Leg descriptors
assigned for the appropriate land use category. This comparison was completed by using the FTA
guidelines provided in Table 9-2, which defines noise level impacts for transit projects.
The steps in conducting the general noise assessment included the following:
Identify noise sensitive receiver sites in the vicinity of the proposed alignment;
Determine the distance from the receiver to the centerline of the LRT tracks, the center point of the
transit stations, or the center point of the Maintenance Yard and Shop;
Identify the appropriate land use category (1, 2, or 3) for each sensitive area;
Measure the ambient noise for each sensitive area;
Determine the project-related noise level based on the operating data using the formula provided for
each noise source (LRT operations with and without horns, transit stations, or the Yard and Shop) in
the guidance manual for each sensitive area; and
Compare the estimated project-related noise level to the noise criteria level to determine the potential
for noise impacts.
Future project-related noise levels were computed by using base reference source exposure level (SEL)
values and assumptions for LRT operations provided in Table 9-7. Conservative assumptions were used
regarding the LRT operations in order to simulate a worst-case scenario.
The project-related noise levels were computed by calculating the noise associated with the LRT
operations, including LRT frequency, use of horns in the vicinity of rail/highway grade crossings, and
buses and cars accessing any park and ride lots.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-11
Table 9-7
Assumptions for LRT Operations
Type of Source
Line
LRT Source Exposure Level (SEL) at 50 ft.
82 dBA
LRT Hom SEL at 50 ft.
93 dBA
Yard & Shop (Car Wash) SEL at 50 ft.
111 dBA
Alignment
At-grade/elevated
Track
Continuous welded rail
Build Alternative Daytime LRT Volumes
10 trains/hour (round trip)
Build Alternative Nighttime LRT Volumes
2.2 trains/hour (round trip)
Number of Cars per Train
1 (peak and off-peak)
Length of Train
90 feet
Hours of Operation
6 am – 11 pm
Nominal Speed
5-55 mph depending on location
Maximum Speed
55 mph
Noise Barriers
None
Loq at 50 Feet
61 dBA
Embedded Track
+3 dBA
Correction Double Distance
-4.5 dBA
Penalty for horn or wheel squeal
+5 dBA
Source: Transit Noise and Vibration Impact Assessment, US DOT, April 1995.
The estimated project-related noise levels for the Build Alternative are based on operations of revenue
trains on well-maintained, standard at-grade and elevated track. All track work would be continuously
welded track, with at-grade street crossings using embedded track. Light rail vehicles would use horns to
warn motorists and pedestrians at rail-highway crossings. It is assumed that no barriers would be used,
except where noise mitigation is required. Barrier heights would depend on the location of the noise
source and the need for noise mitigation. Where the track has curves or there is special track work, such
as switches, the noise levels can be higher. Along tighter curves, noise levels can be substantially higher
than indicated due to a phenomenon referred to as "wheel squeal”. Wheel squeal is generally not a
concern where track curve radii are greater than 1,000 feet. There are several means to substantially
reduce wheel squeal, if not essentially eliminate it. No noise sensitive receivers are located within the
noise screening distance of LRT track that would be subject to wheel squeal.
Special trackwork with gaps in the rail (e.g., track switches) can generate higher noise levels than those
created by trains running on standard track. The relationship between standard track noise and switch
noise levels depends on several factors such as train speed, type of switch and distance from the gap in the
rail at the "switch frog" (special trackwork which allows the trains to switch tracks). Less than 100 feet
from the rail gap, the switch noise is almost always greater than the standard track noise by as much as 6
to 10 dBA. Consequently, it is important to locate switches in areas that are not particularly noise
sensitive, if possible.
The general noise assessment included noise from all possible sources, including the proposed LRT
operations, with and without transit horns and the maintenance yard and shop. There are three possible
outcomes to the general noise assessment: no impact, impact and severe impact. The results of the
general assessment are identified in Table 9-8. The table identifies the ambient noise levels, the future
project-related noise levels, and whether a potential impact or severe impact was identified by using the
noise impact criteria described above.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-12
The detailed noise analysis builds upon the results of the General Noise Assessment. The detailed noise
analysis was conducted for noise sensitive receivers that would potentially be impacted by LRT horn
noise or where more detail was necessary to determine the level of noise impact. A detailed noise
analysis was conducted for noise sensitive receivers in the vicinity of Trumbull Street and Dowd Avenue
and Trumbull Street and Veterans Memorial Drive.
A.
No-Build Alternative
The No-Build Alternative would have no impact on noise levels in the area.
B.
Build Alternative
The Build Alternative would contribute to the overall sound energy in the study area. However, none of
the thirty-three noise sensitive areas that were identified within 200 feet of the Build Alternative LRT
track or stations and 1000 feet of the maintenance yard and shop would be impacted, according to Table
9-8.
LRT operations for the noise analysis assumed a travelling speed of 55 mph for most sites. LRT speeds
were determined to be approximately 25 mph at the intersection of Trumbull Street and Veterans
Memorial Drive, located approximately 150 feet from the Third Street Station, 25 mph at the Kennedy
Arms Apartments, located west of the proposed Midtown Elizabeth Station, in proximity to the tail tracks,
and 35 mph at the Oak Grand Motel, located approximately 300 feet from the Route 1 & 9 Station.
In addition to the thirty-three noise sensitive receivers identified in Table 9-8, the Build Alternative would
include the Kapkowski Road Station, which would be located directly adjacent to a planned
hotel/conference center. Noise impacts to this facility are not expected to be significant for the following
reasons: LRT vehicle speeds would be low around the station site; and the construction of the hotel
would include climate-controlled rooms with windows that do not open, resulting in no external noise
receivers.
No noise impact would result from the bus and automobile traffic that will bring passengers to the LRT
stations.
LRT service to the airport would primarily serve airport employees traveling between off-airport parking
facilities and the airport. The proposed Build Alternative is not expected to increase the gross number of
airport passengers flying into and out of Newark International Airport. As a result, the construction and
operation of the proposed Build Alternative is not expected to contribute to the need for new growth of
airport passenger facilities, and its increase in noise, nor will it contribute to an increase in the number of
airport enplanements.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-13
Table 9-7
Assumptions for LRT Operations
Type of Source
Line
LRT Source Exposure Level (SEL) at 50 ft.
82 dBA
LRT Horn SEL at 50 ft.
93 dBA
Yard & Shop (Car Wash) SEL at 50 ft.
111 dBA
Alignment
At-grade/elevated
Track
Continuous welded rail
Build Alternative Daytime LRT Volumes
10 trains/hour (round trip)
Build Alternative Nighttime LRT Volumes
2.2 trains/hour (round trip)
Number of Cars per Train
1 (peak and off-peak)
Length of Train
90 feet
Hours of Operation
6 am – 11 pm
Nominal Speed
5-55 mph depending on location
Maximum Speed
55 mph
Noise Barriers
None
Leg at 50 Feet
61 dBA
Embedded Track
+3 dBA
Correction/Double Distance
-4.5 dBA
Penalty for horn or wheel squeal
+5 dBA
Source: Transit Noise and Vibration Impact Assessment, US DOT, April 1995.
The estimated project-related noise levels for the Build Alternative are based on operations of revenue
trains on well-maintained, standard at-grade and elevated track. All track work would be continuously
welded track, with at-grade street crossings using embedded track. Light rail vehicles would use horns to
warn motorists and pedestrians at rail-highway crossings. It is assumed that no barriers would be used,
except where noise mitigation is required. Barrier heights would depend on the location of the noise
source and the need for noise mitigation. Where the track has curves or there is special track work, such
as switches, the noise levels can be higher. Along tighter curves, noise levels can be substantially higher
than indicated due to a phenomenon referred to as "wheel squeal”. Wheel squeal is generally not a
concern where track curve radii are greater than 1,000 feet. There are several means to substantially
reduce wheel squeal, if not essentially eliminate it. No noise sensitive receivers are located within the
noise screening distance of LRT track that would be subject to wheel squeal.
Special trackwork with gaps in the rail (e.g., track switches) can generate higher noise levels than those
created by trains running on standard track. The relationship between standard track noise and switch
noise levels depends on several factors such as train speed, type of switch and distance from the gap in the
rail at the "switch frog" (special trackwork which allows the trains to switch tracks). Less than 100 feet
from the rail gap, the switch noise is almost always greater than the standard track noise by as much as 6
to 10 dBA. Consequently, it is important to locate switches in areas that are not particularly noise
sensitive, if possible.
The general noise assessment included noise from all possible sources, including the proposed LRT
operations, with and without transit horns and the maintenance yard and shop. There are three possible
outcomes to the general noise assessment: no impact, impact and severe impact. The results of the
general assessment are identified in Table 9-8. The table identifies the ambient noise levels, the future
project-related noise levels, and whether a potential impact or severe impact was identified by using the
noise impact criteria described above.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-12
The detailed noise analysis builds upon the results of the General Noise Assessment. The detailed noise
analysis was conducted for noise sensitive receivers that would potentially be impacted by LRT horn
noise or where more detail was necessary to determine the level of noise impact. A detailed noise
analysis was conducted for noise sensitive receivers in the vicinity of Trumbull Street and Dowd Avenue
and Trumbull Street and Veterans Memorial Drive.
A.
No-Build Alternative
The No-Build Alternative would have no impact on noise levels in the area.
B.
Build Alternative
The Build Alternative would contribute to the overall sound energy in the study area. However, none of
the thirty-three noise sensitive areas that were identified within 200 feet of the Build Alternative LRT
track or stations and 1000 feet of the maintenance yard and shop would be impacted, according to Table
9-8.
LRT operations for the noise analysis assumed a travelling speed of 55 mph for most sites. LRT speeds
were determined to be approximately 25 mph at the intersection of Trumbull Street and Veterans
Memorial Drive, located approximately 150 feet from the Third Street Station, 25 mph at the Kennedy
Arms Apartments, located west of the proposed Midtown Elizabeth Station, in proximity to the tail tracks,
and 35 mph at the Oak Grand Motel, located approximately 300 feet from the Route 1 & 9 Station.
In addition to the thirty-three noise sensitive receivers identified in Table 9-8, the Build Alternative would
include the Kapkowski Road Station, which would be located directly adjacent to a planned
hotel/conference center. Noise impacts to this facility are not expected to be significant for the following
reasons: LRT vehicle speeds would be low around the station site; and the construction of the hotel
would include climate-controlled rooms with windows that do not open, resulting in no external noise
receivers.
No noise impact would result from the bus and automobile traffic that will bring passengers to the LRT
stations.
a
LRT service to the airport would primarily serve airport employees traveling between off-airport parking
facilities and the airport. The proposed Build Alternative is not expected to increase the gross number of
airport passengers flying into and out of Newark International Airport
. As a result, the construction and
operation of the proposed Build Alternative is not expected to contribute to the need for new growth of
airport passenger facilities, and its increase in noise, nor will it contribute to an increase in the number of
airport enplanements.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-13
Table 9-8
General Noise Assessment Results
Estimated Impact
Potential Noise
Metric Project Noise Threshold
Impact
Levels
(dBA) (dBA)
Cumulative
Noise Levels
(dBA)
65
69
Leq
Ldn
68-73
66-70
56
71
Ldn
59
66-70
71
Ldn
59
71
66-70
70-74
70
52
70
Leq
Leq
Ldn
51
66-70
64
No-Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
57
63-68
68
Ldn
57
63-68
68
58
65-70
Closest Measured
Site
Land Use
Noise Sensitive Receiver Site
Measurement Ambient
No.
Category
Location Noise (dBA)
From LRT Tracks, Stations, and Yard and Shop
1 Brophy Field
3
1
68
2 6th St. and Bond St.
2
6
71
3 Trumbull St. East of Magnolia Ave.
2
6
71
4 Corner of Court St. and Trumbull St.
2
6
71
5 724 Trumbull St.
3
6
6 Miller Park
3
7
64
7 Trumbull St., NW of Court St.
2
7
68
8 Reid St., north of E. Grand St.
2
8
68
9 Holland Playground
3
8
63
10 Unification Church
3
8
63
11 Oak Grand Motel
2
9
63
Catherine St., north of E. Grand St.
2
10
65
E. Grand St., Madison Ave. to
2
10
65
Jefferson Ave.
14 Kennedy Arms
2
10
65
15 UTCAO Head Start
2
10
65
Chestnut St., Jefferson Ave, to Madison
16
2
10
65
Ave.
17 Magnolia, Madison to Catherine St.
2
11
SW corner Magnolia Ave. / Catherine
18
2
11
73
St.
19 Magnolia Ave. and Oak St., south side 2
u
73
20 Magnolia Ave. and Reid St., south side 2
8
68
64
Leq
Leq
Ldn
58
65-70
64
59
60-65
64
12
Ldn
59
61-66
66
13
Ldn
56
61-66
No Impact
65
Ldn
54
61-66
65
No Impact
No Impact
Ldn
55
61-66
65
Ldn
60
61-66
No Impact
66
73
Ldn
57
66-71
No Impact
73
-
Ldn
61
66-71
No-Impact
73
Ldn
60
66-71
73
No Impact
No Impact
Ldn
62
63-68
69
NERL -Elizabeth Segment SDEIS
9-14
Noise and Vibration
|
1
1

Table 9-8 (continued)
General Noise Assessment Results
Site
No.
Noise Sensitive Receiver Site
Potential
Noise Impact
Cumulative
Noise Levels
(dBA)
Closest Measured
Land Use
Measurement Ambient
Category
Location Noise (dBA)
3
4
69
2
5
71
2
5
71
69
71
71
2
73
73
NIN
Estimated Impact
Metric Project Noise Threshold
Levels (dBA) (dBA)
Leq
57
69-74
Ldn
57
66-70
Ldn
52
66-70
Ldn
54
66-71
Ldn
53
66-71
Ldn
62
66-72
Ldn
53
66-72
Ldn
50
66-71
Leq
59
65-70
Ldn
51
66-72
2
73
73
2
1
74
74
2
1
74
21 Elizabethport Little League
22 East Side Schiller Street
23 West side Schiller Street
24 W. Corner Trumbull /Kemezis
25 Mngr. Kemezis Pl., W. of school
26 North corner of Ripley St. and 34 St.
27 North side Ripley St., West side.
28 North side Ripley St., Center Block.
29 Benjamin Franklin School #13
30 South side Ripley St., E. of School
3 St., South of School
32 North side Inslee Pl., 1"-5" Bldgs.
33 South side Inslee Pl., 1" - 6 h Bldgs.
Source: BRW, Inc., May, 2001.
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
No Impact
74
2
2
73
73
3
1
63
64
2
1
74
74
31
2
1
74
Ldn
58
66-72
74
2
3
71
Ldn
52
66-70
71
st
-
2
3
71
Ldn
50
66-70
71
NERL -Elizabeth Segment SDEIS
9-15
Noise and Vibration
9.3.2
Vibration Impacts
Based on the potential for the alternatives under evaluation to impact nearby vibration sensitive areas, a
general vibration assessment was conducted using the FTA methodology. The general assessment
procedure is intended to provide more specific estimates of potential vibration impacts at sensitive
locations by incorporating project-specific information. The basic approach for the general assessment is
to define a base curve that relates overall ground-borne vibration to distance from the source, then apply
adjustments to the curve to account for other factors such as vehicle speed and track conditions. Using
the base curve, the ground-borne vibration and noise due to the project are then estimated for sensitive
land use locations in the corridor. After the forecasts are developed for each location, they are compared
to the existing vibration levels and the applicable criteria to evaluate the level of impact. For this
analysis, the base curve provided in the guidance manual was used.
A.
No-Build Alternative
The No-Build Alternative would have no impact on vibration levels in the area. Changes in traffic
volumes and bus operations would not change existing vibration levels.
B.
Build Alternative
The base curve provided in the FTA guidance manual was used to determine if nearby sensitive areas
have the potential to be impacted by the Build Alternative. No adjustments were made to the base curve
during the general assessment. The base curve defines that a potential for vibration impact for the LRT
project could occur within 125 feet for Category 1 land uses, 60 feet for Category 2 land uses, and 38 feet
for Category 3 land uses. Results indicate that the Build Alternative would potentially impact two
vibration sensitive receivers, identified in Table 9-9.
Table 9-9
Build Alternative
General Vibration Assessment Results

Area
Nos
Vibration Sensitive Area:
Category
Screening
Distance(feet)
Distance from
Centerline (feet)
1
Oak Grand Motel
2
60
60
2
Magnolia Ave. and Reid St.
2
60
60
Source: BRW, Inc., April 2000.
In addition to the two potentially impacted vibration sensitive receivers, the Build Alternative would stop
at the North Avenue Station, adjacent to a planned hotel conference center. Vibration impacts to this
facility could potentially be significant and may require mitigation measures applied to the LRT tracks or
to the hotel structure. During Preliminary Engineering, further analysis will be performed. At this
location, the LRT is operating on embankment approximately ten feet above the hotel and therefore
vibration may not be an issue. Any mitigation measures would be discussed with the hotel owner.
Changes in bus operations and automobile volumes will not impact vibration levels.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-16
9.4
Mitigation
The mitigation section includes a description of measures, identified in the FTA manual, to mitigate
potential noise and vibration impacts.
9.4.1
Noise
A.
No-Build Alternative
No noise impacts would occur as a result of the No-Build Alternative. Therefore, no mitigation would be
required.
B.
Build Alternative
No noise impacts would result from the implementation of the proposed LRT. Therefore, no mitigation
measures are required.
9.4.2
Vibration
A.
No-Build Alternative
No vibration impacts would occur under the No-Build Alternative. Therefore, no mitigation would be
required.
B.
Build Alternative
The Build Alternative would potentially affect two vibration sensitive receivers identified on Table 9-10
and a planned hotel/conference center. A detailed vibration assessment will be conducted during the
Preliminary Engineering phase of the project in order to further assess the potential vibration impacts of
the Build Alternative and to determine if vibration mitigation is feasible and economically reasonable.
Vibration levels may be reduced through changes to the light rail vehicles, the tracks, or through
operational conditions. Potential mitigation measures include planning and design of special trackwork
and Special Track Support Systems, ongoing maintenance of wheels and rails, vehicle design options, and
operational changes including reductions in vehicle speed and scheduling to minimize movements in the
most sensitive evening hours.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-17
9.3.2
Vibration Impacts
Based on the potential for the alternatives under evaluation to impact nearby vibration sensitive areas, a
general vibration assessment was conducted using the FTA methodology. The general assessment
procedure is intended to provide more specific estimates of potential vibration impacts at sensitive
locations by incorporating project-specific information. The basic approach for the general assessment is
to define a base curve that relates overall ground-borne vibration to distance from the source, then apply
adjustments to the curve to account for other factors such as vehicle speed and track conditions. Using
the base curve, the ground-borne vibration and noise due to the project are then estimated for sensitive
land use locations in the corridor. After the forecasts are developed for each location, they are compared
to the existing vibration levels and the applicable criteria to evaluate the level of impact. For this
analysis, the base curve provided in the guidance manual was used.
A.
No-Build Alternative
The No-Build Alternative would have no impact on vibration levels in the area. Changes in traffic
volumes and bus operations would not change existing vibration levels.
B.
Build Alternative
The base curve provided in the FTA guidance manual was used to determine if nearby sensitive areas
have the potential to be impacted by the Build Alternative. No adjustments were made to the base curve
during the general assessment. The base curve defines that a potential for vibration impact for the LRT
project could occur within 125 feet for Category 1 land uses, 60 feet for Category 2 land uses, and 38 feet
for Category 3 land uses. Results indicate that the Build Alternative would potentially impact two
vibration sensitive receivers, identified in Table 9-9.
Table 9-9
Build Alternative
General Vibration Assessment Results

Area
No.
Vibration Sensitive Area Category
:
Screening
Distance(feet)
Distance from
Centerline (feet)
1
Oak Grand Motel
2
60
60
2
Magnolia Ave. and Reid St.
2
60
60
Source: BRW, Inc., April 2000.
In addition to the two potentially impacted vibration sensitive receivers, the Build Alternative would stop
at the North Avenue Station, adjacent to a planned hotel/conference center. Vibration impacts to this
facility could potentially be significant and may require mitigation measures applied to the LRT tracks or
to the hotel structure. During Preliminary Engineering, further analysis will be performed. At this
location, the LRT is operating on embankment approximately ten feet above the hotel and therefore
vibration may not be an issue. Any mitigation measures would be discussed with the hotel owner.
Changes in bus operations and automobile volumes will not impact vibration levels.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-16
9.4
Mitigation
The mitigation section includes a description of measures, identified in the FTA manual, to mitigate
potential noise and vibration impacts.
9.4.1
Noise
A.
No-Build Alternative
No noise impacts would occur as a result of the No-Build Alternative. Therefore, no mitigation would be
required.
B.
Build Alternative
No noise impacts would result from the implementation of the proposed LRT. Therefore, no mitigation
measures are required.
9.4.2
Vibration
A.
No-Build Alternative
No vibration impacts would occur under the No-Build Alternative. Therefore, no mitigation would be
required
B.
Build Alternative
The Build Alternative would potentially affect two vibration sensitive receivers identified on Table 9-10
and a planned hotel/conference center. A detailed vibration assessment will be conducted during the
Preliminary Engineering phase of the project in order to further assess the potential vibration impacts of
the Build Alternative and to determine if vibration mitigation is feasible and economically reasonable.
Vibration levels may be reduced through changes to the light rail vehicles, the tracks, or through
operational conditions. Potential mitigation measures include planning and design of special trackwork
and Special Track Support Systems, ongoing maintenance of wheels and rails, vehicle design options, and
operational changes including reductions in vehicle speed and scheduling to minimize movements in the
most sensitive evening hours.
NERL -Elizabeth Segment SDEIS
Noise and Vibration
9-17
1
F
1
1
1
11
1
1
1
1
1
1
1
1
1
1


10.0
ECOLOGY AND WETLANDS
This section describes the presence of wetlands, threatened and endangered species and the wildlife
habitat in the study area. Furthermore, this section assesses potential impacts to these resources and,
where significant impacts are anticipated, presents potential mitigation measures.
10.1
Legal and Regulatory Context
Section 404 of the Clean Water Act (33 USC s/s 121) is the primary federal law that establishes
regulations for the development of permit requirements for work in the waters of the United States,
including wetlands. For Section 404 purposes, wetlands are currently delineated according to standards
set forth in the Army Corps of Engineers “1987 Wetland Delineation Manual”. While the Army Corps of
Engineers (ACOE) is responsible for implementing Section 404 of the Clean Water Act, they have
delegated jurisdiction for freshwater wetlands within the State of New Jersey to the NJ Department of
Environmental Protection. The ACOE retains jurisdiction over tidal waters and wetlands; thus a joint
permitting process is typically required for tidal water or wetland impacts.
The protection of freshwater wetland resources within the State of New Jersey is addressed by the
Freshwater Wetlands Protection Act (NJSA 13:9B). The jurisdictional limits of coastal wetlands are
regulated under the Wetlands Act of 1970 and are identified on New Jersey Department of Environmental
Protection (NJDEP) photomaps that date back to 1972. The regulations established under these acts are
implemented by the NJDEP, Land Use Regulation Program.
The Federal Endangered Species Act of 1973 (16 USC 1531 et. seq.) and its implementing regulations
(50 CFR 402) govern the protection of federally-listed threatened and endangered species in the United
States. The Act is administered by the US Fish and Wildlife Service (USFWS).
In New Jersey, the protection of state-listed species of special concern is addressed by the Endangered
Plant Species List Act (NJSA 13:1B-15), the Endangered Plant Species Program (NJAC 7:50) and the
Endangered and Nongame Species Conservation Act (NJSA 23.2A). These regulations are implemented
and administered by the NJDEP Division of Parks and Forestry, Office of Natural Lands Management
through the Natural Heritage Program and the NJDEP Division of Fish Game and Wildlife, Endangered
and Nongame Species Program.
Preliminary coordination on this project with the NJDEP Land Use Regulation Program (LURP) began
early in the LRT planning process and will continue through the development of final plans. In March
2000, NJ TRANSIT met with NJDEP staff from the Office of Program Coordination and the State
Historic Preservation Office. In addition to an overall briefing on the project and the environmental
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-1
>
documentation underway, NJDEP staff were also given a tour of the alignment. Since March 2000,
several other consultation meetings also were held with NJDEP officials including a permit coordination
meeting in April 2001, a permit pre-application meeting in September 2001, and a meeting with
Tidelands officials in September 2001. In addition to formal coordination meetings, NJDEP has been
kept apprised about the project throughout the SDEIS process through informal contact. In February
2002, a NJDEP Permit Identification Form was submitted for the project to determine the required
permits for construction and operation of the LRT. Based on that form, NJDEP assigned a permit
coordinator to the project. Further discussion with NJDEP regarding project impacts on State regulated
wetlands will be fully developed during the permitting phase of the project.
Official project coordination with the Army Corps of Engineers (ACOE) was initiated in Spring 2000
with a request for consulting party status. The ACOE did not reply to this request. NJ TRANSIT
requested a written Jurisdictional Determination (JD) from the ACOE in February 2002 (see Appendix for
letter of request). A response to the JD is pending. Conversations with ACOE indicate that they may
take jurisdiction over any portion of the project that is located within 1000-feet of a mean high water.
However, the ACOE has not taken jurisdiction over other projects that have impacted wetlands in the
same area. Areas along the alignment that are subject to flow by mean high water include the Newark
Bay, Triangle Mitigation Area and the Allied Pond.
10.2
Affected Environment
10.2.1
Wetlands
A preliminary investigation of the wetland resources within the project study area included a review of
the National Wetlands Inventory (NWI) and the NJDEP Freshwater Wetlands Quarter Quadrangle maps
(NJDEP Quads). Since no wetlands north of Sandy Hook were mapped pursuant to the Wetlands Act of
1970, wetlands within Union County, where the LRT alignment is located, are regulated by NJDEP under
Freshwater Wetland Protection Act Rules. Due to the rapid rate of development, and continuous changes
to wetlands on the Elizabeth waterfront, NJDEP Land Use Regulation files were reviewed to identify
areas of wetlands that have been filled and smaller areas of wetlands that exist in the project study area,
but that were not included on NJDEP Quads or NWI Maps. Most of the wetlands within the project study
area have been delineated for other projects and have received NJDEP Letters of Interpretation that verify
the limit of wetlands. Additional field delineation and survey of wetlands were conducted in the fall of
2001. Field verification of another wetland that was delineated by another party but has not received an
LOI from NJDEP, is being conducted. Table 10-1 shows the status of field delineation and the NJDEP
file number. It is anticipated that all of the wetlands fall under NJDEP jurisdiction.
The location of all wetlands and wetland mitigation identified on the NWI Maps were verified by field
reconnaissance performed in March and April 2000. Two wetland mitigation areas located along the
Newark Bay were identified during the NJDEP file review and observed during field investigations. The
field investigations have revealed that several areas of wetlands have been filled since the NJDEP Quads
and NWI maps were prepared. The existing wetland resources within the project study area are described
below according to project sub-area. Figure 10-1 provides a location for wetlands identified on the
NJDEP Quads. Table 10-2 provides basic information about each wetland site.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-2
1-9
Wetlands
Figure 10-1
NERL Alignment
Airpod Parking
LORD
M
Wetlands
EWR Monorail Parking
Lot D Station
Proposed LRT
NEWARK
INTERNATIONAL
AIRPORT
North Elizabeth
Station
O
O
Proposed LRT Station
Potential Future Connections
Peripheral Ditch
Potential Future Station Site
W5
Existing Rail Line
MIDTOWY
ELIZABETH
Existing NJ TRANSIT
Commuter Rail Station
149757575
CENTER OR
Wada
Recreational
Center
Study Area
pon
Note. Wetlands locations based upon
NJDEP Freshwater Wetlands GIS CD-ROM
EXIT 13A
W4
ELIZABEERRORE
North Avenue
Station
GATAVE
Planned
Hotel
Confered
Cente?
Kapkowski Rd.
Station
nian ULSASHI AN
W3
veghe
CHETICAL COAST LINE
Midtown
Station
MAGNOLIA AV
189 (Spring St.)
Station
Broad St.
Station
GRAND SY
Potential
Cranford/Plainfield
Extension
(1-9
ELIZABETH
Division St.
Station
KAPKOWSKI ROB
Jersey Gardens
Station
LAT
Jerse
Yard Shop
Gardens
Mall
Great Ditch
Wetlands
Previously
Filled in by
Others
VETERANS
ENCRIAL DI
W2
N$ Yah
Third Street
Station
To New York City
Future
Singer Station
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
W1
Ferry Terminal/
Station
Triangle
Mitigation
Location
N
NJTRANSIT
Scale in Feet
NEWARK BAY
0
400
12000
2000
Prepared By
BRW, Inc.

documentation underway, NJDEP staff were also given a tour of the alignment. Since March 2000,
several other consultation meetings also were held with NJDEP officials including a permit coordination
meeting in April 2001, a permit pre-application meeting in September 2001, and a meeting with
Tidelands officials in September 2001. In addition to formal coordination meetings, NJDEP has been
kept apprised about the project throughout the SDEIS process through informal contact. In February
2002, a NJDEP Permit Identification Form was submitted for the project to determine the required
permits for construction and operation of the LRT. Based on that form, NJDEP assigned a permit
coordinator to the project. Further discussion with NJDEP regarding project impacts on State regulated
wetlands will be fully developed during the permitting phase of the project.
Official project coordination with the Army Corps of Engineers (ACOE) was initiated in Spring 2000
with a request for consulting party status. The ACOE did not reply to this request. NJ TRANSIT
requested a written Jurisdictional Determination (JD) from the ACOE in February 2002 (see Appendix for
letter of request). A response to the JD is pending. Conversations with ACOE indicate that they may
take jurisdiction over any portion of the project that is located within 1000-feet of a mean high water.
However, the ACOE has not taken jurisdiction over other projects that have impacted wetlands in the
same area. Areas along the alignment that are subject to flow by mean high water include the Newark
Bay, Triangle Mitigation Area and the Allied Pond.
10.2
Affected Environment
10.2.1
Wetlands
A preliminary investigation of the wetland resources within the project study area included a review of
the National Wetlands Inventory (NWI) and the NJDEP Freshwater Wetlands Quarter Quadrangle maps
(NJDEP Quads). Since no wetlands north of Sandy Hook were mapped pursuant to the Wetlands Act of
1970, wetlands within Union County, where the LRT alignment is located, are regulated by NJDEP under
Freshwater Wetland Protection Act Rules. Due to the rapid rate of development, and continuous changes
to wetlands on the Elizabeth waterfront, NJDEP Land Use Regulation files were reviewed to identify
areas of wetlands that have been filled and smaller areas of wetlands that exist in the project study area,
but that were not included on NJDEP Quads or NWI Maps. Most of the wetlands within the project study
area have been delineated for other projects and have received NJDEP Letters of Interpretation that verify
the limit of wetlands. Additional field delineation and survey of wetlands were conducted in the fall of
2001. Field verification of another wetland that was delineated by another party but has not received an
LOI from NJDEP, is being conducted. Table 10-1 shows the status of field delineation and the NJDEP
file number. It is anticipated that all of the wetlands fall under NJDEP jurisdiction.
The location of all wetlands and wetland mitigation identified on the NWI Maps were verified by field
reconnaissance performed in March and April 2000. Two wetland mitigation areas located along the
Newark Bay were identified during the NJDEP file review and observed during field investigations. The
field investigations have revealed that several areas of wetlands have been filled since the NJDEP Quads
and NWI maps were prepared. The existing wetland resources within the project study area are described
below according to project sub-area. Figure 10-1 provides a location for wetlands identified on the
NJDEP Quads. Table 10-2 provides basic information about each wetland site.
NERL-Elizabeth Segment SDEIS
Ecology and Werlands
10-2
Port
Wetlands
Figure 10-1
1-9
NERL Alignment
Monorail
Airport Parking
Loto
Wetlands
M
ADISON
EWR Monorail Parking
Lot D Station
Proposed LRT
NEK
ETERNALIONAL
AIRPORT
North Elizabeth
Station
o
Proposed LRT Station
Potential Future Connections
Peripheral Ditch
Potential Future Station Site
W5
Existing Rail Line
Existing NJ TRANSIT
Commuter Rail Station
MITO
ELIZABET
17575S
Study Area
Recreational
Center
Note. Wetlands locations based upon
NJDEP Freshwater Wetlands GIS CD-ROM
EXIT 13A
W4
IZABETHPORE
North Avenue
Station
Midtown
Station
1&9 (Spring St.)
Station
Planned
Broad Sr.
Station
Kapkowski Rd.
Station
General
Potential
Cranford Plainfield
Extension
1-9
NEW JERSEY TURNPIKI
W3
1
CHEMIC. COST LINE
经
​有
​CSX Yard
ELZABE
Division St.
Station
Tardiste
y Gardens
Jersey Gardens
Station
Wetlands
Previously
Filled in by
Others
W2
To New York City
Great Ditch
Third Street
Station
Future
Singer Station
WA
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

W1
Ferry Terminal/
Station
Triangle
Mitigation
Location
NEWARK BAY
N
Scale in Feet
0
400
1200
2000
I
Table 10-1
Status of Wetland Delineation
Status of Wetland
Boundary Delineation
Applicant
NJDEP
File Number
Triangle Mitigation Area
OENJ Corporation/Coastal
Environmental Services, Inc.
#2004-93-0002
Allied Pond
NJDEP Approved
1993
NJDEP Approved
1995
NJDEP Approved
1993
OENJ Corporation
#2004-95-0007.1
Jersey Gardens Boulevard
- Area 1
OENJ Corporation/Coastal
Environmental Services, Inc.
#2004-93-0001.2
Jersey Gardens Boulevard
– Area 2
Boundaries field
located/mapped.
Pending submission to
NJDEP
The referenced parcel is part of a Pending redelineation
proposed hotel and conference and Letter of
center. Wetland boundaries have Interpretation (LOI)
been delineated by Birdsall Application by NJ
Engineering, Inc.
TRANSIT
Airport Peripheral Ditch
NJDEP Approved
1999
Port Authority of NY and NJ
#0000-90-0022.17
Unnamed Lake At North
Avenue
(PSEG Substation)
Source: URS Corp., November 2001
NJDEP Approved, May
2002
New Jersey Transit
#2004-02-
0001.1FW020001
Midtown Elizabeth to Route 1 & 9 Station
The NJDEP Quads and NWI maps were reviewed to find evidence of wetlands resources. The mapping
indicated that no wetlands are located within this sub-area of the project study area. The absence of
wetlands was verified by the field inspections performed during March and April 2000.
Route 1 & 9 Station to Singer Station
The NJDEP Quads do not show wetlands within this sub-area. A review of NJDEP files showed the
Triangle Mitigation wetland, which is located along the Newark Bay between the Singer Industrial
Facility and the existing rail bed. These wetlands were constructed in accordance with the mitigation plan
and wetlands approvals for the Jersey Gardens Mall. Field inspections verified the presence of this
wetland. Palustrine wetlands classified as PUBHx (palustrine unconsolidated bottom permanent
excavated) were shown on the NWI maps in the location of the Triangle Mitigation wetland.
Singer Station to Kapkowski Road Station
This sub-area includes a tidally influenced natural lake that is located along the Newark Bay and known
as the Allied Pond. Although the NJDEP Quads classify the pond as State open water, NJDEP has
regulated the pond as a wetland with associated transition areas. In accordance with the NJDEP
freshwater wetlands permit for the Jersey Gardens Mall, created wetlands are located along the southern
and western sides of the Allied Pond. This created wetland is referred to as the Northern Mitigation Site.
1
LOI applies to partial delineation of the Unnamed lake at North Ave. Only the portion of the lake and associated
wetlands that would potentially be impacted by the NERL project were delineated.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-3
Since the Allied Pond has been classified by NJDEP as an exceptional resource value wetland, there is a
150-foot transition area around the wetland mitigation area. The existence of the pond and the mitigation
area were verified during the field inspections performed in March and April 2000.
The NJDEP Quads indicate that the Allied Pond wetlands are of the following resource type:
POWHX – Palustrine (P), Open Water (OW), Permanent (H), Excavated (X)
The POW classification is associated with small isolated areas of open water that do not exhibit
characteristics of wetlands. It should be noted, however, that the NJDEP currently regulates the Allied
Pond as an exceptional resource value wetland with a 150-foot transition area. The Allied Pond was also
identified as a palustrine wetland on the NWI map.
The NJDEP Quads and NWI maps also showed two wetland areas along Jersey Gardens Boulevard. The
smaller area, Jersey Gardens Boulevard - Area I, was located north of the Jersey Gardens Boulevard.
This wetland was filled during construction of the Jersey Gardens Mall and no longer exists.
The larger of the two wetlands, Jersey Gardens Boulevard—Area 2, is located at the intersection of Jersey
Gardens Boulevard and Kapkowski Road. The area shown on the NJDEP Quads has been diminished
through placement of fill material and the filled area is currently used as a storage area for shipping
containers. However, a portion of the property at the eastern boundary of the storage area continues to
function as a wetland. This remaining wetland is dominated by common reed (Phragmites australis).
This wetland is of the following type:
PEMIE – Paulstrine (P), Emergent (EM), Persistent (1), Seasonal Saturated (E)
The PEM classification refers to wetlands that are dominated by herbaceous vegetation. This wetland is
classified as a palustrine emergent wetland on the NWI map.
Kapkowski Road Station to Airport Station
Two wetlands areas were identified between the Kapkowski Road Station and Airport Station. A small,
unnamed lake with associated wetlands was identified through field investigations on the North side of
North Avenue. In the fall of 2001, project ecologists evaluated and delineated the wetland and
determined it to be of the following resource type:
POWHx - Paulstrine (P), Open Water (OW), Permanent (H), Excavated (x)
>
On February 4, 2002, NJ TRANSIT submitted a Letter of Interpretation (LOI) to the NJDEP for the
unnamed lake off North Avenue. This line was verified by NJDEP and an LOI was issued on May 22,
2002 (File #2004-02-0001.1FWW020001).
In addition to the unnamed lake, narrow tracts of wetlands run along both sides of the Airport Peripheral
Ditch. The NJDEP Quads indicate these wetlands are of the following resource types:
PEMIB – Paulstrine (P), Emergent (EM), Persistent (1), Saturated (B)
PEMIE – Paulstrine (P), Emergent (EM), Persistent (1), Seasonal Saturated (E)
The Airport Peripheral Ditch was classified as an esturarine subtidal wetland on the NWI maps. This
classification was most likely made prior to the installation of the tide gate that currently prevents tidal
fluctuation within the ditch. A July 24, 1999 NJDEP Letter of Interpretation (File # 0000-90-0022.17)
NERL-Elizabeth Segment SDEIS
10-4
Ecology and Wetlands
[]
indicates that the Airport Peripheral Ditch, in the area of the alignment, is regulated as an intermediate
resource wetland. The existence of a tide gate on the eastern portion of the Airport property prevents tidal
flow in the ditch resulting in the wetlands functioning as freshwater wetlands. They are comprised of
small shrubs, herbaceous and scrub vegetation. Both the Airport Peripheral Ditch and the associated
wetlands are regulated pursuant to the Freshwater Wetlands Protection Act Rules and are subject to a
standard 50-foot transition area.
Table 10-2
Wetland Areas
Wetland ID
Mapping ID
Functional
Classification of
Wetland
NJDEP Wetland
Classification
Total Area of
Wetland/Open
Water (acres)
Total Area of
Transition Area
(acres)
Triangle Mitigation Area
W-1
Not Mapped
Intermediate
0.9
Allied Pond
W-2
POWHx
Exceptiona!
3.7
2.6
Northern Mitigation Site Not Shown Not Mapped Exceptional
4.3
Jersey Gardens
W-3
PEMIE Intermediate
4.9
7.9
Boulevard
Unnamed Lake at North
W-4
POWHx Intermediate
1.4
1.6
Avenue
PEMIB,
Airport Peripheral Ditch W-5
Intermediate 25+2
PEMIE
Source: NJDEP Freshwater Wetlands Quarter Quadrangle Maps
Compiled by URS Corp, October 2002
Note: * Transition Area Disturbance is based upon known transition areas for the wetland mitigation sites. Transition areas for
other wetlands would be verified by NJDEP through the wetland delineation and Letter of Interpretation process in
subsequent phases of the study.
21+3
-
POWHx = P-Palustrine
OW – Open Water
H- Permanent
X - Excavated
PEMIE = P-Palustrine
Em - Emergent
(1)- Persistent
E-Seasonal Saturated
PEMIB= P - Palustrine
Em - Emergent
(1)- Persistent
B - Saturated
10.2.2
Threatened and Endangered Species
Threatened and endangered species are federally listed as rare, threatened, endangered and/or candidate.
Documentation regarding the presence of threatened and endangered species was obtained from the US
Fish and Wildlife Service (USFWS) and the NJDEP, Division of Parks and Forestry, Office of Natural
Lands Management, Natural Heritage Program (NJNHP).
The NJNHP database indicates records of observations of the endangered least tern (Sterna antillarum)
and of the checkered white (Pontia protodice), a rare species of butterfly, in the project area. The
database does not indicate any threatened species or natural communities within the project area.
2 Total area represents the total area of the Airport Peripheral Ditch in the immediate vicinity of the proposed NERL
alignment, as shown on the figures included in this EIS. The Airport Peripheral Ditch extends beyond the NERL
project area and the total area is greater than the value provided here.
See footnote 2.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-5
Since the Allied Pond has been classified by NJDEP as an exceptional resource value wetland, there is a
150-foot transition area around the wetland mitigation area. The existence of the pond and the mitigation
area were verified during the field inspections performed in March and April 2000.

The NJDEP Quads indicate that the Allied Pond wetlands are of the following resource type:
POWHx – Palustrine (P), Open Water (OW), Permanent (H), Excavated (X)
The POW classification is associated with small isolated areas of open water that do not exhibit
characteristics of wetlands. It should be noted, however, that the NJDEP currently regulates the Allied
Pond as an exceptional resource value wetland with a 150-foot transition area. The Allied Pond was also
identified as a palustrine wetland on the NWI map.
The NJDEP Quads and NWI maps also showed two wetland areas along Jersey Gardens Boulevard. The
smaller area, Jersey Gardens Boulevard-Area 1, was located north of the Jersey Gardens Boulevard.
This wetland was filled during construction of the Jersey Gardens Mall and no longer exists.
The larger of the two wetlands, Jersey Gardens Boulevard-Area 2, is located at the intersection of Jersey
Gardens Boulevard and Kapkowski Road. The area shown on the NJDEP Quads has been diminished
through placement of fill material and the filled area is currently used as a storage area for shipping
containers. However, a portion of the property at the eastern boundary of the storage area continues to
function as a wetland. This remaining wetland is dominated by common reed (Phragmites australis).
This wetland is of the following type:
PEMIE – Paulstrine (P), Emergent (EM), Persistent (1), Seasonal Saturated (E)
The PEM classification refers to wetlands that are dominated by herbaceous vegetation. This wetland is
classified as a palustrine emergent wetland on the NWI map.
Kapkowski Road Station to Airport Station
Two wetlands areas were identified between the Kapkowski Road Station and Airport Station. A small,
unnamed lake with associated wetlands was identified through field investigations on the North side of
North Avenue. In the fall of 2001, project ecologists evaluated and delineated the wetland and
determined it to be of the following resource type:
POWHx - Paulstrine (P), Open Water (OW), Permanent (H), Excavated (x)
On February 4, 2002, NJ TRANSIT submitted a Letter of Interpretation (LOI) to the NJDEP for the
unnamed lake off North Avenue. This line was verified by NJDEP and an LOI was issued on May 22,
2002 (File #2004-02-0001.1FWW020001).
In addition to the unnamed lake, narrow tracts of wetlands run along both sides of the Airport Peripheral
Ditch. The NJDEP Quads indicate these wetlands are of the following resource types:
PEM1B - Paulstrine (P), Emergent (EM), Persistent (1), Saturated (B)
PEMIE - Paulstrine (P), Emergent (EM), Persistent (1), Seasonal Saturated (E)
The Airport Peripheral Ditch was classified as an esturarine subtidal wetland on the NWI maps. This
classification was most likely made prior to the installation of the tide gate that currently prevents tidal
fluctuation within the ditch. A July 24, 1999 NJDEP Letter of Interpretation (File # 0000-90-0022.17)
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-4
wetland, there is a
and the mitigation
indicates that the Airport Peripheral Ditch, in the area of the alignment, is regulated as an intermediate
resource wetland. The existence of a tide gate on the eastern portion of the Airport property prevents tidal
flow in the ditch resulting in the wetlands functioning as freshwater wetlands. They are comprised of
small shrubs, herbaceous and scrub vegetation. Both the Airport Peripheral Ditch and the associated
wetlands are regulated pursuant to the Freshwater Wetlands Protection Act Rules and are subject to a
standard 50-foot transition area.
type:
Table 10-2
Wetland Areas
at do not exhibit
gulates the Allied
lied Pond was also
Wetland ID
Mapping ID
Functional
Classification of
Wetland
NJDEP Wetland
Classification
Total Area of
Wetland/Open
Water (acres)
Total Area of
Transition Area
(acres)
Triangle Mitigation Area
W-1
Not Mapped
Intermediate
0.9
as Boulevard. The
ardens Boulevard.
kists.
Allied Pond
W-2
POWHx
Exceptional
3.7
ersection of Jersey
s been diminished
area for shipping
area continues to
agmites australis).
Northern Mitigation Site Not Shown Not Mapped Exceptional
2.6
4.3
Jersey Gardens
W-3
PEMIE Intermediate
4.9
7.9
Boulevard
Unnamed Lake at North
W-4
POWHx Intermediate
1.4
1.6
Avenue
PEMIB,
Airport Peripheral Ditch W-5
Intermediate
21+
PEMIE
Source: NJDEP Freshwater Wetlands Quarter Quadrangle Maps
Compiled by URS Corp, October 2002
Note: * Transition Area Disturbance is based upon known transition areas for the wetland mitigation sites. Transition areas for
other wetlands would be verified by NJDEP through the wetland delineation and Letter of Interpretation process in
subsequent phases of the study.
25+2

n. This wetland is
-
-
POWHx = P -Palustrine
OW -- Open Water
H - Permanent
X - Excavated
PEMIE = P - Palustrine
Em - Emergent
(1) - Persistent
E-Seasonal Saturated
PEM1B = P - Palustrine
Em - Emergent
(1) - Persistent
B - Saturated
-
Station. A small,
h the North side of
the wetland and
10.2.2
Threatened and Endangered Species
Threatened and endangered species are federally listed as rare, threatened, endangered and/or candidate.
Documentation regarding the presence of threatened and endangered species was obtained from the US
Fish and Wildlife Service (USFWS) and the NJDEP, Division of Parks and Forestry, Office of Natural
Lands Management, Natural Heritage Program (NJNHP).
the NJDEP for the
issued on May 22,
The NJNHP database indicates records of observations of the endangered least tern (Sterna antillarum)
and of the checkered white (Pontia protodice), a rare species of butterfly, in the project area. The
database does not indicate any threatened species or natural communities within the project area.
Airport Peripheral
E)
2 Total area represents the total area of the Airport Peripheral Ditch in the immediate vicinity of the proposed NERL
alignment, as shown on the figures included in this EIS. The Airport Peripheral Ditch extends beyond the NERL
project area and the total area is greater than the value provided here.
NWI maps. This
ently prevents tidal
#0000-90-0022.17)
See footnote 2.
NERL-Elizabeth Segment SDEIS
10-5
Ecology and Wetlands
Ecology and Wetlands
Since the Allied Pond has been classified by NJDEP as an exceptional resource value wetland, there is a
150-foot transition area around the wetland mitigation area. The existence of the pond and the mitigation
area were verified during the field inspections performed in March and April 2000.

The NJDEP Quads indicate that the Allied Pond wetlands are of the following resource type:
POWHX - Palustrine (P), Open Water (OW), Permanent (H), Excavated (X)
The POW classification is associated with small isolated areas of open water that do not exhibit
characteristics of wetlands. It should be noted, however, that the NJDEP currently regulates the Allied
Pond as an exceptional resource value wetland with a 150-foot transition area. The Allied Pond was also
identified as a palustrine wetland on the NWI map.
The NJDEP Quads and NWI maps also showed two wetland areas along Jersey Gardens Boulevard. The
smaller area, Jersey Gardens Boulevard-Area 1, was located north of the Jersey Gardens Boulevard.
This wetland was filled during construction of the Jersey Gardens Mall and no longer exists.
The larger of the two wetlands, Jersey Gardens Boulevard Area 2, is located at the intersection of Jersey
Gardens Boulevard and Kapkowski Road. The area shown on the NJDEP Quads has been diminished
through placement of fill material and the filled area is currently used as a storage area for shipping
containers. However, a portion of the property at the eastern boundary of the storage area continues to
function as a wetland. This remaining wetland is dominated by common reed (Phragmites australis).
This wetland is of the following type:
PEMIE – Paulstrine (P), Emergent (EM), Persistent (1), Seasonal Saturated (E)
The PEM classification refers to wetlands that are dominated by herbaceous vegetation. This wetland is
classified as a palustrine emergent wetland on the NWI map.
Kapkowski Road Station to Airport Station
Two wetlands areas were identified between the Kapkowski Road Station and Airport Station. A small,
unnamed lake with associated wetlands was identified through field investigations on the North side of
North Avenue. In the fall of 2001, project ecologists evaluated and delineated the wetland and
determined it to be of the following resource type:
POWHx - Paulstrine (P), Open Water (OW), Permanent (H), Excavated (x)
On February 4, 2002, NJ TRANSIT submitted a Letter of Interpretation (LOI) to the NJDEP for the
unnamed lake off North Avenue. This line was verified by NJDEP and an LOI was issued on May 22,
2002 (File #2004-02-0001.1FWW020001).
In addition to the unnamed lake, narrow tracts of wetlands run along both sides of the Airport Peripheral
Ditch. The NJDEP Quads indicate these wetlands are of the following resource types:
-
PEM1B - Paulstrine (P), Emergent (EM), Persistent (1), Saturated (B)
PEMIE - Paulstrine (P), Emergent (EM), Persistent (1), Seasonal Saturated (E)
-
The Airport Peripheral Ditch was classified as an esturarine subtidal wetland on the NWI maps. This
classification was most likely made prior to the installation of the tide gate that currently prevents tidal
fluctuation within the ditch. A July 24, 1999 NJDEP Letter of Interpretation (File # 0000-90-0022.17)
II
NERL-Elizabeth Segment SDEIS
10-4
Ecology and Wetlands
wetland, there is a
and the mitigation
indicates that the Airport Peripheral Ditch, in the area of the alignment, is regulated as an intermediate
resource wetland. The existence of a tide gate on the eastern portion of the Airport property prevents tidal
flow in the ditch resulting in the wetlands functioning as freshwater wetlands. They are comprised of
small shrubs, herbaceous and scrub vegetation. Both the Airport Peripheral Ditch and the associated
wetlands are regulated pursuant to the Freshwater Wetlands Protection Act Rules and are subject to a
standard 50-foot transition area.
type:
Table 10-2
Wetland Areas
at do not exhibit
gulates the Allied
lied Pond was also
Wetland ID
Mapping ID
Functional
Classification of
Wetland
NJDEP Wetland
Classification
Total Area of
Wetland/Open
Water (acres)
Total Area of
Transition Area
(acres)
Triangle Mitigation Area
W-1
Not Mapped
Intermediate
0.9
hs Boulevard. The
ardens Boulevard.
Kists.
Allied Pond
W-2
POWHx
Exceptional
3.7
ersection of Jersey
s been diminished
area for shipping
area continues to
agmites australis).
Northern Mitigation Site Not Shown Not Mapped
Exceptional
2.6
4.3
Jersey Gardens
W-3
PEMIE Intermediate
4.9
7.9
Boulevard
Unnamed Lake at North
W-4
POWHx Intermediate
1.4
1.6
Avenue
PEMIB,
Airport Peripheral Ditch W-5
Intermediate 25+2
21+3
PEMIE
Source: NJDEP Freshwater Wetlands Quarter Quadrangle Maps
Compiled by URS Corp, October 2002
Note: * Transition Area Disturbance is based upon known transition areas for the wetland mitigation sites. Transition areas for
other wetlands would be verified by NJDEP through the wetland delineation and Letter of Interpretation process in
subsequent phases of the study.

n. This wetland is
-
POWHx = P -Palustrine
OW - Open Water
H - Permanent
X - Excavated
PEMIE = P - Palustrine
Em - Emergent
(1) - Persistent
E-Seasonal Saturated
PEMIB = P - Palustrine
Em - Emergent
(1)- Persistent
B - Saturated
-
Station. A small,
the North side of
the wetland and
10.2.2
Threatened and Endangered Species
Threatened and endangered species are federally listed as rare, threatened, endangered and/or candidate.
Documentation regarding the presence of threatened and endangered species was obtained from the US
Fish and Wildlife Service (USFWS) and the NJDEP, Division of Parks and Forestry, Office of Natural
Lands Management, Natural Heritage Program (NJNHP).
he NJDEP for the
issued on May 22,
The NINHP database indicates records of observations of the endangered least tern (Sterna antillarum)
and of the checkered white (Pontia protodice), a rare species of butterfly, in the project area. The
database does not indicate any threatened species or natural communities within the project area.
Airport Peripheral
2 Total area represents the total area of the Airport Peripheral Ditch in the immediate vicinity of the proposed NERL
alignment, as shown on the figures included in this EIS. The Airport Peripheral Ditch extends beyond the NERL
project area and the total area is greater than the value provided here.
See footnote 2.
NWI maps. This
ently prevents tidal
0000-90-0022.17)
NERL-Elizabeth Segment SDEIS
10-5
Ecology and Wetlands
Ecology and Wetlands
Since the Allied Pond has been classified by NJDEP as an exceptional resource value wetland, there is a
150-foot transition area around the wetland mitigation area. The existence of the pond and the mitigation
area were verified during the field inspections performed in March and April 2000.
The NJDEP Quads indicate that the Allied Pond wetlands are of the following resource type:
POWHx - Palustrine (P), Open Water (OW), Permanent (H), Excavated (X)
-
The POW classification is associated with small isolated areas of open water that do not exhibit
characteristics of wetlands. It should be noted, however, that the NJDEP currently regulates the Allied
Pond as an exceptional resource value wetland with a 150-foot transition area. The Allied Pond was also
identified as a palustrine wetland on the NWI map.
The NJDEP Quads and NWI maps also showed two wetland areas along Jersey Gardens Boulevard. The
smaller area, Jersey Gardens Boulevard-Area 1, was located north of the Jersey Gardens Boulevard.
This wetland was filled during construction of the Jersey Gardens Mall and no longer exists.
The larger of the two wetlands, Jersey Gardens Boulevard Area 2, is located at the intersection of Jersey
Gardens Boulevard and Kapkowski Road. The area shown on the NJDEP Quads has been diminished
through placement of fill material and the filled area is currently used as a storage area for shipping
containers. However, a portion of the property at the eastern boundary of the storage area continues to
function as a wetland. This remaining wetland is dominated by common reed (Phragmites australis).
This wetland is of the following type:
PEMIE – Paulstrine (P), Emergent (EM), Persistent (1), Seasonal Saturated (E)
The PEM classification refers to wetlands that are dominated by herbaceous vegetation. This wetland is
classified as a palustrine emergent wetland on the NWI map.
Kapkowski Road Station to Airport Station
Two wetlands areas were identified between the Kapkowski Road Station and Airport Station. A small,
unnamed lake with associated wetlands was identified through field investigations on the North side of
North Avenue. In the fall of 2001, project ecologists evaluated and delineated the wetland and
determined it to be of the following resource type:
POWHX – Paulstrine (P), Open Water (OW), Permanent (H), Excavated (x)
On February 4, 2002, NJ TRANSIT submitted a Letter of Interpretation (LOI) to the NJDEP for the
unnamed lake off North Avenue. This line was verified by NJDEP and an LOI was issued on May 22,
2002 (File #2004-02-0001.1FWW020001).
In addition to the unnamed lake, narrow tracts of wetlands run along both sides of the Airport Peripheral
Ditch. The NJDEP Quads indicate these wetlands are of the following resource types:
-
PEMIB – Paulstrine (P), Emergent (EM), Persistent (1), Saturated (B)
PEMIE - Paulstrine (P), Emergent (EM), Persistent (1), Seasonal Saturated (E)
The Airport Peripheral Ditch was classified as an esturarine subtidal wetland on the NWI maps. This
classification was most likely made prior to the installation of the tide gate that currently prevents tidal
fluctuation within the ditch. A July 24, 1999 NJDEP Letter of Interpretation (File # 0000-90-0022.17)
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-4
indicates that the Airport Peripheral Ditch, in the area of the alignment, is regulated as an intermediate
resource wetland. The existence of a tide gate on the eastern portion of the Airport property prevents tidal
flow in the ditch resulting in the wetlands functioning as freshwater wetlands. They are comprised of
small shrubs, herbaceous and scrub vegetation. Both the Airport Peripheral Ditch and the associated
wetlands are regulated pursuant to the Freshwater Wetlands Protection Act Rules and are subject to a
standard 50-foot transition area.
Table 10-2
Wetland Areas
Wetland ID
Mapping ID
Functional
Classification of
Wetland
NJDEP Wetland
Classification
Total Area of
Wetland/Open
Water
(acres)
Total Area of
Transition Area
(acres)
Triangle Mitigation Area
W-1
Not Mapped
Intermediate
0.9
Allied Pond
W-2
POWHx
Exceptional
3.7
2.6
Northern Mitigation Site Not Shown Not Mapped Exceptional
4.3
Jersey Gardens
W-3
PEMIE Intermediate
4.9
7.9
Boulevard
Unnamed Lake at North
W-4
POWHx Intermediate
1.4
1.6
Avenue
PEMIB,
Airport Peripheral Ditch W-5
Intermediate 25+2
21+
PEMIE
Source: NJDEP Freshwater Wetlands Quarter Quadrangle Maps
Compiled by URS Corp, October 2002
Note: * Transition Area Disturbance is based upon known transition areas for the wetland mitigation sites. Transition areas for
other wetlands would be verified by NJDEP through the wetland delineation and Letter of Interpretation process in
subsequent phases of the study.
POWHx = P-Palustrine
OW - Open Water
H - Permanent
X - Excavated
PEMIE = P - Palustrine
Em - Emergent
(1) - Persistent
E-Seasonal Saturated
PEMIB= P- Palustrine
Em - Emergent
(1) - Persistent
B - Saturated
10.2.2
Threatened and Endangered Species
1
1
Threatened and endangered species are federally listed as rare, threatened, endangered and/or candidate.
Documentation regarding the presence of threatened and endangered species was obtained from the US
Fish and Wildlife Service (USFWS) and the NJDEP, Division of Parks and Forestry, Office of Natural
Lands Management, Natural Heritage Program (NJNHP).
The NJNHP database indicates records of observations of the endangered least tern (Sterna antillarum)
and of the checkered white (Pontia protodice), a rare species of butterfly, in the project area. The
database does not indicate any threatened species or natural communities within the project area.
>
2 Total area represents the total area of the Airport Peripheral Ditch in the immediate vicinity of the proposed NERL
alignment, as shown on the figures included in this EIS. The Airport Peripheral Ditch extends beyond the NERL
project area and the total area is greater than the value provided here.
See footnote 2.
1
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-5
Habitat requirements for the least tern include sea beaches, bays and marshes. In the project area, the
Allied Pond and adjacent Newark Bay provide suitable habitat. Nesting habitat includes sandy areas with
sparse vegetation, mudflats, graveled rooftops and parking lots, and dredged-material deposits. The
checkered white prefers open, dry areas such as vacant, weedy lots and railroad beds.
During recent permitting processes for other projects in the project study area, the NJDEP stated that the
nearby Allied Pond was used by multiple avian threatened/endangered species. Allied Pond is located
north of and adjacent to the “Northern Mitigation Site,” which was created to provide mitigation for the
Jersey Gardens Mall. Based upon the references, and, as previously stated, the wetland habitat associated
with this pond is considered to be of exceptional habitat value, and therefore, a 150-foot transition area
has been established for this wetland.
Correspondence from the NJNHP included a list of rare species and natural communities that have been
documented for Union County, where the project is located. This county list was reviewed and the
habitat requirements of species listed were determined. Field investigations confirmed that habitats
suitable to support species identified on the Union County list of threatened and endangered species are
not present in the project area.
10.2.3
Wildlife Habitat
A.
Vegetation
Most of the project study area consists of previously developed lands such as railroad tracks, roadsides,
parking lots, and fill areas. Vegetation communities which are present, either in the project area or in the
immediate vicinity, include scattered trees (e.g., tree-of-heaven, eastern cottonwood), common roadside
herbaceous vegetation (e.g., goldenrods, grasses), and disturbed wetlands (e.g., common reed dominated
areas). Table 10-3 provides information on existing vegetation observed within the project study area
during preliminary field screenings.
Table 10-3
Vegetative Species Observed in Project Area
and Immediate Vicinity
Common Name
Tree-of-Heaven
Black Cherry
Scarlet Oak
Gray Birch
Winged (or Shining) Sumac
Eastern Cottonwood
Scientific Name
Ailanthus altissima
Prunus serotina
Quercus coccinea
Betula popuifolia
Rhus copallina
Populus deltoides
Multiflora Rose
Groundsel Tree
Common Eldberry
Rosa multiflora
Baccharis halimifolia
Sambucus canadensis
Goldenrod
Common Reed
Japanese Knotweed
Common Winter Cress
Miscellaneous grasses
Source: URS Corp., September 2002
Solidago spp.
Phragmites australis
Polygonum cuspidatum
Barbarea vulgaris
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-6
B.
Terrestrial Habitat
Wildlife habitat in the immediate project area is very limited. It consists of isolated patches of vegetated
communities between developed areas and roadways. Only avian wildlife species were observed in the
project vicinity. The majority of birds observed were water birds. These birds were observed either in
the bay or at wetland mitigation areas in the project vicinity. Some evidence (i.e., tracks) of small
mammals was observed. Table 10-4 provides additional information on those species observed on site
and species presumed to use the site based upon evidence of species presence observed during periodic
field observations by an experienced ecologist.
As stated previously, the Natural Heritage Database has records of use of the project area by an
endangered species, the least tern, and by a rare species, the checkered white. Least tern have been
observed foraging over the open water of Newark Bay, the Triangle Mitigation Area, Allied Pond, and the
Airport Peripheral Ditch. The least tern are not known to nest in the project area.
1
The checkered white is a species of butterfly known to use areas of Newark International Airport. This
species prefers habitats associated with disturbed vegetation adjacent to linear developments such as
railways, runways and roads. Various plants in the mustard family (Cruciferae), such as peppergrasses
(Lepidium virginicum) tumble mustards (Sisymbrium sp.), and Winter Cress (Barbarea vulgaris), serve as
food sources for checkered white larva. Adult nectar sources include pepper grass and purple cone flower
(Echinecea purpurea).
>
3
During one of the public hearings regarding the proposed project, a private citizen raised a point
concerning raptors in the project area. This individual stated that he had made observations of “hawks or
falcons” near Allied Pond and the Airport Peripheral Ditch. On May 16, 2000, a trained ecologist made a
field visit to these areas to confirm the presence of raptors or habitat that could potentially support raptor
communities. Binoculars were used to scan the tree line above Allied Pond. One solitary red-tailed hawk
(Buteo jamaicensis) was observed flying above the tree line. The red-tailed hawk is a year-round resident
of New Jersey that prefers open country, woodlands, prairie groves, mountains, and plains. The interior
portions of the woods beyond Allied Pond were further examined to identify the potential for raptor
habitat. Eastern cottonwood trees dominate the woods. There are no areas of open country. Due to the
limited amount of preferred habitat, it is unlikely that there is a substantial population of raptors living in
the immediate vicinity of the project area.
a
31
The Airport Peripheral Ditch was also visited to confirm the absence/presence of preferred raptor habitat.
Due to its proximity to airport, the Airport Peripheral Ditch is a low value, disturbed and degraded
environment that does not support a diverse ecological community. There are a limited number of trees in
the area. Those present include invasive species such as tree of heaven. The surrounding taxiway and
paved runway do not provide suitable raptor habitat.
Although hawks and other raptors may be seen near or in the project area, the limited amount of natural
habitat preferred by these birds precludes them from establishing thriving populations. Additionally, a
search of the NJNHP Database revealed that there have been no reports of state or federally listed
threatened or endangered raptors in the project area.
On March 8, 2000, a professional biologist performed a screening of the study area. The following tables
provide a list of vegetation species observed within the study area, wildlife species observed during the
screening and wildlife species for which species indicators were present. It is important to note that these
lists are based on a preliminary screening and may not indicate all species that potentially exist within the
project study area.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-7
Table 10-4
Wildlife Species Observed or Expected in Project Area
and Immediate Vicinity
Larus spp.
Common Name
Scientific Name
Gull*
Bufflehead*
Bucephala albeola
Mallard*
Anas platyrhynchos
Canada Geese*
Branta canadensis
Double-crested Cormorant*
Phalacrocorax auritus
Killdeer*
Charadrius vociferus
Red-winged Blackbird
Agelaius phoeniceus
European Starling
Sturnus vulgaris
American Crow
Corvus brachyrhynchos
House Sparrow
Passer domesticus
Norway Rat*
Rattus norvegicus
Muskrat*
Ondatra zibethicus
House Mouse
Mus musculus
Source: URS Corp, June 2002
Note: indicates species or evidence of species presence (i.e., tracks) were observed.
C.
Aquatic Habitat
Newark Bay, Allied Pond, and the Airport Peripheral Ditch provide aquatic habitat in the project study
area. There are a number of unnamed detention basins and lakes that will also, at times, support birds,
plants, and some fish and marine invertebrates. The Newark Bay is the largest water body within the
study area. This water body is tidal and contributes to the brackish characteristics of the aquatic habitats
in the project study area. Based upon the initial observations of a professional marine biologist and
information available through the National Oceanographic and Atmospheric Association (NOAA), the
Newark Bay has the potential to support a diverse community of birds, plants, fish, and invertebrates.
The NOAA “Guide to Essential Fish Habitat Designations in the Northeastern United States (March
1999) indicates that aquatic habitats within the Newark Bay may support a number of fish species (see
Table 10-5). The proximity of the Newark Bay to the Allied Pond and the potential for exchange of
waters between these two water bodies indicates that the Allied Pond could potentially support some of
the same species found in Newark Bay.
The Airport Peripheral Ditch ties into the Elizabeth Channel at a point approximately one mile from
Newark Bay. Due to the existence of tide gates between the Ditch and the Elizabeth Channel, the Airport
Peripheral Ditch is not subject to the same tide cycle that occurs in Newark Bay. The Airport Peripheral
Ditch receives flow from airport roadways and taxiways, other small ditches on the airport property, and
from stormwater and combined sewer outfalls discharging from the City of Newark. These factors would
indicate that the nutrient cycles and level of dissolved oxygen in the Airport Peripheral Ditch would
provide less adequate aquatic habitat than that provided by unimpacted waters. As a result, the ecological
communities that live in the Airport Peripheral Ditch most likely consist of species tolerant of lower water
quality. These species include carp (Cyprinus spp.) and plants that thrive in disturbed areas.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-8
Table 10-5
Essential Fish Habitat Designations for Newark Bay
Common Name
Scientific Name
red hake
Urophycis chuss
windowpane flounder
Scopthalmus aquosus
atlantic sea herring
Clupea harengus
Atlantic butterfish
Peprilus triacanthus
Atlantic mackerel
Scomber scombrus
Scup
Stenotomus chrypsops
black sea bass
Centropristus striata
king mackerel
Scomberomorus cavalla
Spanish mackerel
Scomberomorus maculatus
Cobia
Rachucentron canadum
sand tiger shark
Odontaspis taurus
sabdbar shark
Charcharinus plumbeus
Source: NOAA “Guide to Essential Fish Habitat Designations in the Northeastern United States (March 1999)
>
On March 8, 2000, a professional wildlife biologist performed a field screening for aquatic habitat. Based
upon the habitat features observed during this screening, it can be expected that the species listed in
Tables 10-6, 10-7 and 10-8 have the potential to exist within the project study area. It should be noted
that since threatened/endangered aquatic species are not listed for this area, field analyses of aquatic
habitat were not performed during this phase of the project. These lists are based on a preliminary
screening of aquatic habitats and may not indicate all species that exist within the project study area.
Table 10-6
Aquatic Avian Species
Common Name
Scientific Name
Gulls
Terns
Geese
Ducks
Egrets
Herons
Source: URS Corp, January 2002
Larus species
Sterna spp.
Branta spp.
Anas spp.
Egretta spp.
Ardea spp
Table 10-7
Aquatic Vegetation
Scientific Name
Fucus spp.
Common Name
Rockweeds
Sea lettuce
Common Reed
Marsh Grass
Source: URS Corp, January 2002
Ulva lactuca
Phragmites australis
Spartina alterniflora
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-9
Table 10-8
Fish and Invertebrates
Common Name
Scientific Name
Anchovies
Silversides
Killifish
Bluefish
Weakfish
Striped Bass
Summer Flounder
Winter Flounder
Carp
Blue Crab
Lady Crab
Horseshoe Crab
Shore Shrimp
Hard Shell Clam
Blue Mussel
Golden Star Tunicate
Polychaete Worms
Nemertean Worms
Sponges
Bamacles
Source: URS Corp, January 2002
Anchoa spp.
Menidia spp.
Fundulus spp.
Pomotomas saltatrix
Cynoscion regalis
Morone saxatilis
Paralichthys dentatus
Pseudopleuronectes americanus
Cyprinus spp.
Calinectes sapidis
Ovalippes occellatus
Limulus polyphemus
Palaemontes spp.
Mercenaria spp.
Mytilus edulis
Botryllus schlosseri
Various spp.
Various spp.
Various spp.
Balanus spp.
10.3
Environmental Impacts
10.3.1
Wetlands
A.
No-Build Alternative
The No-Build Alternative would have no impact on wetland resources within the project study area.
B.
Build Alternative
As shown in Table 10-9 and in Figures 10-2 through 10-8, the Build Alternative would impact
approximately 3.4 acres of wetland and approximately 8.1 acres of wetland transition areas.
Approximately 2.0 acres of the wetland impacts would be permanent impacts resulting from the NERL
alignment and associated structures. Approximately 1.4 acres of wetland impacts would be temporary
impacts associated with project construction. Of the wetland transition areas, approximately 5.3 acres
would experience permanent impacts and approximately 2.8 acres would experience temporary impacts.
The impact to each individual wetland area is characterized below. To put the project-related impacts
into perspective, the total area for each wetland and transition area is provided in Table 10-9
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-10
Wetlands
Impacts
Figure 10-2
Proposed LRT
za
Wetland Boundary
Transition Area Boundary
Permanent Limit of
Disturbance
Construction Limit of
Disturbance
FERRY TERMINAL
STATION
Wetland Impact
Transition Area Impacts
W-3
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft Environmental
Impact Statement
170
85 0
170 Feet
U.S. Department
of Transportation
Federal Transit
Administration
TRANSIT
Prepared By
BRW, Inc.
MATCH
LINE
1
Wetlands
Impacts
Figure 10-3
>7
Proposed LRT
Wetland Boundary
Transition Area Boundary
Permanent Limit of
Disturbance
Construction Limit of
Disturbance
LINE
Wetland Impact
Transition Area Impacts
W-3
MATCH
LINE
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft Environmental
Impact Statement
170
85 0
170 Feet
U.S. Department
of Transportation
Federal Tranen
Administration
NTRANSIT
Prepared By
BRW, Inc.

MATCH
Wetlands
Impacts
Figure 10-4
MATCH
Z
LINE
x!!
Proposed LRT
Wetland Boundary
JERSEY GARDENS
STATION
Transition Area Boundary
W-3
Permanent Limit of
Disturbance
Construction Limit of
Disturbance
NORTH AVE.
Wetland Impact
Transition Area Impacts
KAPKOWSKI RD.
STATION
JERSEY GARDENS BLVD,
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft Environmental
Impact Statement
MATCH
LINE
U.S. Department
of Transportation
Federal Transit
Adminletration
170
85
lo
170 Feet
PR
NTRANSIT
Prepared By
BRW, Inc.
1
1
0
3
E
DAN
Wetlands
Impacts
Figure 10-5
Proposed LRT
CHEMICAL COAST RAILROAD
Wetland Boundary
Transition Area Boundary
Permanent Limit of
Disturbance
Construction Limit of
Disturbance
MATCH
LINE
CENTER DRIVE
Wetland Impact
=
Transition Area Impacts
MATCH
LINE
NORTH AVE.
-W-4
KAPKOWSKI RD.
H
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft Environmental
Impact Statement
f
170 85 0
170
Feet
U.S. Department
of Transportation
Federal Transit
Adminletration
TRANSIT
Prepared By
BAW, Inc.
NJ TURNPIKE
Wetlands
Impacts
Figure 10-6
Proposed LRT
N
Wetland Boundary
Transition Area Boundary
Permanent Limit of
Disturbance
LINE
Construction Limit of
Disturbance
Wetland Impact
Transition Area Impacts
NJ TURNPIKE
MATCH
LINE
PERIPHERAL DITCH
waren
NORTH AVE.
1
W-5
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft Environmental
Impact Statement
170 85 0
170 Feet
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

MATCH
Wetlands
Impacts
Figure 10-7
NEWARK
INTERNATIONAL
AIRPORT
Proposed LRT
LINE
ze
11
Wetland Boundary
Transition Area Boundary
Permanent Limit of
Disturbance
Construction Limit of
Disturbance
W-5
Wetland Impact
Transition Area Impacts
MATCH
LINE
PERIPHERAL DITCH
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft Environmental
Impact Statement
170
85
0
170 Feet
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.
MATCH
1
1
1
1
1
1
I
1
1
1
1
1
1
1
Wetlands
Impacts
Figure 10-8
W-5
Proposed LRT
>?
Wetland Boundary
NEWARK INTERNATIONAL
AIRPORT
Transition Area Boundary
Permanent Limit of
Disturbance
Construction Limit of
Disturbance
Wetland Impact
Transition Area Impacts
S
MATCH
LINE
PERIPHERAL DITCH
88
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft Environmental
Impact Statement
NORTH AVE.
마
​170
85 0
170 Feet
j
U.S. Department
of Transportation
Federal Transit
Adminletration
NT TRANSIT
Prepared By
BRW, Inc.
Triangle Mitigation Area
The LRT alignment will be designed to avoid impacts to the Triangle Mitigation Area. The LRT
alignment would be located approximately 150 feet away from the mitigation area. Impacts to the water
quality within the mitigation area will be avoided by piping stormwater runoff from the LRT into the
existing water quality detention basin for treatment prior to discharge to Newark Bay.
Allied Pond and the Northern Mitigation Site
The LRT alignment will be located so that there will be no impact to the Allied Pond or the Northern
Mitigation Site. The LRT project will not directly impact the wetland, but will be within the 150-foot
transition area. Designs for this area include constructing approximately 800 linear feet of the alignment
at least 100 feet from the wetland. The estimated quantity of transition area disturbance is 0.2 acre, with
about half of the disturbance temporary in nature and half permanent. A “Transition Area Waiver” will
be sought for the project from NJ DEP in close coordination with Glimcher (owners of the Jersey Gardens
Mall) and OENJ (the office park developers).
Jersey Gardens Boulevard
a
The LRT alignment runs along the north side of Jersey Gardens Boulevard in an east-west direction and
turns north to run in a north-south direction to North Avenue. This east-west section of the alignment, the
bend in the alignment to turn north-south, and the Jersey Gardens Station will be constructed on fill that
encroaches into the wetland along Jersey Gardens Boulevard. The east-west section and the bend around
Jersey Gardens Mall extend approximately 180 feet along the wetland and through the 50-foot transition
area. This crossing would result in the disturbance of approximately 1.7 acres of wetlands and 2.5 acres
of transition area. Of the 1.7 acres of wetland impacts, approximately 1.3 acres will be permanent
resulting from the NERL alignment and the Jersey Gardens Station, and approximately 0.4 acre will be
temporary impacts related to construction. Approximately 1.3 acres of transition area impacts will be
permanent and approximately 1.2 acres of transition area impacts will be temporary in nature.
The north-south section of the alignment in this area has been located in the upland area adjacent to the
wetland and therefore would not result in filling of this wetland. Site investigations indicate that the
wetland in this area would likely be regulated as intermediate resource value wetland with a 50-foot
transition area. This will be verified through issuance of a NJDEP Letter of Interpretation (LOI). NJ
TRANSIT is currently field verifying this wetland and is preparing an LOI application. The LRT
alignment in this area would not impact the 50-foot transition area.
The water quality of the wetland in this area will not be impacted. Stormwater runoff from these two
sections of the LRT alignment will be diverted to the water quality/detention basin for treatment and
discharge.
Kapkowski Road Station
There will be no disturbance to wetlands in this area and disturbance to transition areas will be minimized
by design. Permanent structures associated with the station including the platform, canopy and associated
fill will be located entirely outside of both the identified wetlands and transition areas.
Temporary construction-related disturbances for the Kapkowski Road Station will occur up to and just
slightly beyond the transition area boundary. Conceptual designs indicate that 0.05 acre of wetlands
transition area may be disturbed during construction.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-11
North Avenue
This portion of the alignment would impact wetlands and open water associated with the man-made,
unnamed lake near the northeastern intersection of the Chemical Coastline and North Avenue on PSE&G
owned property. These wetlands have been delineated and an LOI was issued by the NJDEP in May
2002. The NJDEP has classified the wetlands surrounding the lake as intermediate resource value
wetlands with a standard 50-foot transition area. It would be necessary to fill a portion of the wetland and
the transition area in order to construct the project. This fill would result in the disturbance of less than
0.1 acre of wetland (less than 0.01 acre permanent and 0.05 acre temporary disturbance) and 0.2 acre of
transition area (0.1 acre permanent and 0.1 acre temporary disturbance).
Airport Peripheral Ditch
The LRT alignment would cross the Airport Peripheral Ditch from the north side of North Avenue. This
crossing would require the disturbance of approximately 250 linear feet of fringe wetlands and associated
transition area and 150 linear feet of open water. The LRT alignment would then proceed along the
northern side of the Airport Peripheral Ditch for approximately 5,500 linear feet where it would then
cross the Airport Peripheral Ditch into EWR Parking Lot D. The NJDEP Land Use Regulation Program
Files indicate that the Airport Peripheral Ditch, in the area of the alignment, is regulated as an
intermediate resource wetland with a 50-foot transition area. The estimated area of disturbance for the
crossings and the linear alignment along the Ditch totals 1.7 acres of wetland and open water and 5.2
acres of transition area. Approximately 0.7 acre of the wetland and open water impacts would be
permanent and approximately 1.0 acre would be temporary. Of the transition area impacts, approximately
3.8 acres would be permanent and approximately 1.4 would be temporary.
Table 10-9
Wetland Impacts
Wetland ID
Mapping
ID
Total Area of
Wetland/Open
Water (acres)
Wetland/Open Water Impact
(acres)
Permanent Temporary
Total Area of
Transition
Area (acres)
Transition Area Impact
(acres)
Permanent
Temporary
W-1
0
0
0.89
0
0
Triangle
Mitigation Area
Allied Pond
W-2
3.7
0
0
See NMS
0
0
Not
Shown
2.6
0
0
4.3
.09
.10
W-3
4.9
1.3
0.4
7.9
1.3
1.2
Northern
Mitigation Site
Jersey Gardens
Boulevard
Unnamed Lake
at North Avenue
Airport
Peripheral Ditch
W-4
1.4
<.01
.05
1.6
.08
.08
W-5
25+4
0.7
1.0
21+
3.8
1.4
Total Impacts
2.0
1.4
5.3
2.8
Source: URS Corp, August 2002
4 Total area represents the total area of the Airport Peripheral Ditch in the immediate vicinity of the proposed NERL
alignment, as shown on the figures included in this EIS. The Airport Peripheral Ditch extends beyond the NERL
project area and the total area is greater than the value provided here.
See footnote 2.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-12
10.3.2
Threatened and Endangered Species
A.
No-Build Alternative
The No-Build Alternative would have no impact on threatened and endangered species or habitats
necessary to support such species.
B.
Build Alternative
The NJNHP Database contains records of occurrences of the endangered least tern within the project area
and this species has been observed during field observations relating to the NERL Project. Since the least
tern uses open waters in the area for foraging only, and the proposed project would not eliminate or
directly impact these open waters, it is not anticipated that the least tern will be impacted. The least tern
is not known to nest in the project area. The Allied Pond would not directly be impacted by the project,
but there is limited potential for project construction activities to disturb raptor species during nesting
periods. The NJDEP LURP has documented the use of Allied Pond by one threatened endangered raptor.
It is not anticipated that the checkered white, a rare butterfly species that has been observed in the vicinity
of project area, would be impacted by project activities.
10.3.3
Wildlife Habitat
A.
No-Build Alternative
The No-Build Alternative would have no impact on vegetation, or terrestrial or aquatic habitat.
B.
Build Alternative
Vegetation
The Build Alternative would traverse lands that contain existing rail bed, roadsides and fill areas with
minimal or no vegetative cover. No significant impact to vegetation is anticipated.
Terrestrial Habitat
It is expected that the Build Alternative would have no impacts on wildlife habitat. The alignment would
be located in existing developed areas (e.g., existing railroad grade, fill area of former landfill, detention
basin). Only small, isolated patches of previously disturbed low quality habitat (e.g., Common reed
dominated wetlands, isolated tree/ herbaceous vegetation communities) would be disturbed by the project.
The checkered white is the only rare wildlife species known to utilize the project area, however, this
species prefers vegetation and habitat associated with linear developments such as the proposed LRT.
Aquatic Habitat
The only area of open surface water that would be crossed by the Build Alternative includes a portion of
the Airport Peripheral Ditch. This area is already of low ecological value with a very limited aquatic
ecological community that thrives under its disturbed conditions. The construction would include
minimal disturbance to the existing biotic community in the Airport Peripheral Ditch. It is expected that
the Build Alternative would have no impact on the aquatic habitat in the vicinity of the project area.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-13
10.4
Mitigation
10.4.1
Wetlands
The Build Alternative is being designed to avoid and protect the wetland resources within the study area
to the greatest extent possible. During subsequent phases of the engineering design, efforts will continue
to be made to avoid and minimize impacts to wetland resources to the maximum extent practicable. All
planning for the Build Alternative will be conducted in accordance with Executive Order 11990 –
Protection of Wetlands and USDOT Order 5660.1A-Preservation of the Nation's Wetlands.
It is not practical from an engineering and economic perspective to avoid all wetland impacts. As
outlined in both the Federal and State regulations, every effort will be made to avoid, minimize, or
mitigate wetland impacts. The development of the Build Alternative has included relocating some
alignment sections to avoid wetlands. All stations and maintenance areas with the exception of the Jersey
Gardens Station have been situated to prevent impacts to wetlands. Where it is not possible to completely
avoid wetland impacts, minor shifts in track alignment have minimized these impacts. Other mitigation
options being considered include construction of elevated segments of track and construction of retaining
walls rather than embankments. The current plans may result in impacts to approximately 3.4 acres of
wetlands and open water and 8.1 acres of wetland transition areas. Impacts to wetlands and potential
mitigation measures have been discussed but not agreed to with the NJDEP at two coordination
meetings—one held in April of 2001 and one in September of 2001. Actual mitigation strategies will be
defined through the permitting process.
It is likely that the Build Alternative would only require wetland permits from the NJDEP, as no tidally
flowed wetlands are impacted. However, the ACOE has indicated that they may take jurisdiction over
any wetland within 1000-feet of mean high water and may therefore require Section 404 Permits. Both
the NJDEP permit and an ACOE permit, if necessary, would require the development of mitigation
measures.
Generally, regulatory agencies prefer on-site restoration or creation of wetlands to compensate for the loss
or disturbance of natural wetlands. Restoration refers to the reestablishment of wetland or open water
characteristics in an area that was a wetland at one time, but is not currently, or the reversal of a
temporary disturbance. Creation refers to the establishment of wetland or open water characteristics in an
upland area through excavation, planting and channeling. Where these types of mitigation are not
possible on-site, off-site wetlands restoration or creation, enhancement of disturbed wetlands off-site, or
contribution to a mitigation bank will be considered and evaluated.
Due to the limited areas available on-site suitable for restoration, and the relatively small amount of
permanent wetland disturbance, mitigation in the form of a contribution to a wetland mitigation bank has
been raised with the NJDEP. There is an existing wetland mitigation bank in the Hackensack
Meadowlands. Determination of whether contribution to the Hackensack Meadowlands Mitigation Bank
would meet the mitigation requirements for the LRT project would be made by the NJDEP in conjunction
with the NJ Wetland Mitigation Council.
>
Based on preliminary communication with the NJDEP, a mitigation ratio of 2:1, or two acres of wetland
mitigation for every acre of wetland or open water disturbed would be required. Mitigation for temporary
and permanent wetland and transition area impacts may be treated separately. It is possible that on-site
restoration of temporarily disturbed wetlands and transition areas would be required, and off-site
mitigation or mitigation bank contribution may be suitable for permanent disturbances.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-14
[]
In the event that off-site mitigation is required, lands suitable for off-site wetland mitigation will be
identified. Any mitigation option will be fully evaluated and coordinated with NJDEP during the
permitting process. A detailed wetland mitigation plan must be included with the Freshwater Wetland
permit application submitted to the NJDEP. The Freshwater Wetland permit must be issued, and the
wetland mitigation plan approved prior to the initiation of project construction activities. Therefore, the
final wetland mitigation option will be selected with regulatory agency approval and implemented with
oversight by regulatory agencies.
10.4.2
Threatened and Endangered Species
Allied Pond was the only site in the study corridor identified as having exceptional habitat value.
Recommended mitigation includes field monitoring for nesting threatened/endangered avian species at
Allied Pond prior to construction activities in its vicinity. Avoidance of construction activities in the area
will be recommended if it is determined that nesting would be disturbed by such activities. With the
implementation of monitoring and avoidance measures, the project would have no significant impacts on
threatened endangered species.
The checkered white, the rare species of butterfly known to occur in the project vicinity, favors vegetation
typically associated with disturbed areas. While impacts to this species are not anticipated from the
proposed project, mitigation, in the form of habitat enhancement, can easily be incorporated into the
landscape and/or re-vegetation plan for the project. Various plants in the mustard family (Cruciferae),
such as peppergrasses (Lepidium virginicum) tumble mustards (Sisymbrium sp.), and Winter Cress
(Barbarea vulgaris), serve as food sources for checkered white larva. Adult nectar sources include
peppergrass and purple coneflower (Echinecea purpurea). These species can be incorporated into the
planting plans as applicable. Only native, non-invasive species in the families mentioned will be planted.
10.4.3
Wildlife Habitat
Vegetation
The Build Alternative has been designed to avoid impacts to natural habitats to the maximum extent
possible. During the permitting process, the NJDEP evaluates the removal of vegetation within wetlands
and floodplains. NJDEP will specify additional measures to protect vegetation or may require the
development of a revegetation plan to restore/replace impacted vegetation. Based upon NJDEP
recommendations, mitigation will be developed during the permitting process.
Terrestrial Habitat
Impacts to terrestrial habitat would be directly related to the removal of vegetation and impacts to
wetlands and floodplains. Mitigation for wetlands and vegetation impacts is discussed above. Specific
mitigation for floodplain impacts is discussed in Section 11.0 of this document.
Aquatic Habitat
The Build Alternative would not impact aquatic habitats. Therefore, mitigation would not be required for
aquatic habitats.
NERL-Elizabeth Segment SDEIS
Ecology and Wetlands
10-15
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11.0
WATER RESOURCES
This section describes the floodplains, groundwater resources, and surface waters in the project study
area, discusses potential impacts to those resources, and presents potential mitigation measures where
impacts are anticipated.
11.1
Legal and Regulatory Context
Executive Order 11988 - Floodplain Management (May 24, 1997) defines a “floodplain" as lowland and
relatively flat area adjoining inland and coastal waters, including, at a minimum, the area subject to a one
percent or greater chance of flooding in any given year. A “base flood”, also known as a 100-year flood,
is a flood that has a one percent or greater chance of occurring during any given year.
Floodplains and surface water crossings in New Jersey are regulated under the Flood Hazard Area
Control Act (NJAC 7:13) which is administered by the New Jersey Department of Environmental
Protection (NJDEP) Land Use Regulation Program (LURP) through the Stream Encroachment Permitting
process.
Floodplains in the area of tidal water bodies are regulated under the Rules on Coastal Zone Management
(NJAC 7:7E) which are administered by the NJDEP LURP through the Waterfront Development
Permitting process.
Coordination of this project with NJDEP LURP on the various permits that would be required for this
project began early in the LRT planning process and will continue through the development of final plans.
Stormwater discharges are regulated under the State of New Jersey Soil Erosion and Sediment Control
Act (Chapter 251, P.L. 1975) and the Water Pollution Control Act (NJSA 58:10-10f). Within the project
areas, these regulations are administered by the Somerset-Union Soil Conservation District via the
issuance of a New Jersey Pollution Discharge Elimination System Permit (NJPDES) and certification of a
Soil Erosion and Sediment Control Plan. Discharge Prevention, Containment and Countermeasure Plans
and Discharge Removal Plans will be required for maintenance yards associated with the LRT project in
accordance with the New Jersey Spill Compensation and Control Act (N.J.S.A. 58:10-23.11).
Requirements and approval of DPCC and DCR plans are under the jurisdiction of the NJDEP Bureau of
Discharge Prevention.
NJ TRANSIT has requested a Jurisdictional determination from the U.S. Coast Guard (see Appendix for
letter of request), and a response is pending. As the project does not impact any navigable waterways, it
is not expected that the Coast Guard would have jurisdiction over surface water features in the project.
>
NERL-Elizabeth Segment SDEIS
Water Resources
11-1
11.2
Affected Environment
11.2.1
Floodplains
The most recent Federal Emergency Management Agency (FEMA) Flood Insurance Rate Map (FIRM)
for the City of Elizabeth (November 1, 1985) was used to determine the extent and elevation of the
floodplains within the project study area. A review of the NJDEP LURP files served to verify the
locations that have been filled and are now above the 100-year floodplain since the publication of the
FIRM. The floodplains within the study area are associated with the Elizabeth River, Newark Bay, and
the Airport Peripheral Ditch.
A.
Elizabeth River
The FIRM indicates 100-year and 500-year floodplains along the Elizabeth River. Within the City of
Elizabeth, the 100-year floodplain of the Elizabeth River varies from elevation 8 to elevation 17 (NGVD
1929).
B.
Newark Bay
The FIRM indicates 100-year and 500-year floodplains along the Newark Bay. Within the project study
area, the base 100-year flood elevation for the Newark Bay is located between elevation 8 and elevation 9
(NGVD 1929). In this area, the FIRM also depicts the 100-year floodplain extending west along a
previously existing waterway known as the Great Ditch.
The NJDEP file review indicates that the Great Ditch was piped and backfilled to facilitate construction
of the Jersey Gardens Mall. Additionally, permits have been issued for the placement of fill on a portion
of the lands adjacent to the Newark Bay. Field inspections performed in March and April of 2000
verified that this fill has been placed. Within the area that will be traversed by the proposed alignment,
fill has been placed approximately 15 feet above the existing shoreline of the Newark Bay with a buffer
area of a much lower elevation existing between this fill and the water's edge.
a
C.
Airport Peripheral Ditch
E
The FIRM depicts both a 100-year and 500-year floodplain along the Airport Peripheral Ditch. The 100-
year floodplain in this area extends to elevation 9 (NGVD 1929).
The urban nature of the project study area and the ongoing expansion of the Newark International Airport
(EWR) have resulted in years of construction that have involved fill being placed within the floodplain of
the Airport Peripheral Ditch. The floodplain of the Airport Peripheral Ditch has, therefore, been
diminished from the conditions that are shown on the FIRM.
Figure 11-1 depicts the location of floodplain resources in relation to the LRT alignment.
E
NERL-Elizabeth Segment SDEIS
Water Resources
11-2
Floodplains
Figure 11-1
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
Ditch
1-9
Existing Rail Line
Existing NJ TRANSIT
Commuter Rail Station
Kapkowski Rd
Station
1-9
Division St.
Station
Jersey Gardens
Station
YardShop
Great Ditch
Third Street
Station
To New York City
Future
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
Singer Station
Ferry Terminal
Station
N
NTRANSIT
0
400
1200
2000
A
port
forall
NEAL Alignment 1:9
100 Year Floodplain
EWR Monorail Parking
Lot D Station
DARK
NATIONA
SAIRPORT
500 Year Floodplain
North Elizabeth
Station
Proposed LRT
North Avenue
Station Options
tional
Study Area
SLABBET
* 139
Midtown
Station
1&9 (Spring St.)
Station
Broad St.
Station
a. Potential.
Extension
Cranford Plaintield
K-ST.
Scale in Feet
NEWARK BAY
Prepared By
BRW, Inc.

11.2.2
Groundwater
The study area is located in the Newark Basin that overlays the Stockton Formation, Lockatong
Formation and the Brunswick Group. Narrow deposits of fractured shale and sandstone characterize the
units within these groups. The Brunswick Group contains the major aquifer for all of Union County. The
groundwater resources within the study area include the aquifer and the water table. The elevation of the
water table in the study area is recorded within 10 feet of the surface and, due to the proximity to tidal
water bodies, the actual height of the water table varies with the tide.
A review of NJDEP well records indicates that there are no public or domestic wells located within the
study area. The well records do indicate numerous test wells and monitoring wells within a one-mile
radius of the project area.
11.2.3
Surface Water
The significant surface water bodies located within the study area include the Newark Bay, the Elizabeth
River, and the Airport Peripheral Ditch. The Surface Water Quality Standards (NJAC 7:9B), developed
by the NJDEP Office of Environmental Planning, classifies surface waters throughout the State of New
Jersey and identifies policies and criteria for the use of the waters. The Standards set forth criteria to
maintain and protect the existing uses of waters and to work toward attainment of the designated water
quality classifications and uses. Pursuant to the Standards, the Newark Bay and the Elizabeth River
within the project area are classified as “SE3” waters. The designated uses of “SE3” waters are
secondary-contact recreation, maintenance and migration of fish populations, migration of diadromous
fish, and maintenance of wildlife.
These significant water bodies are influenced by the tidal flows of the Newark Bay. However, a tide gate
at the eastern boundary of the Airport property controls the tidal flow in the Airport Peripheral Ditch.
Other surface waters within the study area include lakes and detention basins. A natural lake known as
the Allied Pond is located along the Newark Bay just north of the proposed Ferry Terminal Station.
There is also an unnamed man-made lake located just north of North Avenue near its intersection with the
Chemical Coastline. The New Jersey Wetlands Quarter Quadrangle classifies these lakes as open waters
that are regulated under the NJDEP Freshwater Wetlands Protection Act Rules. These waters and impacts
to the waters are discussed in more detail in Chapter 10.0 (Ecology and Wetlands) of this document. Two
detention basins are located at the southeastern portion of the study area: one on the E-Rail facility, and
the other on the Jersey Gardens Mall property. A third detention basin is located to the west of Allied
Pond.
11.2.4
Coastal Areas
The proposed alignment is located within New Jersey's Coastal Zone and is, therefore subject to Section
307, Federal Consistency Review under the Coastal Zone Management Act of 1972 (CZMA). In New
Jersey, the CZMA review is implemented by the NJDEP under the Coastal Zone Management Rules
(NJAC 7:7E). Depending upon the ultimate location of the LRT alignment, the project may require a
NJDEP Waterfront Development Permit in conjunction with the Ferry Terminal Station development.
This permit will ensure consistency with coastal zone policies. If this permit is not required, NJDEP will
perform this consistency review during review of other land use permit applications.
NERL-Elizabeth Segment SDEIS
Water Resources
11-3
The coastal resources within the project area include the following:
Ports - The project is located along the Elizabeth Port area on property that lies adjacent to
concentrations of shoreside marine terminals and transfer facilities for the movement of waterborne
cargo.
Intertidal and Subtidal Shallows - Within the project study area, there are lands that are inundated
twice daily by the tidal fluctuation of the Newark Bay. These lands are located within the 100-foot
wide buffer area between the recently placed fill on the OENJ property and the water's edge of the
Newark Bay.
Filled Water's Edge – The area of existing fill between the water's edge and the first paved public
road or railroad landward of the water's edge is considered as the “Filled Water's Edge”. The portion
of the study area along the Newark Bay is a “Filled Water's Edge.”
Flood Hazard Areas – Within the project study area, there are flood hazard areas that have been
delineated by FEMA and the NJDEP. These flood hazard areas are associated with the Elizabeth
River, the Newark Bay, and the Airport Peripheral Ditch. These areas are addressed in Section 11.2.1
of this chapter.
Wetlands and Wetlands Buffers – The project study area includes several areas of wetlands and
associated buffers that are regulated under the NJDEP Freshwater Wetlands Protection Act Rules
(NJAC 7:7A). These areas are addressed in Chapter 10.0 of this document.
11.3
Environmental Impacts
.
11.3.1
Floodplains
E
Executive Order 11988 - "Floodplain Management” requires that the Federal Transit Administration
ensure that impacts to the base (100-year) floodplain are avoided unless that specific location is the only
feasible alternative. It further requires, in circumstances where activities must take place in the
floodplain, that every effort be made to minimize the potential risks to human safety and property, and to
preserve the natural and beneficial values served by the floodplain.
A.
No-Build Alternative
The No-Build Alternative would have no impact upon floodplains within the project area.
B.
Build Alternative
[
Elizabeth River
E
The LRT alignment of the Build Alternative does not cross the floodplain of the Elizabeth River and
would have no impact on floodplains within this sub-area.
E
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NERL-Elizabeth Segment SDEIS
Water Resources
11-4
Newark Bay
The placement of fill to facilitate construction of other projects in the project study area has resulted in the
property along the Newark Bay to be raised above the floodplain elevation. The LRT alignment would be
constructed on these filled areas. Therefore, the alignment in this area is not located within the floodplain
of the Newark Bay. Should the development of more detailed engineering designs require encroachments
into the floodplain, such encroachment may require a NJDEP Waterfront Development Permit and
compliance with the NJDEP Rules on Coastal Zone Management.
Airport Peripheral Ditch
The LRT alignment extends along the southern/eastern side of the Airport Peripheral Ditch. An initial
estimate of floodplain crossings in this area was performed based upon the limit of the 100-year
floodplain conditions as shown on the FIRM. This estimate indicates that approximately 5,500 linear feet
would be constructed within the floodplain.
Due to the extent of fill that has been placed in and along the ditch, the 100-year floodplain has been
reduced from the 1985 condition indicated on the FIRM. Since the NJDEP files indicate that certain areas
along the Airport Peripheral Ditch are still located below the 100-year floodplain, it would be necessary
to perform project specific flood studies to evaluate actual areas of encroachments. No adverse impacts
to the floodplain are anticipated since the majority of the floodplain in this area has been filled and
consists of impervious surfaces associated with the Newark International Airport and other industrial and
commercial development in the area.
The existence of tide gates eliminates tidal flow in the Airport Peripheral Ditch. The lack of tidal flow
results in the NJDEP regulating the Ditch under its Stream Encroachment Permitting program. Two 35-
foot bridges are proposed to cross the Airport Peripheral Ditch. The two crossings and any
encroachments into the 100-year floodplain must meet the requirements of the Flood Hazard Area Control
Act Rules (NJAC 7:13) and would require a Stream Encroachment Permit. The NJDEP will not issue a
Stream Encroachment Permit if the project will result in increased detrimental effects from flood waters
in the project area.
11.3.2
Groundwater
A.
No-Build Alternative
The No-Build Alternative would not impact groundwater resources within the area.
B.
Build Alternative
Potential groundwater issues commonly include impacts to wells and springs; introduction of
contamination into aquifers via discharge from dewatering activities; contamination of groundwater from
construction related spills and discharge; and physical alteration to subsurface geology. The NJDEP has
no record of potable wells or springs within the project study area.
The Build Alternative includes some segments that are built on structure and require installation of
substructure. The proposed substructure would not extend into the aquifer and would not impact
groundwater quality. No use or withdrawal of groundwater is proposed during construction or operation
of the LRT. The only potential impact to groundwater could result from dewatering activities that may
become necessary during the construction of the project.
NERL-Elizabeth Segment SDEIS
Water Resources
11-5
11.3.3
Surface Water
A.
No-Build Alternative
The No-Build Alternative would not impact surface water resources in the project study area.
B.
Build Alternative
The LRT alignment of the Build Alternative proposes three crossings of surface water bodies. The
crossings affect the Airport Peripheral Ditch, the detention basin in the southeastern portion of the study
area on the E-Rail property, and the detention basin on the Jersey Gardens Mall property. All of these
crossings would be elevated on structures. A minimal amount of dredging or filling would be associated
with the placement of the structures that will support these crossings.
During the construction of the LRT, there is potential for temporary impacts to water quality within these
surface water bodies. These impacts are associated with sedimentation and potential leaks and spills from
construction equipment.
Since the LRT alignment would be located in an urban area, it is anticipated that the increased impervious
surfaces associated with the LRT would have no temporary or permanent impacts on the existing water
quality. It is anticipated that a storm water management facility would be provided on the site of the
Light Rail Vehicle Yard and Shop Facility to handle storm water run-off from the roofs of the
Maintenance and Storage Buildings and the paved areas. The storm water management facility is
expected to consist of a detention basin to provide quantitative control of the discharge water.
11.3.4
Coastal Areas
A.
No-Build Alternative
The No-Build Alternative would have no impact on coastal resources within the project study area.
B.
Build Alternative
The potential environmental consequences upon coastal resources are discussed below based upon the
Coastal Zone Management Rule and policy for each resource.
Ports (NJAC 7:7E-3.11) – This policy states that projects must be constructed in such way as not to
interfere with port uses of the water area. Since the LRT alignment proposes no use of or construction
within the Newark Bay, no impact to Ports would occur.
Intertidal and Subtidal Shallows (NJAC 7:7E-3.15) - Development, filling and dredging is discouraged
within these areas. The LRT alignment would be constructed on existing fill that is located above the
intertidal and subtidal shallows. No filling or encroachment into these areas would result from the
construction or operation of the LRT.
NERL-Elizabeth Segment SDEIS
Water Resources
11-6
Filled Water's Edge (NJAC 7:7E-3.23) – The LRT alignment is located within a filled water's edge.
This policy requires that development within the filled water's edge provide access to a public road and
provide a water-dependent or water-oriented use. The LRT alignment is located in an area of the
waterfront that is accessible by public roads. The LRT alignment itself would be considered additional
access to the waterfront and the navigable water. Although the LRT is not a water-dependent use, it is
expected to provide access to water-dependent uses that include a marina and ferry terminal project that is
currently being planned by a private developer. Therefore, the LRT would be an acceptable development
type within the filled water's edge.
Wetlands (NJAC 7:7E-3.27) This policy indicates that development in freshwater wetlands is
acceptable only if it is found to be in accordance with the Freshwater Wetlands Protection Act of 1987.
The LRT alignment would impact freshwater wetlands (impacts are detailed in Chapter 10.0 of this
document). All freshwater wetland permits would need to be obtained from the NJDEP LURP in order
for the project to meet the requirements of this policy.
Wetlands Buffers (NJAC 7:7E-3.28) – This policy states that freshwater wetlands buffers are established
and regulated under the Freshwater Wetlands Protection Act of 1987. It is likely that the project would
disturb wetland buffers (transition areas). If further engineering indicates that the alignment cannot be
modified to avoid impacts to wetlands buffers, Transition Area Waivers would need to be obtained from
NJDEP LURP in order to meet the requirements of this policy. For a more detailed discussion of wetland
buffers, see Chapter 10.0 of this document.
Special Urban Areas (NJAC 7:7E-3.43) - The Rules on Coastal Zone Management set forth land
development policies for different types of lands and development areas. The City of Elizabeth is a
“Special Urban Area" and is regulated under the policy for Special Urban Areas (NJAC 7:7E-3.43). This
policy encourages development that will help to restore the economic and social viability of special urban
areas. The LRT alignment is a prime example of a development that meets this policy. The Elizabeth
Waterfront is an area that is currently the subject of redevelopment and revitalization planning. Some of
these projects include the Jersey Gardens Mall that has recently opened, the proposed marina and ferry
terminal, proposed hotels and improvements to infrastructure serving the waterfront. The LRT would
provide access and encourage use of these facilities that would aid in the economic growth of the City of
Elizabeth.
11.4
Mitigation
11.4.1
Floodplains
In the area of the Airport Peripheral Ditch, it may not be possible to avoid encroachments into the
floodplain. Where encroachments are absolutely necessary, the LRT would be elevated above the 100-
year floodplain elevation to prevent flooding of the tracks and interruptions to service. The placement of
fill would be limited to the greatest extent possible so that the flood storage capacity is not reduced and
potential for increased flooding is minimized. Mitigation for impacts to the floodplain would be further
identified during the Stream Encroachment Permitting process. The NJDEP will evaluate the project to
ensure that flooding would not be increased on properties outside the right-of-way and that the floodplain
crossings have been designed in a manner that will ensure the protection of human life and property.
NERL-Elizabeth Segment SDEIS
Water Resources
11-7
11.4.2
Groundwater
The only anticipated impact to groundwater would result from potential dewatering activities that would
take place during construction. The effects of these activities will be mitigated through proper disposal of
dewatering materials and monitoring of water table levels. The disposal of dewatering materials would
proceed in accordance with NJDEP standards.
11.4.3
Surface Water
The Build Alternative may result in temporary, construction-related impacts to surface water quality. The
project would be required to adhere to the New Jersey Soil Erosion and Sediment Control Act that would
require implementation of measures to control sedimentation and runoff from the project. Such measures
may include construction of water quality/detention basins, installation of silt fence and vegetative
stabilization of soils to prevent sedimentation into surface waters.
Storm water runoff from the completed project would be handled during the engineering and design stage
such that discharge from the drainage systems complies with all applicable State and Local requirements.
A storm water management plan will be submitted to the City of Elizabeth (and, if required, to the Port
Authority) for review and comment. This plan will then be incorporated into the Soil Erosion and
Sediment Control Plans that will be submitted to the Somerset-Union Soil Conservation District for
certification. The referenced certification will include Authorization to Discharge Stormwater under the
NJPDES Construction General Permit. Stormwater discharges relating to operation of the LRT will
require the issuance of a separate NJPDES Discharge to Surface Waters Permit (it is assumed that the
NJPDES General Permit will be issued). As part of the NJPDES Permit process, the planning will
include development of a Discharge Prevention, Containment and Countermeasure Plan (DPCC) that is
consistent with the New Jersey Spill Compensation and Control Act (N.J.S.A. 58:10-23.11). The DPCC
plan must address environmental assessment and mitigation in the event of a spill.
NERL-Elizabeth Segment SDEIS
11-8
Water Resources


12.0
HISTORIC ARCHITECTURAL
RESOURCES
This chapter addresses the proposed project's effects on historic architectural resources. The chapter
includes an overview of applicable regulatory reviews, the methodology for compliance with these
regulations, the historic architectural resources identified within the Area of Potential Effects (APE), an
evaluation of the proposed project's effects on historic resources, and the process to be followed to avoid
and minimize impacts. The historic resources in the project area were identified in the NERL Historic
Architectural Resources Background Study, October 1995 and the Architectural Historic Sites Survey,
June 2000. The New Jersey State Historic Preservation Officer's (SHPO) findings on the identification of
historic resources are in correspondence included in the Appendix.
12.1
Legal and Regulatory Context
This chapter was prepared in compliance with the following:
Section 101 (b) (4) of the National Environmental Policy Act (NEPA) of 1969, as amended, mandates
that "it is the continuing responsibility of the Federal government to use all practicable means,
consistent with other essential considerations of national policy, to improve and coordinate Federal
plans, functions, programs, and resources to the end that the Nation may preserve important historic,
cultural, and natural aspects of our national heritage.”
Section 106 of the National Historic Preservation Act of 1966, as amended, which mandates that “the
head of any Federal agency having direct or indirect jurisdiction over a proposed Federal or federally
assisted undertaking in any State and the head of any Federal department or independent agency
having authority to license any undertaking shall, prior to the issuance of any license, as the case may
be, take into account the effect of the undertaking on any district, site, building, structure, or object
that is included in or eligible for inclusion in the National Register. The head of any such Federal
agency shall afford the Advisory Council on Historic Preservation established under Title II of this
Act a reasonable opportunity to comment with regard to such undertaking.”
Section 4(f) of the United States Department of Transportation Act, as amended in 1987.
New Jersey Register of Historic Places Act of 1970 (N.J.S.A. 13:1B-15.128 et seq.) which mandates
that “The State, a county, municipality or an agency or instrumentality of any thereof shall not
undertake any project which will encroach upon, damage or destroy any area, site, structure or object
included in the New Jersey Register of Historic Places without application to, and the prior written
authorization or consent of, the Commissioner of Environmental Protection.” The NEPA process is
>
NERL-Elizabeth Segment SDEIS
Historic Architectural Resources
12-1
guided by the Council on Environmental Quality's implementing regulations, 40 CFR Parts 1500-
1508. Section 106 of the National Historic Preservation Act is guided by the Advisory Council on
Historic Preservation's implementing regulations, 36 CFR Part 800: Protection of Historic Properties,
as published in the Federal Register, 12 December 2000 (Volume 65, Number 239, Pages 77697-
77739). Both of these regulations encourage coordination between the two review processes.
1
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12.1.1
Review Coordination
Consultation with the staff of the State Historic Preservation Officer (SHPO) for the NERL SDEIS was
officially initiated at a March 24, 2000 consultation meeting. The SHPO staff concurred that the findings
and coordination for the previous NERL Historic Architectural Resources Background Study, October
1995 would continue to be valid, and that the focus of the present coordination would be the extended
study area. NJ TRANSIT has subsequently worked closely with the SHPO staff on the following:
1
Delineation of the APE.
I
Compliance with the August 12, 1998 Programmatic Agreement executed for the NERL FEIS.
Implementation of a public participation plan in accordance with the Advisory Council's regulations.
1
Identification of consulting parties such as the Federal Transit Administration, NJ TRANSIT,
Advisory Council on Historic Preservation, New Jersey Historic Preservation Office, Union County,
and the City of Elizabeth.
1
Preparation of the project's architectural historic sites survey and effects assessment.
I
In April 2000, NJ TRANSIT submitted to the New Jersey Historic Preservation Office the following
documentation to formally initiate Section 106 consultation:
J
A copy of the meeting minutes from the March 24, 2000 consultation meeting.
a
1
A map delineating the project's APE and a narrative description explaining and justifying the APE
boundaries. The delineation had been discussed with Charles Scott at the March 24 site visit and
consultation meeting.
1
A public participation plan with back-up documentation.
Copies of the letters sent to the Federal Transit Administration and the Advisory Council on Historic
Preservation initiating consultation on the third operable segment.
1
Copies of the letter sent to Union County and the City of Elizabeth formally inviting them to
participate in the project as consulting parties.
I
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Proposal that the consulting parties for this project be: Federal Transit Administration, NJ TRANSIT,
Advisory Council on Historic Preservation, the New Jersey State Historic Preservation Office, Union
County, and the City of Elizabeth. In addition, NJ TRANSIT committed that in accordance with the
Advisory Council's regulations, NJ TRANSIT will consider all written requests of individuals and
organizations to participate as consulting parties, and make a determination on such requests in
consultation with the New Jersey Historic Preservation Office.
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NERL-Elizabeth Segment SDEIS
12-2
Historic Architectural Resources
1
The initiation of consultation was also submitted to comply with Section II of the August 12, 1998
Programmatic Agreement regarding the implementation of the Newark-Elizabeth Rail Link, First
Operable Segment. Section II of the Programmatic Agreement stipulates that “NJ Transit shall notify the
FTA, the Council and the SHPO of plans to implement the SOS [second operable segment) and TOS
(third operable segment] phases of the project, and initiate consultation in accordance with 36 CFR Part
800."
In July 2000, NJ TRANSIT submitted to the New Jersey Historic Preservation Office the Architectural
Historic Sites Survey for the Modified Elizabeth Segment of the Newark-Elizabeth Rail Link. On August
30, 2000, New Jersey Deputy State Historic Preservation Officer Dorothy P. Guzzo issued consultation
comments (see Appendix) which addressed the Initiation of Consultation as well as the Identification of
Historic Resources. Ms. Guzzo concurred with the delineation of the Area of Potential Effects, the
proposed public participation plan, the identification of consulting parties, the report's identification of
historic resources, and the phasing of the project's identification of historic resources and evaluation of
project effects.
In addition to needing review under the federal Section 106 process, this project also required review
under the New Jersey Register of Historic Places Act. This review is necessary as there are three
properties within the Area of Potential Effects which are listed on the New Jersey Register of Historic
Places: the CNJ Elizabeth Railroad Station, Mid-Town Historic District, and the Singer Factory Historic
District.
In June 2001, NJ TRANSIT submitted to the New Jersey Historic Preservation Office (SHPO) an
Application for Project Authorization under the New Jersey Register of Historic Places Act. On June 21,
2001, the application was presented to the New Jersey Historic Sites Council. At that meeting, the
Council voted to recommend that the Commissioner of the Department of Environmental Protection
approve the proposed light rail with certain conditions to minimize and mitigate the effects that this
project will have on the three registered properties. On July 3, 2001, the Commissioner accepted the
Council's recommendations and conditionally authorized the project (see Appendix). On July 18, 2001,
NJ TRANSIT formally accepted the Commissioner's conditions (see Appendix). These conditions have
therefore been incorporated into this effects assessment.
On December 10, 2001, NJ TRANSIT submitted to the New Jersey Historic Preservation Office the
project's Effects Assessment. A copy of this document was also distributed to the other consulting parties
(Union County and the City of Elizabeth) as well as to the project's private partner, the Washington
Group International.
12.1.2
Identification of Historic Resources
The identification of historic resources within the APE is an initial step in the Section 106 process.
Historic resources are defined as those that are either listed on or eligible for inclusion in the National
Register of Historic Places. Potentially significant historic properties include districts, structures, objects,
or sites which are at least 50 years old and which meet at least one National Register criterion. Criteria
used in the evaluation process are specified in the Code of Federal Regulations, Title 36, Part 60, National
Register of Historic Places (36 CFR 60.4). To be eligible for inclusion in the National Register of
Historic Places, a historic property(s) must possess:
NERL-Elizabeth Segment SDEIS
Historic Architectural Resources
12-3
“The quality of significance in American history, architecture, archeology, engineering, and culture (that)
is present in districts, sites, buildings, structures, and objects that possess integrity of location, design,
setting, materials, workmanship, feeling, and association and:
(a) that are associated with events that have made a significant contribution to the broad
patterns of our history, or
(b) that are associated with the lives of persons significant in our past, or
(c) that embody the distinctive characteristics of a type, period, or method of construction, or
that represent the work of a master, or that possess high artistic values, or that represent a
significant and distinguishable entity whose components lack individual distinction, or
(d) that have yielded, or may be likely to yield, information important in prehistory or history
(36 CFR 60.4).
TIT
The identification of historic architectural resources was conducted in two parts:
Historic Architectural Resources Background Study, prepared by Lynn Drobbin & Associates, Inc.,
1995. The findings of this report were incorporated into the 1997 NERL Draft Environmental Impact
Statement. This survey included areas west of Division Street.
Architectural Historic Sites Survey, prepared by ARCH?, Inc., June, 2000. This survey was
conducted to identify historic architectural resources for the modified alignment of the Elizabeth
Segment from Division Street to Newark International Airport.
Both surveys included a comprehensive identification of historic architectural resources and a preliminary
assessment of the project's effects on any National Register listed or eligible resources.
12.1.3
Survey Methodology
The survey methodology for each study is summarized below.
Historic Architectural Resources Background Study, 1995, included the following steps:
Review of existing studies and findings that had been conducted regarding historic resources in the
project area. This included review of the National Register files, determinations of eligibility, SHPO
opinions, existing surveys, case reports, environmental impact statements and other documents
available at the State Historic Preservation Office.
Field survey work. All historic resources within 500 feet (150 meters) of the outer edge of the Build
Alternative were identified. Resources cited as eligible for the National Register in previous surveys
were re-evaluated.
Historic research to provide an overview of the development history and context for the discussion of
specific historic resources. Primary and secondary source literature, historic maps, and photographs
were investigated.
NERL-Elizabeth Segment SDEIS
12-4
Historic Architectural Resources
AH
NE
Architectural Historic Sites Survey, 2000, included the following:
Determination of the level of effort necessary to identify historic resources. The portion of the project
area west of Division Street was studied as part of the 1995 Historic Architectural Resources
Background Study and, therefore, not included in the expanded study. However, resources in the area
from Midtown Elizabeth to Division Street were re-evaluated to ensure that no historic resources
were overlooked.
Review of existing cultural resource studies to determine what historic architectural resources had
been previously identified in the project area.
.
Delineation of the boundaries of the project's APE. The APE is defined as “the geographic area or
reas within which an undertaking may directly or indirectly cause changes in the character
historic properties.” A delineation of 500 feet from the outer edge of the proposed alignment was
utilized for the area north of the Singer Plant, where there is scattered new construction. In the more
densely developed area between Division Street and the Singer Plant, the APE varies to address the
potential for any direct or indirect effects on individual structures, such as the potential for visual
effects from the proposed LRT overhead catenary. The APE is shown on Figure 12-1.
Background historic research of the project area and individual structures. The background research
and historic analysis focused on the general history of the City of Elizabeth, a more focused history of
the Elizabethport area, and development of three inter-related historic contexts: transportation,
industry, and development patterns.
O
Site specific fieldwork. Structures within the APE that are 50 years old or older were evaluated
against the National Register of Historic Places criteria for inclusion. Structures within the APE that
are less than 50 years old were evaluated to determine if they meet the exceptional significance test
for inclusion in the National Register of Historic Places. The fieldwork was conducted in accordance
with the New Jersey Historic Preservation Office's July 1999 “Guidelines for Architectural Survey.”
Within the NERL-Elizabeth Segment area of potential effects, survey forms were prepared for 104
individual structures and four historic districts.
Assessment of the surveyed resources' eligibility for inclusion in the National Register of Historic
Places.
Preliminary assessment of the proposed project's direct or indirect effects on any historic resource
listed on or eligible for listing on the National Register of Historic Places.
12.2
Affected Environment
Eight historic resources were identified from previous studies and twenty-two additional historic
resources were surveyed. Of these, five historic districts and seven individual resources were found to be
historically significant. The historic architectural resources identified are listed in Table 12-1 and shown
on Figure 12-2.
NERL-Elizabeth Segment SDEIS
Historic Architectural Resources
12-5
1
Table 12-1
Historically significant Architectural Resources
1
1 1
本
​I
1
Map Key #
Register
Resource Name and Location
(Figure 12-2)
Status
Mid-Town Historic District*
NJ: 9/29/94
A
Broad Street area
NR: 10/05/95
Central Railroad of New Jersey (CNJ) Elizabeth Station*
NJ: 3/17/84
B
West Grand Street
NR: 9/29/84
Pennsylvania Railroad Bridge*
1/30/80 SHPO
с
Over the CNJ RR (MP 14.05)
Opinion
CNJ Freight Station Building*
3/19/96 SHPO
D
233 Commerce Plaza
Opinion
Magnolia Avenue Viaduct*
8/10/90 SHPO
E
Over US Routes 1 & 9
Opinion
Sacred Heart Church*
3/19/96 SHPO
F
Spring Street and Magnolia Avenue
Opinion
Italianate Rowhouses*
3/19/96 SHPO
G
169-173 Reid Street
Opinion
Unification Chapel*
3/19/96 SHPO
H
953 East Grand Street
Opinion
CNJ Main Line Historic District:
Bridge carrying southern tracks of CNJ Main Line over Dowd Avenue
Bridge carrying northern track of CNJ Main Line over Dowd Avenue
NJ/NR eligible
CNJ Bridge, carrying Main Line over Division Street
7/19/91 SHPO
CNJ Bridge, carrying Main Line over Catherine Street
Opinion
CNJ Bridge, carrying Main Line over Madison Avenue
11/30/95 DOE
CNJ Bridge, carrying Main Line over Jefferson Street
CNJ Bridge, carrying Main Line over Reid Street
CNJ Bridge, carrying Main Line over Broad Street
CNJ Newark and Elizabeth Branch Historic District:
NJ/NR
2
Bridge at Newark Wye, CNJ Newark & Elizabeth Branch over Dowd Avenue Eligible
CNJ Perth Amboy and Elizabethport Branch Historic District:
Bridge at Philadelphia Wye, CNJ Perth Amboy & Elizabethport Branch over
Trumbull Street
NJ/NR
3
Bridge carrying the CNJ Perth Amboy & Elizabethport Branch over Trumbull Street Eligible
Bridge at Long Branch Wye, CNJ Perth Amboy & Elizabethport Branch over
Trumbull Street
Singer Factory Historic District:
Singer Factory Building, 107 Trumbull Street
NJ: 12/15/86
4
Singer Factory Perimeter Fence, 107 Trumbull Street
11/07/88 DOE
Singer Factory Foundry Building, 107 Trumbull Street
Singer Factory Steel Storage Building, 107 Trumbull Street
Source: Architectural Historic Sites Survey, ARCH, Inc., June 2000
(*): Historic Architectural Resources Background Study, Lynn Drobbin & Associates, Inc., 1995.
1 1
1
I
1
The resources include all of the resources identified in Architectural Historic Sites Survey, ARCH?, Inc.,
June 2000 and all but two of the resources identified in Historic Architectural Resources Background
Study Lynn Drobbin & Assoc., 1995. The two omitted resources are the Bender Building, 251-267 North
Broad Street and the Pennsylvania Railroad Viaduct, Milepost 13.83-14.49 of the Northeast Corridor.
Due to the distance of these two resources from the proposed alignment, any impact on these structures
will be evaluated in the determination of effects on the Mid-town Historic District.
1
NERL-Elizabeth Segment SDEIS
Historic Architectural Resources
12-6
NERL Alignment 1-9
Airport Monorall
N
Historic Resources
Identified During
Preliminary Research
Figure 12-1
Airport Parking
Lot D
Scale in Feet
1
400
1200
MADISON AVE.
0
2000
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
Proposed LRT
EWR Monorail Parking
Lot D Station
North Elizabeth
Station
NEWARK
INTERNATIONAL
AIRPORT
Proposed LRT Station
Potential Future Connections
Potential Future Station Site
Existing Rail Line
MIDTOWN
ELIZABETH
IKEA
Existing NJ TRANSIT
Commuter Rail Station
CENTER DR.
Kids
World
Study Area
Recreational
Center
BROAD ST.
JEFFERSON AVE
HENRY ST.
MCLESTER ST.
ELIZABE
1-9
Midtown
Station
DOWD AVE.
EXIT 13A
DIVISION ST
ELIZABETHPORT
North Avenue
Station
Potential
Cranford Plainfield
Extension
MAGNOLIA AVE
1&9 (Spring St.)
Station
Division St.
Station
SSSSSSS
NORTH AVE.
Broad St.
Station
GRAND ST.
Kapkowski Rd.
Station
(Fragh)
NEW JERSEY TURNPIKE
CHEMICAL COAST LINE
Planned Hotel
Conference Center
YORK ST.
Jersey Gardens
Station
CSX Yard
S. PARK ST
KAPKOWSKI RD.
Yard Shop
SEVENTH ST.
AR3
JERSEY GARDENS BLVD.
MAGNOLIA AVE
TRUMBULL ST.
5 LIVINGSTON ST.
MAP KEY
APE
Rail lines
RR1 Main Line, Central Railroad of New Jersey
RR2 Newark and Elizabeth Branch, Central Railroad of New Jersey
Perth Amboy and Elizabethport Branch, Central Railroad
of New Jersey
Subdivisions Districts
S1 Survey of Elizabethport (2 part)
1835
S3
Trumbull Property
1/9/1871
S4 C.L. Inslee and J. Lyon's Property 2/13/1871
S6 Lucy Kean Estate
1/1899
Buildings o
B1
309 Third Avenue
B2
Benjamin Franklin School
B3
Sts. Peter and Paul Lithuanian Roman Catholic Church Complex
B4
Singer Complex
Jersey Gardens
Mall
VETERANS
MEMORIAL DE
NS Yard
To New York City
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
THIRD ST.
PINE AVE
PORT AVE.
Third Street
Station
Future
Singer Station
Ferry Terminal
Station
FIRST ST.
NEWARK BAY
NTRANSIT
Prepared By
BRW, Inc.

NERL Alignment
1-9
Alrport Monorail
Historic
Architectural
Resources
Figure 12-2
Airport Parking
Lot D
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
APE
North Elizabeth
Station
0
Surveyed Locations
Proposed LRT
o
Proposed LRT Station
Potential Future Connections
MIDTOWN
ELIZABETH
IKEA
Potential Future Station Site
Kids
World
Existing Rail Line
Recreational
Center
BAOAD ST
JEFFERSON AVE
ELIZABETH
CENTER DA,
HENRY ST.
MCLESTER ST.
Existing NJ Transit
Commuter Rail Station
DOWD AVE.
EXIT 13A
Study Area
©
Midtown
Station
VISIONS
ELIZABETHPORT
North Avenue
Station
2
"Lynn Drobbin & Associates, 1995
Arch 2, Inc., 2000
MAGNOLA AVE
1&9 (Spring St.)
Station
D
Division St.
Station
NORTH AVE
GRAND ST
Kapkowski Rd.
Station
Elroad
SI.
Shion
G
NEW JERSEY TURNPIKE
CHEMICAL.COM
Planned Hotel
Conference Center
YORK ST.
SEAS
Jersey Gardens
Station
CSX Yard
ELIZABETH
REID ST.
KAPKOWSKI RD
TRUMB
Yar Shop
SEVENTH
PARK SZ.
JERSEY GARDENS BLVD.
LIVINGSTON ST
CLIA AVE
Jersey Gardens
Mall
MEMORIAL DR
NS Yard
To New York City
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
THIRD ST
3
Future
Singer Station
Third Street
Station
Ferry Terminal
Station
PORT AVE
FIRST
NEWARK BAY
NTRANSIT
Scale in Feet
1200
2000
Prepared By
BRW, Inc.

Potential
Cranford/Plainfield
Extension
400
N
0
A
그
​12.3
Environmental Impacts
12.3.1
No-Build Alternative
The No-Build Alternative would not affect any National Register eligible or listed historic resources.
12.3.2
Build Alternative
In accordance with Section 800.4(d) of the Advisory Council's regulations, an evaluation was conducted
to determine the potential effect of the project on the identified National Register eligible or listed
resources. A summary of this assessment is provided below.
A.
CNJ Main Line Historic District
There are several broad categories of effects on the CNJ Main Line Historic District corridor:
The reuse of the historic rail line from the existing CNJ Elizabeth Station to Division Street.
.
The construction of new rail structures (Midtown Station, Routes 1 & 9 / Spring Street Station,
Division Street Station, Third Street Station, Electrical Substations #3 and #4, Maintenance Shop, and
Storage Barn).
Rehabilitation of six bridges which was historically part of the CNJ Main Line (over Broad Street,
Jefferson Street, Madison Street, Catherine Street, Reid Street, and Division Street).
Construction of two new bridges (over U.S. Routes 1 & 9 and over the Norfolk Southern E-Rail
Yard).
O
Removal of a freight siding immediately to the east of Division Street.
In terms of assessment of effects:
O
The re-use of the rail line will have a positive effect on the CNJ Main Line Historic District by
returning a portion of a now inactive rail line to active rail service.
The removal of the freight siding will destroy a small component of the rail corridor. However, as
this component post-dates the corridor's period of significance, the removal of the siding will not
constitute an adverse effect.
0
The re-use of the rail line, construction of new light rail structures, and the rehabilitation and
construction of bridges will alter part of the historic rail corridor and will have a visual effect on the
corridor. All rehabilitation and new construction will be conducted in accordance with the Secretary
of the Interior's Standards for the Treatment of Historic Properties. In addition, new design work has
been based on historic photographs of the CNJ Main Line. Historic lighting and catenaries will be
utilized, and individual buildings will be compatible in massing, size, scale, and architectural features
to their historic counterparts.
The re-use of the historic rail line, the construction of new infrastructure, and the removal of the small
siding will not introduce visual, audible or atmospheric elements that are out of character with the rail
line. The new structures have been designed to be compatible with the line's historic support
NERL-Elizabeth Segment SDEIS
Historic Architectural Resources
12-7
structures. In terms of audible or atmospheric elements, the rail line is currently utilized for freight
traffic, and will not be significantly affected by the new light rail.
Based on the above evaluation, the proposed light rail project will affect, but not adversely, the National
Register eligible CNJ Main Line Historic District.
B.
Pennsylvania Railroad Bridge
The passage of the LRT through the existing underpass of the Pennsylvania Railroad Bridge was
evaluated for two possible effects: visual and physical. As there is sufficient clearance, the catenaries
will not need to be attached to the bridge. However, relocation of the existing pier columns that support
the southbound station platform is necessary. As these columns were built in the 1980s, they are not
historically significant, and their relocation will not constitute an adverse effect. The new light rail will
have a visual effect on the Pennsylvania Railroad Bridge; however, the effect will not be adverse as all
design work will be in accordance with the Secretary of the Interior's Standards for the Treatment of
Historic Properties.
C.
Mid-Town Historic District
The new light rail will have a visual effect on the Mid-Town Historic District, but the effect will not be
adverse, as new construction will utilize brick that is compatible with the district. In terms of noise and
vibration, test results indicated that there would be no significant impact.
In terms of the indirect effect, NJ TRANSIT took into consideration the comment received from the
Historic Midtown Elizabeth Special Improvement District. This organization wrote, “It is hoped that
increasing access to this redevelopment area (Midtown) will be considered as important as providing
access from Midtown to other centers of economic activity.” The new light rail will provide access both
into and out of the midtown area and will, to a great extent, provide service for areas already served by NJ
TRANSIT buses. Therefore there will be no indirect adverse effect from the proposed project.
>
Based on the above evaluation, the proposed light rail project will affect, but not adversely, the National
Register listed Mid-Town Historic District.
D.
Sacred Heart Church, Magnolia Avenue Viaduct over U.S. Routes 1 & 9,
Italianate Rowhouses at 169-173 Reid Street, and Unification Chapel
The proposed project was evaluated for visual effects on all four historic resources as well as for potential
noise and/or vibration on the Sacred Heart Church and the Unification Chapel. No noise or vibration
impacts were identified for either the Sacred Heart Church or the Unification Church. Due to the distance
between the proposed project and these four historic resources, the project was evaluated as having no
effect on the historic resources.
E.
CNJ Perth Amboy and Elizabethport Branch Historic District
The proposed light rail will have a visual effect on the historic branch line and a direct effect in two
locations: the embankment of the Philadelphia Wye and the embankment carrying the main branch line.
The cutting through of the Philadelphia Wye's embankment will result in the minor loss of some of the
branch line's embankment. However, for the line as a whole, the elevated embankment will be kept
intact; therefore, this action will not result in an adverse effect.
NERL-Elizabeth Segment SDEIS
Historic Architectural Resources
12-8
The more significant effect will be the need to cut through the embankment of the main branch line in
order to allow the new light rail to pass underneath the branch line. An adverse effect was avoided by
ensuring that the new bridge carrying the branch line over the light rail is physically separated from the
branch line's historic bridge over Trumbull Street, and by ensuring that the new bridge will utilize two
elements representative of historic CNJ bridges: steel through girder construction, and concrete
wingwalls and abutments. This design will therefore be compatible with the CNJ Perth Amboy &
Elizabethport Branch. Although there will be a loss of some of the branch line's embankment, the loss
will be minor and will not constitute an adverse effect.
a
Based on the above evaluation, the proposed light rail will affect, but not adversely, the National Register
eligible CNJ Perth Amboy & Elizabethport Branch Line.
F.
CNJ Newark & Elizabeth Branch Historic District
The only effect on the historically significant CNJ Newark and Elizabeth Branch is the construction of a
new bridge over the branch line adjacent to the North Avenue Bridge. Typical of bridges along the
Newark & Elizabeth Branch, the new bridge will be a through girder with concrete piers, abutments, and
wingwalls. This design will therefore be compatible with the CNJ Newark & Elizabeth Branch Historic
District and will not constitute an adverse effect.
G.
Singer Factory Historic District
There will be two visual effects on the Singer Factory Historic District: through the introduction of a new
rail line and new catenary structures, and by the proposed viaduct over the Norfolk Southern E-rail Yard.
The new culvert will be a modern concrete expanse. However, as the integrity of the yard has already
been significantly altered by the large modern viaduct for Veteran's Memorial Parkway, the new viaduct
will not constitute an adverse effect.
In terms of the indirect effect, there are no anticipated indirect effects as there will not be a station stop in
close proximity to the Singer complex. Therefore, NJ TRANSIT does not anticipate that the proposed
light rail will result in any changes to the use or development of the Singer complex. However, NJ
TRANSIT agrees to consult with the New Jersey Historic Preservation Office prior to planning, designing
or constructing a station stop near the Singer complex.
Based on the above evaluation, the proposed light rail project will affect, but not adversely, the National
Register eligible Singer Factory Historic District.
Summary
The following historic architectural resources are located within the proposed light rail's Area of Potential
Effects (APE), but will not be affected by the light rail project:
• · Magnolia Avenue Viaduct over US Route 1 & 9
Sacred Heart Church
Italianate Rowhouses
Unification Chapel
CNJ Main Line Historic District Bridge Carrying the Northern Tracks over Dowd Street
NERL-Elizabeth Segment SDEIS
Historic Architectural Resources
12-9
The following historic architectural resources within the APE will be affected, but not adversely, by the
proposed light rail project:
CNJ Main Line Historic District
CNJ Elizabeth Station
CNJ Freight Station Building
CNJ Main Line Historic District Bridges
Bridge Carrying the CNJ Main Line over Broad Street
Bridge Carrying the CNJ Main Line over Jefferson Street
Bridge Carrying the CNJ Main Line over Madison Street
Bridge Carrying the CNJ Main Line over Catherine Street
Bridge Carrying the CNJ Main Line over Reid Street
Bridge Carrying the CNJ Main Line over Division Street
Bridge Carrying the CNJ Main Line Southern Tracks over Dowd Street
CNJ Perth Amboy and Elizabethport Branch Historic District
Bridge Carrying the Philadelphia Wye over Trumbull Street
Bridge Carrying the Branch Line over Trumbull Street
Bridge Carrying the Long Branch Wye
CNJ Newark and Elizabeth Branch Historic District
Bridge Carrying the Newark Wye
Mid-Town Historic District
Pennsylvania Railroad Bridge
Singer Factory Historic District
12.4
Mitigation
The assessment of the project's effects conducted in accordance with Section 106 of the National Historic
Preservation Act and the New Jersey Register of Historic Places Act was based on the following
conditions:
All proposed work will be performed in accordance with the recommended approaches to new
construction as set forth in the Secretary of the Interior's Standards for the Treatment of Historic
Properties.
NJ TRANSIT will demonstrate to the satisfaction of the SHPO staff that the construction will display
compatibility in design, materials, association, workmanship, massing, color, texture, scale and other
visual qualities of the historic resources.
NJ TRANSIT will submit to the SHPO for review and comment samples of new materials and
elements, such as, but not limited to, brick, mortar, lighting, and painted finishes.
NJ TRANSIT will make every effort in the final design of the Midtown Station to align the proposed
light rail track platform edge with the historic CNJ station platform edge.
NJ TRANSIT will ensure that the new bridge cutting through the CNJ Perth Amboy & Elizabethport
Branch will be designed as a through girder bridge, utilizing historic detailing, e.g. round headed
bolts. In addition, the concrete abutments will reflect the typical treatment of CNJ concrete
abutments with horizontal reveals and concrete caps.
D
NERL-Elizabeth Segment SDEIS
Historic Architectural Resources
12-10
NJ TRANSIT will make every effort to include in the catenary system design the dual use of system
supports for lighting, traffic control signals and signs; to design and plan the spacing, height, and size
of support poles to minimize visual obstruction; to use historically compatible support poles; and to
avoid the connection or construction of catenary systems to historic structures.
Designs and plans at the 60% phase will be submitted for comment and consultation to the SHPO;
plans and specifications at the 90% or final phase shall be submitted to the SHPO for review and
approval.
Prior to initiating any further planning, design or construction for the proposed Singer Factory
Station, NJ TRANSIT will consult with the SHPO regarding the potential impacts of locating and
constructing a station at the Singer Factory Historic District and the opportunities and impediments to
preservation of the historic property that may be associated with this component of the overall light
rail project. NJ TRANSIT will ensure that this consultation includes a review and discussion of the
current character and integrity of the Singer Factory, an analysis and discussion of the potential
impacts (direct and indirect) of the light rail and the proposed Singer Factory Station, an
understanding of the ownership, zoning, place (if any) in the municipal master plan, and available
plans for development or redevelopment of the Singer Factory. NJ TRANSIT will also facilitate or
coordinate no less than two discussions among the SHPO staff and the relevant state, county, city, and
private owners of the historic significance and integrity of the Singer Factory and the public,
community, and/or economic benefits of historic preservation at the Singer Factory. NJ TRANSIT
shall not initiate any further planning, design or construction of a Singer Factory light rail station in
the absence of the this consultation.
NJ TRANSIT will recognize and illustrate and discuss in NERL marketing brochures, public
information guides and time tables, and other project publications or public information the historic
significance of the CNJ Elizabeth Station, the Mid-Town Historic District, and the Singer Factory
Historic District. NJ TRANSIT will advise and consult with SHPO regarding the opportunities for
incorporating this information into the above-cited public information. An interpretive display panel
or panels, equal in size to an area not less than 4 feet by 8 feet will be prepared, installed and
maintained at the Elizabeth station of the NERL. This display panel will provide information,
through the use of historic photographs and text, on the significance of the Central Railroad of New
Jersey Elizabeth Station, the Mid-Town Elizabeth Historic District and the Singer Factory Historic
District, and their historic relationships. These display panels will be developed in consultation with
and approved by the SHPO.
During the continuing design phases of this project, NJ TRANSIT will coordinate with the New Jersey
Historic Preservation Office to ensure that the above project conditions are met. In addition, in
accordance with Sections 800.4(2)(2) and 800.5 of the Advisory Council on Historic Preservation's
regulations, NJ TRANSIT will notify the SHPO, the consulting parties, and the public of its assessment of
effects. During the Newark - Elizabeth Rail Link FEIS, 1998, a Programmatic Agreement was executed
between the FTA, the New Jersey SHPO, and the Advisory Council on Historic Preservation, with
concurrence by NJ TRANSIT. The Programmatic Agreement stipulates the measures for continuing
coordination with the SHPO during the final design process and other measures to minimize harm to
protected resources. As of May of 2003, this Programmatic Agreement has been be amended for
concurrence with the NERL - Elizabeth Segment EIS to minimize harm to historic resources that would
potentially result from the SDEIS Build Alternative. The revised Programmatic Agreement is included in
the Appendix, Correspondence.
>
NERL-Elizabeth Segment SDEIS
Historic Architectural Resources
12-1
11
U

HH
11
F
+
13.0
PARKLANDS
This section describes the existing parklands within the study area. An assessment of the impacts of the
No-Build Alternative and the Build Alternative on public parkland, and proposed measures to mitigate
impacts are presented.
13.1
Legal and Regulatory Context
Section 4(f) of the Department of Transportation Act of 1966 (49 U.S.C. 303) declares that it is national
policy to make a special effort to preserve the natural beauty of the countryside, publicly owned parks,
recreation areas, wildlife or waterfowl refuges, or any historic sites of national, state, or local significance.
A Section 4(1) statement is prepared when a transportation project has the potential to use land from a
publicly-owned park, recreation area, wildlife or waterfowl refuge, or any historic site that is listed on or
eligible for inclusion on the National Register of Historic Places. Section 4(f) permits the use of such
land for a transportation project only when the Federal Transit Administration (FTA) has determined that
there is no reasonable or prudent alternative to such use and the project includes all possible planning to
minimize harm to the resource resulting from such use. The word “use” means the taking or acquisition
of land or property for construction of a permanent transportation facility, or if not taken or acquired, the
substantial impairment of the land's or property's use for its intended purpose as a publicly owned park,
recreation area, refuge, or historic site.
13.2
Affected Environment
The following publicly-owned parklands are located within the study area (Figure 13-1). The study area
boundary extends approximately 500 feet from the alignment and related facilities in accordance with the
Area of Potential Effect established for the historic resources analysis.
Military Square - Military Square is a small plaza (approximately.33 acres,) within which is a large
statue. It is owned by the City of Elizabeth and maintained by the Department of Public Works. It is
located at the junction of Westminster Avenue and North Broad Street, approximately two blocks
north of the proposed LRT alignment.
NERL-Elizabeth Segment SDEIS
Parklands
13-1
Winfield Scott Plaza (Scott Park and City Hall Park) – These two small parks, approximately 0.67
and 0.5 acres in size, are owned by the City of Elizabeth and maintained by the Department of Public
Works. Within the two parks, there are areas for passive recreation. The parks are located on Scott
Place between East Jersey Street and Elizabeth Avenue, four blocks south of the proposed LRT
alignment.
Jefferson Park - Jefferson Park is a large four-acre park bounded by Mary Street, Anna Street,
Jefferson Avenue and Madison Avenue. Owned by the City of Elizabeth, it is maintained by the
Department of Public Works. The park is designed for passive recreation with a small amphitheater
and walkways crossing the park. The park is approximately two blocks north of the proposed LRT
alignment.
Leggett Park - Leggett Park is a small triangle of grass (approximately 300 square feet) at the
intersection of Jackson Avenue, Monroe Avenue and Anna Street. Leggett Park is owned by the City
of Elizabeth and maintained by the Department of Public Works. Due to its size and proximity to
surrounding traffic, the park has no facilities for active or passive recreation. The park is located
approximately three blocks north of the proposed LRT alignment.
IHHHHHHH
Woodruff Circle – Woodruff Circle is a plaza (approximately .33 acres) bounded by Mary Street,
Adams Avenue, and Jackson Avenue. Owned by the City of Elizabeth, it is maintained by the
Department of Public Works. Despite signs of a previous basketball court, the plaza is currently used
for passive recreation. The plaza is on the edge of the study area, approximately five blocks north of
the proposed LRT alignment.
Mickey Walker Recreation Center - Mickey Walker Recreation Center, owned by the City of
Elizabeth, is located along Anna Street between Division and Henry Streets. In addition to serving as
a community center, the facility includes a gymnasium with seating for 500, a swimming pool and
playground, and houses the Elizabeth Department of Recreation maintenance facilities. The Center is
located three blocks north of the proposed LRT alignment.
Holland Playground - Holland Playground, owned by the City of Elizabeth and maintained by the
Department of Recreation, is a small park (0.96 acres) located on the south side of Praise the Lord
Plaza, between Route 1 & 9, Spring Street and Reid Street. Recreational facilities at the park include
a basketball court and a playground. The park is located directly across the street from the proposed
Route 1 & 9 Station.
>
Miller Playground – Miller Playground, owned by the City of Elizabeth, is a small 1.46 acre park
that is maintained by the Department of Recreation. It is located on South Park Street, between
Seventh Street and Trumbull Street. The park has a playground for active recreation activities and a
small open area for passive recreation activities. The park is approximately 200 feet south of the
proposed LRT alignment.
Elizabethport Little League Field – The Elizabethport Little League field is owned by the City of
Elizabeth and included in the NJDEP Green Acres Program. The Little League field includes a
a
baseball field and bleacher seating. The field is located on Dowd Avenue, between Schiller Street
and the Chemical Coast rail line, approximately 300 feet west of the proposed Yard and Shop
maintenance facility. The field is separated from this facility by a chain-link fence and the Chemical
Coast Line tracks.
NERL-Elizabeth Segment SDEIS
Parklands
13-2
Parks
Figure 13-1
NERL Alignment 1-9
Alport Monorail
Airport Parking
Lot D
Parks
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
ISON AVE
Proposed LRT
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
AIRPORT
o
Proposed LRT Station
North Elizabeth
Station
Potential Future Connections
Potential Future Station Site
Existing Rail Line
Existing NJ TRANSIT
Commuter Rail Station
MIDTOWN
ELIZABETH
IKEA
Study Area
Kids
World
Military
Square
BROAD ST
Jefferson
Park
Woodruff
Circle
Recreational
Center
JEFFERSON AVE
ELIZABETH CENTER DR,
HENRY ST
MCLESTER SE
DOWD AVE.
DIVISION ST.
EXIT 13A
Leggett
Park
ELIZABETHPORT
North Avenue
Station
Midtown
1&9 (Spring St.)
Station
MAGNOLIA AVE
NORTH AVE
Broad St.
Station
GRAND ST
Mickey Walker
Recreation Center
Division St.
Station
INTI SVO21
Kapkowski Rd.
Station
11-9
(Freigh)
Holland
Playground
291N SHar M3N
Planned Hotel
Conference Center
TERSE
CHEMIK
YORK ST.
JERSEY ST
CSX Yard
Jersey Gardens
Station
ELIZABETH
AVE
REID ST
LRT
KAPKOWSKI RD
Elizabethport
Little League
Yard Shop
SEVENTH ST.
Winfield Scott
Plaza
MAGNI
Miller
Playground
RUMBULL ST:
GNOLIA AVE
JERSEY GARDENS BLVD.
LIVINGSTON ST.
PARKS
Jersey Gardens
Mall
VETERA
MEMORIAL DA
Third Street
Station
NS Yard
To New York City
FIFTH SI
Brophy
Field
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
Future
Singer Station
Ferry Terminal
Station
THIRD ST.
PORT AVE
NTRANSIT
FIAST
NEWARK BAY
2000
Prepared By
BRW, Inc.

11
1200
Station
400
Potential
Cranford/Plaintield
Extension
0
N
Scale in Feet
A
HHHH
Brophy Field – Brophy field, owned by the City of Elizabeth, is a relatively large 4.44 acre park
maintained by the Department of Public Works. It is located on Third Street, between Trumbull
Street and Clark Place, across from Benjamin Franklin Elementary School 13. The park has a game
room, a playground, basketball courts and a lighted field for baseball and softball for active
recreation. The park is approximately 170 feet south of the proposed LRT alignment and 450 feet
south of the proposed Maintenance Yard and Shop location. The park is separated from the proposed
alignment by a chain link fence and Trumbull Street. The following figure, 13-1, illustrates these
parks in the study area.
13.3
Environmental Impacts
The assessment of effects on Section 4(f) resources involved preliminary coordination with local agencies
and officials having jurisdiction over the resources. The following is a description of the impact of the
proposed project on parklands identified in the study area.
13.3.1
No-Build Alternative
Under the No-Build Alternative, there would be no use of publicly owned land of a public park,
recreation areas or other recreational facilities in the study area.
13.3.2
Build Alternative
The following describes the relationship of the Build Alternative to the parks identified within the study
area. No parks identified in the study area would be impacted by noise. The noise analysis is discussed in
Chapter 9.
Military Square – Military Square is located approximately two blocks from the proposed LRT
alignment. The Build Alternative would not require, in any way, the use of Military Square.
Winfield Scott Plaza (Scott Park and City Hall Park) - The Build Alternative is located
approximately four blocks from Winfield Scott Plaza. The Build Alternative would not require, in
any way, the use of Winfield Scott Plaza.
Jefferson Park – The LRT alignment would be located two blocks from Jefferson Park. Therefore,
the Build Alternative would not require, in any way, the use of Jefferson Park.
HHHHHHH
Leggett Park - Leggett Park is located approximately three blocks from the LRT alignment. No use
of parklands or resources would be required as a result of the Build Alternative.
O
Woodruff Circle – Woodruff Circle is located approximately four blocks from the LRT alignment.
The Build Alternative would not require, in any way, the use of Woodruff Circle.
Mickey Walker Recreation Center – The Build Alternative is located three blocks from the Mickey
Walker Recreation Center. The LRT alignment would not require use of land on which the
Recreation Center is situated.
NERL-Elizabeth Segment SDEIS
13-3
Parklands
Holland Playground – The Route 1&9 (Spring Street) Station of the Build Alternative is located 45
feet from the entrance to the Holland Playground. The park is separated from the proposed station by
a chain link fence and Praise the Lord Plaza. The Build Alternative would not require, in any way,
the use of Holland Playground.
Miller Playground The Build Alternative is located approximately 125 feet from the Miller
Playground. The park is separated from the proposed alignment by a chain link fence and Trumbull
Street. The LRT alignment would not require use of the park.
Elizabethport Little League Field – The Elizabethport Little League field is located approximately
300 feet from the site of the proposed Yard and Shop Maintenance facility. A chain link fence and
the Chemical Coast Rail Line currently provides a physical barrier between the park and the proposed
Yard and Shop. The LRT alignment would not require the use of the park.
Brophy Field - The northern edge of the park is approximately 80 feet from the proposed LRT
alignment and 360 feet from the proposed Maintenance Yard and Shop facility, however the nearest
recreation area (playground and benches) is 170 feet from the proposed LRT tracks. The park is
separated from the proposed alignment by a chain link fence and Trumbull Street. The LRT
alignment would not impact the park.
13.4
Mitigation
13.4.1
No-Build Alternative
The No-Build Alternative would not impact any of the parklands in the study area. As a result, no
mitigation measures are required.
13.4.2
Build Alternative
The Build Alternative would have no noise impacts on parklands in the study area, therefore no
mitigation would be required.
NERL-Elizabeth Segment SDEIS
Parklands
13-4

1
14.0
ARCHAEOLOGICAL RESOURCES
IH
This chapter assesses the archaeological resources within the Area of Potential Effects (APE) for the
proposed project and the potential impacts associated with the proposed project. It describes the legal and
regulatory requirements governing the protection of archaeological resources and efforts to comply with
these regulations. This chapter documents consultation with the New Jersey Historic Preservation Office
(NJHPO), local historians and interested parties during the identification of resources, the determination
of effects and proposed measures to minimize impacts during the construction and operation of the
proposed project.
Archaeological resources in the project area were initially evaluated in the Archaeological 1A Technical
Study for the Newark-Elizabeth Rail Link, October 1995, prepared by Joan H. Geismar, Ph.D. That study
included areas west of Division Street. A subsequent study, Archaeological 1A Technical Study for the
Newark-Elizabeth Rail Link Elizabeth Segment, July 2000, prepared by Joan H. Geismar, Ph.D.,
documents the area from Division Street to Newark International Airport. Findings of the 1995 study
continue to be valid and the focus of the following assessment is the extended study area. The New
Jersey State Historic Preservation Officer (NJHPO) findings on the identification of archaeological
resources are in correspondence included in the Appendix.
14.1
Legal and Regulatory Context
Archaeological resources are protected under Federal law through Section 106 of the National Historic
Preservation Act of 1966, as amended; Section 101 (b)(4) of the National Environmental Policy Act of
1969; the Historic and Archaeological Data Protection Act of 1974; Section 4(f) of the Department of
Transportation Act, as amended in 1987; the archaeological and Historic Preservation Act of 1974; the
Archaeological Resources Protection Act of 1979; Executive Orders 11593 and 12364; 23 CFR 771, as
amended October 30, 1980; 36 DVR 66; the guidelines developed by the Advisory Council on Historic
Preservation published November 26, 1980; and the amended procedures for the Protection of Historic
and Cultural Properties, as set forth in 36 CFR 800.
The project was conducted with regard to the Department of the Interior's 36 CFR 60: National Register
of Historic Places; the Secretary of the Interior's Standards and Guideline for Archaeology and Historic
Preservation; National Register Bulletin 15, How to Apply the National Register Criteria for Evaluation.
The regulations developed under Section 106 of the National Historic Preservation Act require that prior
to approval of federal funding, agencies should consider a project's impacts on any district, site, building,
structure, or object that is included in, or eligible for inclusion in, the National Register of Historic Places
NERL - Elizabeth Segment SDEIS
Archaeological Resources
14-1
(NRHP) and the Advisory Council on Historic Preservation (ACHP) must be given an opportunity to
comment on such an undertaking. The Historic and Archaeological Data Preservation Act directs federal
agencies to preserve historic and archaeological data that would otherwise be lost as a result of a federal
action. A project is considered to have an adverse effect on such sensitive resources if it changes the
quality of cultural characteristics that render them eligible for listing on the NRHP. Section 4(f) of the
Department of Transportation Act allows for the use or constructive use of an historic property only if
there is no feasible or prudent alternative and all possible planning has been undertaken to minimize harm
to the property. A Section 4(f) evaluation is contained in Chapter 15.0.
It
14.1.1
Inventory and Identification of Resources
The National Park Service, which administers the NRHP, has established four criteria for the evaluation
of significance of potential historic/archaeological properties for evaluation of the site's potential
eligibility for listing in the Register. As set forth in the guidelines (36 CFR 60.4), these include:
11
“The quality of significance in American history, architecture, archaeology, engineering, and culture that
is present in districts, buildings, structures, and objects that possess integrity of location, design, setting,
materials, workmanship, feeling, and
(a) Association with events that have made a significant contribution to the broad patterns of our
history;
(b) Association with the lives of persons significant in our past;
(c) Embodiment of the distinctive characteristics of a type, period, or method of construction, or that
representation of the work of a master, or that possession of high artistic values, or representation
of a significant and distinguishable entity whose components may lack individual distinction; and
(d) That have yielded, or may be likely to yield, information important in prehistory or history.”
Criterion D, as set forth in the National Park Service's guidelines, is most often applicable to
archaeological resources.
14.1.2
Methodology
A.
Resources and Previous Studies
Federal, state, and local agencies and research institutions were either visited or contacted to identify the
potential for National Register-listed, or eligible, archaeological resources that might be impacted by the
proposed undertaking. Among these agencies and institutions were the Bureau of Ethnology and
Archaeology at the New Jersey State Museum (NJSM) in regard to known sites, and the New Jersey
Historic Preservation Office (NJHPO) to review relevant cultural resources reports on file.
>
Research was also carried out at the National Archives Records Administration (NARA) in College Park,
MD, the Geography and Map Division of the Library of Congress in Washington, D. C., the Elizabeth
Public Library, the New York Public Library, and the Alexander Library at Rutgers University. Various
state and local agencies were also researched, among them the engineers offices of the County of Union
and the City of Elizabeth, the Elizabeth Historical Commission, and the USDA Natural Resources
Conservation Services. In addition, Tom Flagg, Industrial Archeologist, and Frank Reilly, President,
Central Railroad of New Jersey Historical Society, were contacted; both provided excellent information
about the CRRNJ in the project area and the Elizabeth Port (E’Port) Shops and Yard. Contact was also
made with NJ TRANSIT regarding archived railroad maps, but none of the located ones were relevant to
the current research.
TTTTT-01
NERL - Elizabeth Segment SDEIS
14-2
Archaeological Resources
B.
Area of Potential Effects
The Area of Potential Effects (APE) for archaeological resources includes all areas where ground
disturbance may take place along the proposed alignment. The APE includes 5.8 miles of track
alignment, nine station sites and a yard and shop site. An Archaeological 1A Technical Study has been
prepared as an expansion of similar research undertaken for the NERL DEIS completed in 1997.
14.2
Affected Environment
The proposed light rail project would follow preexisting rail right-of-way from Midtown Elizabeth to the
Singer property and then run on previously-filled meadowlands to the north. The southeastern part of the
alignment would be located on original high ground where prehistoric and historic-era resources are
possible.
14.2.1
Topography and Soils
In the mid 19th-century, the high ground, known also as Crane's or De Hart's Point, is the site where the
Central Railroad of New Jersey (CRRNJ) ran its third and last line to the shore of Newark Bay. Now the
northern edge of this high ground is indistinguishable from the filled salt marshes and mud flats, known
as the Newark Meadows, that once separated Elizabeth and Newark.
The Newark Meadows once extended for six miles along Newark Bay between Newark and Elizabeth
(Kardas and Larrabee 1993:17). Prior to filling, this one-half- to three-mile-wide marsh was dotted by
intrusions of high ground, or islands, such as Maple or Great Island, and crossed by streams. The two
largest streams were historically known as Great Ditch and Bound Brook, but the origins of Great Ditch
remain a question. It is now a relocated, culverted drain or sewer in the area that would be crossed by the
proposed project. Bound Brook, also known as Weequaic Creek, is also now channeled.
The Newark Meadows comprise the central portion of a larger marshland system that includes the
Hackensack Meadows to the north. Its formation is attributed to the creation in the Triassic Period of an
approximately twenty-five-mile-long by a four-mile-wide trough that extends in a south by southwesterly
direction from Hackensack on the north and tapers to a south end near Carteret, N. J. and the Fresh Kills
on Staten Island.
About 18,000 years ago, sea level was 300 to 400 feet lower than it is today, but as glaciers melted it rose
rapidly until approximately 12,000 years ago. At that time, and lasting until about 4,000 years before the
present, the average rise of sea level slowed to 10 feet per century; around 3,000 years ago, it slowed even
further to its current average rise of about 0.5 foot per century. As sea level rose, rivers flowed more
slowly, allowing the accumulation of fluvial and, later, tidal sediments that were cut by meandering
rivers. These events culminated in the local inundation that created Newark Bay and its adjacent salt
marshes (Kardas and Larrabbee 1993:18).
1
According to USEPA, sea level has risen worldwide approximately 15-20 cm (6-8 inches) in the last century.
Current rates of sea level rise along the shores New Jersey, New York, and Connecticut, are nearly double the global
average and could increase two to five times by the end of the 21st century.
NERL - Elizabeth Segment SDEIS
Archaeological Resources
14-3
The state geologist reported in 1869 that the soils of the Newark Meadows were mostly blue mud, or clay,
7 to 16 feet deep, above firm gravel (NERL TA Technical Report, Geismar 1995:14). This soil profile
documents a long-established swamp or the ancient water courses that existed in the area. However, soils
in the general vicinity of the APE have recently been classified as three broad types that reflect local
development and the filling that has since occurred. The soils are classified Udorthents, Organic
Substratum (UH), extremely variable material of various types, mainly dredge material; Udorthents,
Waste Substratum (UK), a highly variable fill and refuse, comprising brick, glass, cement, wood, wire,
asphalt, plastic containers, cans, and other material objects; and Urban Land (UL), where more than 90
percent of the land surface is covered by asphalt, concrete, buildings, and other impervious surfaces (Soil
Survey 1989). The soils classification documents the filling of former marshland with hydraulic material
dredged from the bay and with garbage from an unknown source, as well as intensive urbanization.
Running under and through this redefined landscape, and emptying into Newark Bay, is the
aforementioned Great Ditch noted until recently on USGS maps.
The redefined landscape in the project APE is now mainly flat vacant land crossed by former and active
rail lines and the New Jersey Turnpike. Both the active Chemical Coast freight line and the turnpike are
elevated over the proposed alignment. A few commercial buildings still remain adjacent to the proposed
light rail alignment. Refer to Chapter 12 Historic Resources for discussion of the historic architectural
resources in the study area.
14.2.2
Previous Studies
A total of 31 reports of surveys located within two miles of the center of the project APE, or relevant
determinations of eligibility, were located in the files of the NJHPO and the NJSM. None of these studies
identified any known archaeological sites within the APE. The following discussion focuses on the
expanded project APE for this SDEIS. Twenty-three of these previously identified sites are located
within the two-mile radius that extends from the center of the APE; this two-mile radius comprises the
accepted study area for an archaeological assessment. Figure 14-1 lists the twenty-three previously
identified sites. Of the twenty-three sites, five are located in the APE, and are explained in Table 14-1.
The remaining sites are identified in the 1A Technical Report for Archaeological Resources (July 2000).
HHHHHHHHETTE
>
While no new sites were identified directly within the APE, two were located nearby. These include the
Trumbull Street Sewer, a late 19th century feature that runs just beyond the southern limit of the APE
(NJHPO 1999) and would not be impacted by construction. Another is an unidentified prehistoric site
possibly located on the shore where the Arthur Kill and Newark Bay meet. This site was noted on the
map prepared for a state-wide Indian site Survey carried out under the auspices of the Works Progress
Administration (WPA), but not mentioned in the accompanying text (Cross 1941). Further away are three
historic-era domestic sites near the Elizabeth River in downtown Elizabeth, approximately one and one-
half miles from the center of the APE, that are documented in the files of the NJSM. These sites would
also not be impacted by the construction of the proposed project. Shooter's Island, a potentially sensitive
resource also within two miles of the APE center, would not be impacted by the proposed project.
NERL - Elizabeth Segment SDEIS
14-4
Archaeological Resources

1
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Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Department
of Transportation
Federal Transit
Administration
Potential Archaeological Sites
Sites Identified Identified from Surveys and
Reports
NJTRANSIT
0 1
Prepared By
BRW, Inc.
Figure 14-1
I
Table 14-1
Previously Identified Potential Archaeological Resources within APE
MAP
LOCATION
REMARKS
SOURCE
No.
Kapkowski Rd
No prehistoric or historic-era sites in
Kapkowski Road, Elizabeth: Preliminary
1 NE of APE
Archaeological Assessment (Pickman
project APE
center
1980)
No prehistoric or historic-era sites
identified; moderate potential for
Northern part
Technical Study Volume IV: Cultural
prehistoric resources; notes potential for
2
Resources, Interchange 8A to 9 and 11 to
of APE
prehistoric resources near marshes
US Rt. 46 NJ Turnpike Authority 1986
beyond study area; Revolutionary War
resources near Elizabeth Port
Stage I A Cultural Resource
Throughout Potential for 18th C Crane's Ferry; 19"hC Reconnaissance, Combined Sewer
3
study area ferry; no prehistoric sites
Overflow Project, City of Elizabeth, NJ
(Kardas & Larrabee 1993)
Phase I Cultural Resource Survey,
NW part of High potential for prehistoric sites, no Newark International Airport
4
APE
prehistoric or historic-era sites identified Redevelopment Program, Newark, New
Jersey Louis (Berger 1989)
Newark Bay
Newark Bay Bridge Union Co, Bayonne
Bent foundations and footings on land
5
City, Hudson Co; demolished 1988
Bridge
above high water are not to be disturbed
(NJHPO)
Source: NERL SDEIS Archaeology Phase 1A Technical Report, July 2000, Geismar, Joan H.
14.2.3
Prehistoric Considerations
As discussed above, the southern part of the APE was once high ground adjacent to a salt marsh. This is
a terrain that would have been attractive to prehistoric Native Americans as a food resource area.
However, missing was the potable water that would have attracted additional game and sustained long-
term human occupation.
Three conjectural Indian trails lie within the downtown study area: Morris Avenue, the possible route of
the Native American Minisink Trail; Broad and North Broad Streets; and Elizabeth Avenue (Geismar
1995:76). Little is known about prehistoric use of the area east of Division Street. Previous researchers
have reported three unidentified prehistoric sites where relics were recovered during street grading in
Elizabethport south of the APE (Skinner and Schrabisch 1913:42). Also, the previously mentioned site
near the Arthur Kill found on the Indian Site Survey map indicates the Native American presence. More
recent surveys have attempted to find evidence of local prehistoric use or occupation through field testing,
yet have failed to do so. It has been said that the project area in general has been so highly disturbed that
evidence of prehistoric use or occupation would have been destroyed (Kraft 1978:6). This assessment
appears valid for the APE. However, no field investigations have been carried out to determine the
degree of disturbance within selected areas of the APE, and, based solely on original topography, the
potential for prehistoric archaeological sites remains a question. Such questions are most notabley, where
the shore of the bay meets high ground adjacent to former marshland.
NERL - Elizabeth Segment SDEIS
Archaeological Resources
14-5
14.2.4
Historic-Era Development
A.
17th and 18th Century Development
TH
In the 1660s, a vast tract of land was acquired by English-born Puritans from Connecticut that included all
of what is now Union County. It was purchased by deed from Staten Island Indian owners and confirmed
by an English patent. Much of this land was quickly sold off to other groups, and the core area of
Elizabeth--what is now downtown Elizabeth along the Elizabeth River--was initially settled by Long-
Island Puritans in the 1660s (Geismar 1995:6-7). A downtown archaeological zone has been identified
that dates from this era. An historic archaeological zone that extends west and south along the Elizabeth
River also has been identified in downtown Elizabeth (Heritage Studies 1984:668; Geismar 1995:74).
Located in the vicinity of Pearl and Cherry Streets, it lies near the APE (Geismar 1995:76). Development
in the NERL-Elizabeth Segment SDEIS study area is not documented until almost a century later, and
even then it was limited to transportation in the form of a ferry.
An unnamed ferry on a Revolutionary War map surveyed in 1780 (Hills 1780) and reconstructed in 1879
(Meyer 1879) is identified as “Crane's” or “New” Ferry. This 18th-century ferry comprises the first known
development in the project APE.
The Revolutionary War
1
From the very beginning of the Revolutionary War, Elizabethport was considered strategic. Between July
1776 and February 1782, there were almost fifty recorded incidents in the vicinity of Elizabeth Town, the
Point, and the nearby Arthur Kill. Because of its water access, Elizabethport was the setting for troop
movement and for many Revolutionary War skirmishes and battles. The most noteworthy local campaign
may have been the invasion by the British on June 6, 1780. On that day, about 6,000 men crossed from
Staten Island and marched to Connecticut Farms (now Union City) where they were repulsed, and all but
500 returned to Staten Island. Those who remained entrenched themselves at Elizabethport. It was noted
in 1882 that the ground occupied by the contending forces on this occasion was then covered by the
factories, warehouses, and residences of Elizabethport (Clayton quoted in Kardas and Larrabee 1993:14).
After another foray on June 23 the British returned to Staten Island, abandoning their defensive works.
The next day, the Americans marched into Elizabethtown Point and demolished the abandoned British
shoreline defenses. The 1879 Meyer reconstruction shows military activity in the vicinity of the APE.
The map includes camps and possibly troop locations. Of primary interest is that these areas of
Revolutionary War use were later developed by the railroad.
Stephen Crane Property
In addition to the ferry, the 1879 Meyer map also indicates a structure about 1500 feet to the west on the
north side of the Road to Crane's Ferry, later New Point Road. This property belonged to Stephen Crane
and was apparently one of many properties owned by Crane in the Elizabeth area. The footprint of this
18ch-century structure and its immediate surroundings, located between Trumbull Street and the CRRNJ,
lie within the boundaries of what became the Singer Manufacturing Company complex.
NERL - Elizabeth Segment SDEIS
Archaeological Resources
14-6
B.
19th and 20th Centuries
Elizabethport
The Elizabethport town core was, and still is, situated south of the project APE, near the Elizabeth River.
It was here that Edward N. Kellogg of New York and his associates, recognizing the commercial
significance of access to New York via the river and bay, focused their commercial activities in 1835, just
when the first portion of the Somerville & Elizabeth Railroad was under construction. They acquired
land on the Kill Van Kull that appears on the Meyer's map of 1879 as Elizabeth Point Farms and laid it
out in long, rectangular plots. They then named their half-mile tract on the water “The New
Manufacturing Town of Elizabeth Port.” This enterprise became even more commercially viable with the
opening of the Elizabeth-Elizabethport segment of the Elizabeth & Somerville Railroad in 1836.
Although commercial and residential development, associated with the coming of the railroad, expanded
Elizabethport as a town, with the exception of the CRRNJ passenger and freight line to Jersey City in
1863, this development did not extend to the project APE until 1870. It was then that Isaac Singer, also
taking advantage of the area's growing transportation facilities and its water access, purchased 40 acres of
high ground and meadowland at the Point where he opened his factory in 1873. It was an enterprise that
operated for over a century and dominated the study area. However the single most important factor in
development within the APE was the advent of the CRRNJ Jersey City line in 1863.
Local Railroad Development
The following is the summary given in 1864, just after the Jersey City line and the Elizabethport Shops
and Yard had been established on the edge of the Meadows:
The road from Elizabethport to Somerville was built by the Elizabethtown and
Somerville Railroad Company, under a charter granted in 1831. The company was
poor, and the road was opened first from Elizabethport to Elizabeth, then to Plainfield,
then to Bound Brook, and finally, in 1842, to Somerville, by a desperate effort,
resulting in the failure of the company and the foreclosure of the mortgage upon the
road. The road being sold in 1846, the strap rail was taken up by the new organization,
the track relaid with a heavy rail, and preparations made for a large business. A new
company was chartered in 1847 to extend the road from Somerville to Easton, under
the name of The Somerville and Easton Railroad Company. The same year, the part
between Somerville and Whitehouse was put under contract, and in the fall of 1848
was opened. In 1849, authority was given to the Somerville and Easton Railroad
Company to purchase the Elizabeth and Somerville Railroad, and the name of the
consolidated company was changed to “The Central Railroad Company of New Jersey
(Guidebook of the CRRNJ 1864:10).
The following year, in 1850, the new name was adopted. Existing roads were consolidated, the road to
Phillipsburg on the Delaware River was brought into the unification, and the entire road was opened in
1852. In 1860, permission was obtained to extend the road eastward to Jersey City. This authorization
cleared the way to create the CRRNJ right-of-way where the southern part of the NERL-Elizabeth
Segment LRT would run. This line served first as a passenger and freight line, and then later only for the
movement of freight (Reilly 2000:personal communication).
NERL - Elizabeth Segment SDEIS
Archaeological Resources
14-7
Between 1836 and 1863 the Elizabethtown & Somerville Railroad opened between Broad Street in
downtown Elizabeth and the foot of Broadway in Elizabethport. During this time, when the road to
Jersey City was constructed on the edge of the high ground above the Newark Meadows, the eastern
terminus of the rail line had been in Elizabethport south of the APE (Reilly 2000: personal
communication). From the foot of Broadway, a ferry boat carried passengers to New York City, stopping
also at Mariners' Harbor on Staten Island and Bergen Point (Bayonne). In 1852, the CRRNJ opened a
second Elizabeth-Elizabethport track, this time along Port Street in Elizabethport, a little over one-quarter
mile north of the Broadway line. The third and last line established by the CRRNJ from Elizabeth to
Newark Bay, and beyond, was the direct line to Jersey City via the Newark Bay Bridge. The line opened
in 1863, and the bridge the following year.
IH
The Elizabethtown & Somerville's locomotive and car-repair shop had been moved from Somerville to
Elizabethport south of the project APE in 1848 and, in 1853, a roundhouse was built somewhere in the
vicinity of the Broadway or Port Street terminal. Its exact location is unknown (Reilly 2000:personal
communication). Almost 3,000 ferry trips were made between Elizabethport and New York City in 1853,
a round trip of 24 miles. Coal wharves were constructed, and the Elizabethport shops were enlarged both
in number and in the size of individual buildings. The downtown Elizabethport station was a combined
station, railroad office, and hotel until it burned in 1857 (Reilly 2000: personal communication).
The Newark Bay Bridge
The original Newark Bay Bridge, constructed between 1863 and 1864, was an engineering feat. Almost
two miles long, its timber trestle led to a pivot draw bridge of innovative design and construction built on
a masonry foundation. A detailed description of the bridge is found in an 1864 Railroad guidebook
(Guidebook of the CRRNJ 1864:19). When the terminal complex in Jersey City was abandoned in 1967,
bridge traffic “rapidly fell away,” and by 1980 it was an unwanted derelict (Condit 1981:207). The
bridge was demolished in 1988.
The Newark Bay Bridge consisted of a long wooden trestle that spanned the bay between Elizabethport
and Bergen Point (Bayonne); a similar trestle provided access to the Jersey City terminal. The Jersey City
trestle was ultimately filled in while the Newark Bay Bridge trestle was replaced in 1924. In 1870,
branch lines were built north across the Newark Meadows from Elizabethport to Newark (Newark-
Elizabeth Branch) and south to Perth Amboy (Elizabeth-Perth Amboy Branch).
Elizabethport Station
In addition to the bridge, the Elizabethport rail complex included several structures of historical
significance. A station was built in 1865 or, according to Interstate Commerce Commission (ICC)
records, 1867. This station was located in the southeastern crook of a wye formed by the Perth Amboy
Branch of the Central Railroad and the main line tracks. The station was demolished in 1938 during the
reconstruction and elevation of the line, part of a grade crossing elimination plan.
si
It was noted that "the passing of the old Elizabethport station of the central railroad... [is] the end of a
station unique in railroading... it is claimed (that) it is the only [station) in the United States which patrons
cannot reach without crossing at least one set of railroad tracks” (Elizabeth Daily Journal 1938).
NERL - Elizabeth Segment SDEIS
Archaeological Resources
14-8
Elizabethport Yard
Another significant Elizabethport Yard structure was its engine house and turntable. It appears that three
such facilities were successively built on the same site. Located northeast of the intersection of Third and
Trumbull Streets, it is presumed that the first engine house and turntable date from the yard's inception in
1863. This early facility was replaced and enlarged in 1902 and again in 1920. The structure was
demolished in the late 1950s. Several other shop buildings were located in the vicinity of the engine
house, but these structures are not considered to be of the same historical significance as the engine house
and turntable (NJHPO 2000:personal communication).
Great Ditch
Great Ditch may have had natural antecedents, but over time was altered beyond recognition. Used or
adapted to drain the Newark Meadows at least since the mid-19th century, it still serves this function but
in a totally reinvented form. Its potential as an archaeological resource was flagged when it was found on
an 1862 map of Union County (Meyer and Witzel 1862). While labeled “Great Ditch," its configuration
on the map suggests a stream, possibly altered but still meandering, near the northern limit of what was
soon to become the Elizabethport Rail Yard. Straightened by 1916 and its outlet shifted northward but
still, for the most part, in or near its 1862 location, it is shown bordering the northern limit of the
Elizabethport yard on a 1916 map of Elizabeth. Great Ditch currently flows in a culvert, realigned with
Laura Street to the west, and was incorporated into the drainage system created for Newark Airport built
on filled marshland in the late 1920s. The large culvert, still called Great Ditch, runs under the recently-
constructed Jersey Gardens Mall, well north of its original location, and empties into Newark Bay.
However, its former route and outlet are the concern in this assessment.
The ditch may once have been a large tidal creek or stream, but this remains a question. Whatever its
antecedents by 1913, if not before, it was dredged and altered by the Union County Mosquito
Extermination Commission formed in 1912 to drain and eliminate mosquito breeding areas. In a circular
cause-and-effect, these ditches dewatered the meadows and created firmer ground which, in turn,
generated the need for more ditches as the firmer ground lost it porosity and the ability to self-drain.
a
This growing drainage network also required tidal gates, outlets, and other water control constructions,
and by 1914, a tidal gate had been built on the Great Ditch east of the Elizabeth-Newark line on the
meadows. By 1916, the number of tidal gates along the ditch had increased from one to four. In addition,
dredging with a steam-driven dredging machine had enlarged the 15-inch deep by 8-foot-wide ditch to
one that was 5 feet deep and 13 feet wide. The new proportions were needed not only combat natural
sedimentation, but also because the ditch was then obstructed by the introduction of city sewage.
In 1921, the part of Great Ditch that ran between the Newark-Elizabeth branch of the CRRNJ and Newark
Bay, a distance of about one mile, was realigned and expanded. The CRRNJ, expecting to benefit from
improved drainage in the Elizabethport shop area, paid for the work that created a 6-foot deep ditch; its
13-foot width remained unchanged.
While the 19th-century outlet indicated on the 1862 map of Union County may or may not have been
natural, it is where the original Newark Bay Bridge embankment was constructed a year after the map
was made. It is possible that the shift north of the ditch outlet was part of the work done for the original
bridge, but neither maps nor text have been located to verify this information.
NERL - Elizabeth Segment SDEIS
Archaeological Resources
14-9
14.3
Environmental Impacts
14.3.1
No-Build Alternative
The No-Build Alternative would have no effect on archaeological resources.
14.3.2
Build Alternative
Documentary research identified five areas of the APE where archaeological resources may potentially be
encountered by the proposed project (Figure 14-2). Each location is discussed below; some are somewhat
elusive and, therefore, the locations speculative.
A.
LRT Maintenance and Storage Facility (Figure 14-2, Location 1)
The proposed Elizabeth Segment LRT maintenance and storage facility with adjacent parking would be
located in what was once the core area of the Elizabethport Shops and Yard. With the exception of a one-
story storage building located on Trumbull Street just southwest of the proposed maintenance facility, this
land is now vacant.
>
This site is where a series of engine houses and turntables were constructed for the CRRNJ, an eligible
property, between approximately 1863 and 1920. It appears that the proposed maintenance building as
planned would impact the bays of this structure (Figure 14-3). Field-testing is recommended to determine
if the resource is present and to evaluate its integrity.
B.
Original 1865 Elizabethport Station (Figure 14-2, Location 2)
No construction is planned in the area of the former site of the 1865 (1867) Elizabethport Station. The
potential sensitivity of the site warrants that every effort be made to avoid impact to this location,
including construction staging.
C.
Future Singer Station (Figure 14-2, Location 3)
The site of the future Singer Station would be located on a portion of a potentially sensitive area that
could include traces of the original outlet of Great Ditch. Soil boring monitoring is recommended to
determine subsurface conditions; field-testing should be implemented if conditions prove amenable to
finding evidence of the original Great Ditch outlet and possible prehistoric resources. Should soil
deposits from the outlet exist, C-14 dating may determine the age and origin of Great Ditch.
D.
LRT Alignment Between Future Singer Station and Ferry Terminal Station
(Figure 14-2, Location 4)
The alignment west of the proposed future Singer Station to the Ferry Terminal Station might encounter
evidence of the elusive 18th-century Crane's Ferry. Soil boring monitoring is recommended to determine
if duct bank and catenary excavations would extend into natural soils in this area.
NERL - Elizabeth Segment SDEIS
Archaeological Resources
14-10
Future
Connection
to Newark
Airport Monorail
N
(1-9
Identified Areas of
Potential Impact
or Concern
Figure 14-2
Airport Parking
Lot D
NIA Monorail Parking
Lot D Station
Proposed LRT
INTERNITIONAL
AIRPORT
Proposed LRT Station
Potential Future Connections,
Potential Future Station Site
Existing Rail Line
IKEA
CENTER DR.
Kids
North Avenue
Station
Existing NJ Transit
Commuter Rail Station
World
Proposed
Recreational
Center
MCLESTER SE
12173
Area to be monitored (soii borings
and possibly cantenary and
duct-bank excavations)
ELIZABETHPORT
DOWD AVE.
DIVISION ST.
EXIT 13A
NORTH AVE
Kapkowski Rd
Station
CHEMICAL COAST RAILROAD
(Freight)
YORK ST.
NEW JERSEY TURNPIKE
Planned Hotel
ConferenceCenter
To Midtown
Station
CSX Yard
KAPKOWSKI RD.
Jersey Gardens
Station
JERSEY GARDENS BLVD.
LRT
Yard/Shop
TRUMBULL ST.
Jersey Gardens
Mall
S. PARK ST.
MAGNOLIA AVE
VETERANS
MEMORIAL DR.
STON ST.
2
NS Yard
To New York City
Third Street
Station
5
ST.
3
Future
Singer Station
Ferry Terminal/
OENJ Station
THIRD ST.
PORT AVE
NEWARK BAY
FIRST ST
Legend
1. Maintenance and Storage Facility and parking
2. Original E'Port station site. Impacts to be avoided
3. Possible Crane's Ferry site and/possible unaltered Great Ditch outlet
4. Area of suggested soil boring monitoring
5. Embankment of original (1863) Newark Bay Bridge
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NJTRANSIT
Prepared By
BRW, Inc.
។
។
។
.
។
។
។
។
។
។

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Federal Transit
Administration
TRANSIT
Prepared By
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SAWAY
SINGER MANUFRCTURING CO
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PS-KAPKOWSKT
TAJON
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Newark-Elizabeth Rail Link
Environmental impact Statement
Supplemental Draft
Elizabeth Seg
Figure 14-3
PRUMBULL STRERUMBULL
Scale 100 Ft to One Inch,
PS
300
2007.19
24
Sandra Marco
BAW, Inc.
E.
Ferry Terminal Station (Figure 14-2, Location 5)
The proposed site of the Ferry Terminal Station has the potential to impact archaeological resources. This
includes shore embankment and structures for the 1863 Newark Bay Bridge and prehistoric resources.
Soil boring monitoring is recommended to determine subsurface conditions; field-testing is recommended
should conditions prove amenable to finding evidence of the original bridge and possibly prehistoric
resources.
i
14.4
Mitigation
1
14.4.1
No-Build Alternative
1
The No-Build Alternative would have no effect on known and potential archaeological resources
identified in the APE. This assessment applies only to the alignment and does not address any unrelated
proposed construction or projects.
14.4.2
Build Alternative
1
Measures recommended for determining the extent of potential archaeological resources are proposed for
the following areas to be disturbed by the proposed project.
A.
LRT Maintenance and Storage Facility
1
Field-testing is recommended to determine if the Elizabethport Shops and Yard engine house and
turntable resource is present and to evaluate its integrity. Should this prove to be a significant resource
that cannot be avoided, it should be documented through excavation, photos, and drawings.
B.
Original 1865 Elizabethport Station
No construction is planned for this area. Therefore, no mitigation measures are required.
C.
Future Singer Station
Soil boring monitoring is recommended to determine subsurface conditions and field testing should be
implemented if conditions prove amenable to finding evidence of the original Great Ditch outlet and
possible prehistoric resources.
D.
LRT Alignment Between Future Singer Station and Ferry Terminal Station
Soil boring monitoring is recommended to determine if duct bank and catenary excavations would extend
into natural soils in this area. Should this prove to be the case, further testing would be recommended to
determine whether the Crane's Ferry location could lie within this part of the alignment.
NERL - Archaeological Resources
-
Elizabeth Segment SDEIS
14-11
E.
Ferry Terminal Station
Soil boring monitoring is recommended to determine subsurface conditions; field-testing should be
implemented if conditions prove amenable to finding evidence of the original Newark Bay Bridge
structure and /or prehistoric resources in a food-gathering area.
14.4.3
Measures to Minimize Harm (Programmatic Agreement)
During the Newark – Elizabeth Rail Link FEIS, 1998, a Programmatic Agreement was executed between
the FTA, the New Jersey SHPO, and the Advisory Council on Historic Preservation, with concurrence by
NJ TRANSIT. The Programmatic Agreement stipulates the measures for continuing coordination with
the SHPO during the final design process and other measures to minimize harm to protected resources.
As of May 2003, this Programmatic Agreement has been amended for concurrence with the NERL -
Elizabeth Segment EIS to minimize harm to historic and archaeological resources that would potentially
result from the SDEIS Build Alternative. The Programmatic Agreement is included in the Appendix,
Correspondence.
NERL - Elizabeth Segment SDEIS
Archaeological Resources
14-12

15.0
SECTION 4(1) INVOLVEMENT
15.1
Legal and Regulatory Context
>
Section 4(1) of the Department of Transportation Act of 1966 (49 U.S.C. 303) declares that it is national
policy to make a special effort to preserve the natural beauty of the countryside, publicly owned parks,
recreation areas, wildlife or waterfowl refuges, or any historic sites of national, state, or local significance.
A Section 4(f) statement is prepared when a transportation project has the potential to use land from a
publicly-owned park, recreation area, wildlife or waterfowl refuge, or any historic site that is listed on or
eligible for the National Register of Historic Places. Section 4(1) permits the use of such land for a
transportation project only when the Federal Transit Administration (FTA) has determined that there is no
reasonable or prudent alternative to such use and the project includes all possible planning to minimize
harm to the resource resulting from such use.
A.
Use
Use of Section 4(1) land occurs when land is permanently incorporated into a transportation facility, when
there is a temporary occupancy of Section 4(f) land that is adverse, and when there is a "constructive use"
of Section 4(f) land. Land which is permanently incorporated into a transportation facility can be done by
fee simple purchase of the land or through permanent right-of-way acquisition. For a temporary
occupancy of Section 4(f) land to be considered not adverse, it must meet the following conditions:
the duration of the occupancy must be less than the time needed for the construction of the project
and there must not be a change in ownership;
both the nature and magnitude of the changes to the Section 4(f) resources are minimal;
there are no anticipated permanent adverse physical changes nor interference with activities or
purposes of the resource on a temporary or permanent basis;
the land is restored to the same or better condition; and
there is a documented agreement of the appropriate Federal, State, or local officials having
a
jurisdiction over the resource regarding the above conditions.
NERL-Elizabeth Segment SDEIS
Section 4(1) Involvement
15-1
A constructive use of land occurs when the project does not require permanent or temporary use of land,
but due to its proximity, impacts the Section 4(1) land by substantially impairing the activities, features or
attributes of the resource. Section 23 CFR Sec 771.135 of the Section 4(f) regulation states that a
constructive use of land occurs when:
the projected noise level increase from the project substantially interferes with the use and enjoyment
of a resource, i.e., hearing performances at an outdoor amphitheater or interrupting a quiet setting
when the setting is a recognizable feature of the resource;
HT
the proximity of the proposed project impairs the aesthetic quality of a resource where these aesthetic
qualities are considered important contributing elements to the value of a resource, i.e., obstructing or
eliminating the primary views of an architecturally significant building;
a restriction on access diminishes the utility of a resource;
a vibration impact from the operation of a project impairs the use of a section 4(f) resource or affects
the structural integrity of a historic building or impairs its utility;
the project results in an intrusion into an ecological setting, which diminishes the value of a wildlife
habitat in a wildlife or waterfowl refuge adjacent to a project.
B.
"Feasible and Prudent"
The determination of "feasible and prudent" alternatives must include supporting information that
demonstrates unique problems or unusual factors involved in the use of alternatives which would avoid
the use of Section 4(f) resources, or that the cost, social, economic, and environmental impacts or
community disruption resulting from such alternatives reach extraordinary magnitudes. An alternative
may be rejected as not being feasible and prudent if it:
does not meet the project purpose and need;
has excessive cost of construction of extraordinary magnitude; or,
results in severe operational or safety problems, unacceptable adverse social, economic or
environmental impacts, serious community disruption, or, accumulation of the aforementioned
impacts that combined, reach an unacceptable level.
15.2
Affected Environment
The Section 4(f) resources identified within the potential project impact area include historic architectural
and archeological resources listed on or eligible for the National Register of Historic Places, and publicly
owned parklands. Additional descriptions of these resources are included in Chapter 12.0 Historical
Resources, Chapter 14.0 Archaeological Resources and Chapter 13.0 Parklands of this SDEIS.
No publicly-owned wildlife or waterfowl refuge areas are located within the proposed project area.
NERL-Elizabeth Segment SDEIS
Section 4(1) Involvement
15-2
A.
Historic and Archaeological Resources Identified
Historic Architectural Resources
The historic architectural resources identified within the Area of Potential Effect (APE) that are listed, or
eligible for listing, on the National Register of Historic Places are listed in Table 15-1 and shown in
Figure 15-1.
Table 15-1
Historically significant Architectural Resources
Register Status
Map
Resource Name and Location
Key #
Midtown Historic District*
A
Broad Street area
Central Railroad of New Jersey (CNJ) Elizabeth Station*
B
West Grand Street
Pennsylvania Railroad Bridge*
С
Over the CNJ RR (MP 14.05)
CNJ Freight Station Building*
D
233 Commerce Plaza
Magnolia Avenue Viaduct*
E
over US Routes 1 & 9
Sacred Heart Church*
F
Spring Street and Magnolia Avenue
Italianate Rowhouses*
G
169-173 Reid Street
Unification Chapel*
H
953 East Grand Street
CNJ Main Line Historic District:
Bridge carrying southern tracks of CNJ Main Line over Dowd Avenue
Bridge carrying northern track of CNJ Main Line over Dowd Avenue
CNJ Bridge, carrying Main Line over Division Street
1
CNJ Bridge, carrying Main Line over Catherine Street
CNJ Bridge, carrying Main Line over Madison Avenue
CNJ Bridge, carrying Main Line over Jefferson Street
CNJ Bridge, carrying Main Line over Reid Street
CNJ Newark and Elizabeth Branch Historic District:
Bridge at Newark Wye, CNJ Newark & Elizabeth Branch over Dowd Avenue
CNJ Perth Amboy and Elizabethport Branch Historic District:
Bridge at Philadelphia Wye, CNJ Perth Amboy & Elizabethport Branch over
Trumbull Street
3
Bridge carrying the CNJ Perth Amboy & Elizabethport Branch over Trumbull Street
Bridge at Long Branch Wye, CNJ Perth Amboy & Elizabethport Branch over
Trumbull Street
Singer Factory Historic District:
Singer Factory Building, 107 Trumbull Street
4
Singer Factory Perimeter Fence, 107 Trumbull Street
Singer Factory Foundry Building, 107 Trumbull Street
Singer Factory Steel Storage Building, 107 Trumbull Street
Source: Architectural Historic Sites Survey, ARCH', Inc., June 2000
(*): Historic Architectural Resources Background Study, Lynn Drobbin & Associates, Inc., 1995.
NJ: 9/29/94
NR: 10/05/95
NJ: 3/17/84
NR: 9/29/84
1/30/80 SHPO
Opinion
3/19/96 SHPO
Opinion
8/10/90 SHPO
Opinion
3/19/96 SHPO
Opinion
3/19/96 SHPO
Opinion
3/19/96 SHPO
Opinion
NJ/NR eligible
7/19/91 SHPO
Opinion
11/30/95 DOE
NJ/NR Eligible
2
NJ/NR Eligible
NJ: 12/15/86
11/07/88 DOE
NERL-Elizabeth Segment SDEIS
Section 4(f) Involvement
15-3
Archaeological Resources
The potential archaeological resources identified within the Area of Potential Effect (APE) are listed in
Table 15-2 and shown in Figure 15-2.
HH
Table 15-2
Potential Archaeological Resources
Map #
Site
APE/Project Location
1 Elizabethport Shops and Yard
Maintenance Yard and Shop
2 Original 1865 Elizabeth Station
Avoided
3 Great Ditch Outlet
Future Singer Station
4
Alignment between Future Singer Station and
Crane's Ferry
Ferry Terminal Station
1863 Newark Bay Bridge, Great Ditch,
5
Crane's Ferry
Ferry Terminal Station
Source: Archaeological 1A Technical Study for the Newark-Elizabeth Rail Link-Elizabeth Segment, July 2000,
Geismar, Joan H.
B.
Parkland Resources Identified
Parkland resources found within the project study area are discussed fully in Chapter 13.0 and are shown
in Figure 15-3. No land from publicly-owned parks would be required for construction of the proposed
Build Alternative. Nor would any parks identified in the study area be impacted by noise. The noise
analysis is discussed in Chapter 9.
15.3
Environmental Impacts
All historic properties and parklands resources identified are being evaluated to determine if a "use" of a
protected resource would occur under Section 4(f) of the U.S. Department of Transportation Act of 1966.
The following section discusses the potential impacts of the alternatives on Section 4(f) resources.
A.
No-Build Alternative
There would be no use of Section 4(f) resources under the No-Build Alternative.
.
B.
Build Alternative
Historic Architectural
No National Register Listed/Eligible historic structures would be destroyed with the construction of the
proposed project. The determination of effects identified that the Build Alternative would result in no use
of historic architectural resources in the study area.
NERL-Elizabeth Segment SDEIS
Section 4(1) Involvement
15-4
NERL Alignment (1-9
Alrport Monorait
Historic
Architectural
Resources
Figure 15-1
Airport Parking
Lot D
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
AIRPORT
APE
North Elizabeth
Station
Surveyed Locations
Proposed LRT
Proposed LRT Station
Potential Future Connections
MIDTOWN
ELIZABETH
IKEA
Potential Future Station Site
Kids
World
Existing Rail Line
Recreational
Center
BROAD ST
ELIZABALACA DR.
HENRY ST.
MCLESTER ST.
Existing NJ Transit
Commuter Rail Station
JEFFERSON
1-9
DOWD AVE
EXIT 13A
ELIZABETHPORT
North Avenue
Station
Study Area
Midtown
Station
DIVISION ST.
2
MAGNOLIA AVE
'Lynn Drobbin & Associates, 1995
Arch 2. Inc. 2000
1&9 (Spring St.)
Station
O
Division St.
Station
NORTH AVE.
GRANO ST
Kapkowski Rd.
Station
Broad St
Samor
G
NEW JERSEY TURNPIKE
(
E52
Planned Hotel
Conference Center
H
YORK ST.
csx Yard
Jersey Gardens
Station
BERSEY ST
ELIZABETH
KAPKOWSKI RD
REID ST.
Yard Shop
A
TROMULL
SEVENTH
MAGNOLIA AVE
JERSEY GARDENS BLVD
LIVINGSTON ST.
PARK ST.
Jersey Gardens
Mall
VETERANS
MEMORIAL DR
NS Yard
To New York City
FIFTH ST
THIRDS
3
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

Future
Singer Station
Third Street
Station
Ferry Terminal
Station
AVE
FAST ST
NEWARK BAY
Scale in Feet
1
1200
2000
Potential
Cranford/Plainfield
Extension
400
N
0
។
Airport Monorail
(1-9
NERL
Alignment
**100mmun
Airport Parking
Lot D
Potential
Archaeological
Sites Identified
Within Area of
Potential Effects
Figure 15-2
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
Proposed LRT
o
Proposed LRT Station
Potential Future Connections,
Potential Future Station Site
Existing Rail Line
Kids
World
IKEA
LIZABETA CENTER DR.
Proposed
Recreational
Center
MCLESTER ST.
Existing NJ TRANSIT
Commuter Rail Station
DOWD AVE
DIVISION ST.
EXIT 13A
Area to be monitored (soil borings
and possibly cantenary and
duct-bank excavations)
ELIZABETUPORT
North Avenue
Station
NORTH AVE
Kapkowski Rd.
Station
CHEMICAL COAST LINE
(Freight)
YORK ST
NEW JERSEY TURNPIKE
Planned Hotel
ConferenceCenter
To Midtown
Station
CSX Yard
KAPKOWSKI RD.
Jersey Gardens
Station
JERSEY GARDENS BLVD.
LRT
Yard/Shop
TRUMP
Jersey Gardens
Mall
S. PARK ST.
MAGNOLIA AVE.
STON ST.
VETERANS
MEMORIAL DR.
2
NS Yard
To New York City
Third Street
Station
5
A ST.
3
Future
Singer Station
Ferry Terminal/
OENJ Station
THIRD ST.
PORT AVE.
NEWARK BAY
FIRST ST.
Scale in Feet
1
1
400
1200
0'
2000
Legend
1. Maintenance and Storage Facility and parking
2. Original E'Port station site. Impacts to be avoided
3. Possible Crane's Ferry site and possible unaltered Great Ditch outlet
4. Area of suggested soil boring monitoring
5. Embankment of original (1863) Newark Bay Bridge
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NJTRANSIT
Prepared By
BRW, Inc.
1
1
។
T
Parks
Figure 15-3
NERL Alignment (1-9
Airport Monorail
Airport Parking
Lot D
Parks
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE
Proposed LRT
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
AIRPORT
O
Proposed LRT Station
North Elizabeth
Station
Potential Future Connections
Potential Future Station Site
Existing Rail Line
Existing NJ TRANSIT
Commuter Rail Station
MIDTOWN
ELIZABETH
IKEA
CENTER DR
Study Area
Kids
World
Military
Square
(BROAD ST.
Jefferson
Park
Woodruff
Circle
Recreational
Center
MCLESTER SE
HENRY ST.
JEFFERSON AVE
DIVISION ST.
DOWD AVE
EXIT 13A
CLIZABETHPORT
North Avenue
Station
Midtown
Station
MAGNOLIA AVE
NORTH AVE.
Broad St.
Station
GRAND ST
Leggett
Park 1&9 (Spring St.)
Station
Mickey Walker
Recreation Center
Division St.
Station
Holland
Playground
Kapkowski Rd.
Station
1-9
NEW JERSEY TURNPIKE
Planned Hotel
Conference Center
YORK ST.
E. JERSEY SY
CSX Yard
ELIZABETH
Jersey Gardens
Station
AVE
REID
RT
Elizabethport
Little League
KAPKOWSKI RD
Yardshop
SEVENTH ST
Winfield Scott
Plaza
Miller
Playground
MAGNOLIA AVE
TRUMBULL SI
Mall
Jersey Gardens
JERSEY GARDENS BLVD.
UVINGSTON ST.
PARK ST
VETERANS
MEMORIAL DAT
Third Street
Station
NS Yard
To New York City
FIFTH ST
Brophy
Field
Future
Singer Station
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NTRANSIT
Prepared By
BRW, Inc.

Ferry Terminal
Station
THIRD ST.
PORT AVE
FAST ST.
Scale in Feet
NEWARK BAY
1
1200
2000
Potential
Cranford/Plaintield
Extension
400
N
0
A
Archaeological Potential
No known National Register Listed/Eligible archaeological resources would be destroyed with the
construction of the Build Alternative. Four potentially sensitive sites have been identified that may
be
affected by the Build Alternative: Elizabethport Shops and Yard, Crane's Ferry, Great Ditch Outlet, and
Newark Bay Bridge. The following measures are recommended for determining the extent of potential
archaeological resources during subsequent phases of the project:
Elizabethport Shops and Yards - Field testing is recommended at the Maintenance Yard and Shop site
to determine if the Elizabethport Shops and Yard engine houses and turntables resource is intact and to
evaluate its integrity. Should this prove to be a significant resource that cannot be avoided, it should be
documented through excavation, photos, and drawings.
Great Ditch Outlet - Soil boring monitoring is recommended at the Future Singer Station site and the
Ferry Terminal Station site to determine subsurface conditions. Field testing should be implemented if
conditions prove amenable to finding evidence of the original Great Ditch outlet and possible prehistoric
resources.
Crane's Ferry - Soil boring monitoring is recommended along the alignment between the Future Singer
Station and the Ferry Terminal Station, as well as at the Ferry Terminal Station site, to determine if duct
bank and catenary excavations would extend into natural soils in this area. Should natural soils be found,
further testing would be recommended to determine whether the Crane's Ferry location could lie within
this part of the alignment rather than nearer the Ferry Terminal Station.
Newark Bay Bridge Structure – Soil boring monitoring is recommended at the Ferry Terminal Station
site to determine subsurface conditions and field testing should be implemented if conditions prove
amenable to finding evidence of the original Newark Bay Bridge structure.
If it is determined that the Build Alternative would have an unavoidable adverse effect on any register
listed or eligible archeological resource, a fully documented Section 4(f) Statement will be prepared.
Parkland
No publicly owned parkland would be permanently used or occupied by temporary construction with the
Build Alternative. Therefore, no Section 4(1) Statement would be required due to use, or constructive use,
of any parkland.
15.4
Mitigation for Use of Section 4(f) Property
The proposed project would not result in the use of publicly owned park, recreation area, wildlife or
waterfowl refuge, or any historic site that is listed on or eligible for the National Register of Historic
Places. Therefore, a 4(f) statement is not required.
NERL-Elizabeth Segment SDEIS
Section 4(1) Involvement
15-5
T
TITTI

IIHH HT
1
1
16.0
CONTAMINATION / HAZARDOUS
MATERIALS
1
1
1
This chapter presents information on the presence of contamination or hazardous waste in the study area.
Section 16.1 identifies state and federal regulations that govern contamination and hazardous materials
and lists the databases used in the SDEIS. Section 16.2 discusses the affected environment and
potentially contaminated sites in the vicinity of the project corridor. Section 16.3 identifies the specific
sites that would potentially be impacted by the project alternatives. Section 16.4 presents the possible
mitigation measures available that could be used at any potentially contaminated sites.
16.1
Legal and Regulatory Context
1
16.1.1
United States Environmental Protection Agency (USEPA)
The Comprehensive Environmental Response and Liability Act (CERCLA), passed by Congress in 1980,
authorizes the USEPA to:
directly respond to any release of hazardous waste that may endanger public health or welfare.
1
• provide for the emergency response to, and cleanup of, hazardous substances released into the
environment.
provide for the cleanup of inactive waste disposal sites.
assign liability for the costs of cleanup to potentially responsible parties, including the present
property owner, site operator, site developer and lending institution, even if none of these parties had
a direct or indirect involvement in the activities that contributed to the contamination.
In response to the Act, USEPA has developed detailed inventories of confirmed and potential hazardous
waste sites. These federal inventories have been investigated for potential hazardous waste sites within
the project study area, which is defined as 200 feet from the proposed alignment and facilities, as follows:
1
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-1
USEPA: NPL
The National Priorities List (NPL) lists all contaminated sites that pose a significant risk to human health
and to the environment, and identified for priority remedial action under the Superfund Program. These
sites must either meet or surpass a predetermined hazard ranking systems score, or be chosen as a state's
top-priority site, or meet all three of the following criteria:
1. The US Department of Health and Human Services issues a health advisory recommending that
people be removed from the site to avoid exposure.
2. The USEPA determines that the site represents a significant threat.
3. The USEPA determines that remedial action is more cost-effective than removal action.
|
USEPA: CERCLIS
The Comprehensive Environmental Response, Compensation and Liability (CERCLIS) List compiles
USEPA sites which have been or are being investigated for a release or threatened release of hazardous
substances pursuant to the Comprehensive Environmental Response, Compensation and Liability Act of
1980 (CERCLA, or Superfund Act).
USEPA: RCRA (RCRIS)
The USEPA's Resource Conservation and Recovery Act (RCRA) Program identifies and tracks hazardous
waste from the point of generation to the point of disposal. The RCRA Facilities database contains
facilities that generate, transport, treat, store or dispose of hazardous waste.
USEPA: ERNS
ERNS is a national database system used to store information concerning the sudden and/or accidental
release of hazardous substances, including petroleum, into the environment.
16.1.2
New Jersey Department of Environmental Protection (NJDEP)
NJDEP is responsible for identifying contaminated sites and identifying those that require cleanup. The
Site Remediation Program identifies confirmed and potentially contaminated sites, and provides guidance
for remediation of contaminated sites.
The Industrial Site Recovery Act (ISRA), amended in 1999, “imposes certain preconditions on the sale,
transfer, or closure of 'industrial establishments' involved in the generation, manufacture, refining,
transportation, treatment, storage, handling, or disposal of hazardous substances or wastes. ISRA protects
public health and safety, and the environment by promoting efficient and timely cleanups and by
eliminating any unnecessary financial burden on the persons responsible for remediating contaminated
sites."
The following NJDEP inventories were reviewed to identify potential sources of contamination within the
project study area.
STATE: SPL
The State Priority List (SPL) is a database maintained by the State of New Jersey containing sites
considered to be actually or potentially contaminated and presenting a possible threat to human health and
the environment. These sites are generally listed by the state to warn the public or as a part of an
investigation and cleanup program managed by the state.
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-2
STATE: UST
This is a database, maintained by state or local agencies, of known underground storage tanks (USTs).
STATE: LUST
This is a database, maintained by NJDEP, of underground storage tanks that have reported leaks.
STATE: SWF
This is a database, maintained by state or local agencies, of Solid Waste Landfills, Incinerators, and
transfer stations (SWF).
STATE: SHWS
This is a database, maintained by NJDEP Site Remediation Program, of known contaminated sites in New
Jersey except underground storage tanks (UST).
16.2
Affected Environment
During preparation of this SDEIS, an environmental screening analysis was conducted for the NERL
Elizabeth Segment study area. The purpose of this assessment was to identify sites where contamination
might be present. Contaminated sites were identified through the following activities:
Historical Research - Review of aerial photographs and use of a database services to obtain federal
and state environmental records;
Site Reconnaissance - Limited visual survey of the corridor; and
Government Records Searched – A comprehensive analysis was done using USEPA and NJDEP
databases.
Based on this, it was determined that none of the sites located in proximity to the proposed alignment are
included on the following state and federal lists:
National Priorities List (NPL);
Comprehensive Environmental Response, Compensation and Liability (CERCLIS) List;
Environmental Response Notification System (ERNS);
State Priorities List (SPL); and
Solid Waste Landfills, Incinerators, and transfer stations (SWF).
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-3
Table 16-1 lists the locations of all sources of potential contamination in the vicinity of the proposed
alignment. For the identification of potential contaminated sites, the project vicinity includes all sites
within 200 feet. The 200-foot boundary was extended in certain instances to include additional proximate
properties to ensure complete investigation of the vicinity. Table 16-1 includes only known contaminated
sites.
Table 16-1
Known Contaminated Sites
DATABASE REFERENCE
NAME
ADDRESS
DISTANCE FROM
CENTER LINE
LUST
SHWS
600 Bond St.
<or = 200 ft.
X
123 Dowd Ave.
< or = 200 ft.
=
х
123 Dowd Ave.
< or = 200 ft.
х
1189 E. Broad St.
901 E. Grand St.
>200 ft.
<or = 200 ft.
>200 ft.
< or=
= 200 ft.
XXX
X
953 E. Grand St.
х
Xx
< or = 200 ft.
>200 ft.
X
Elizabeth Auto and Truck Inc.
American Plywood Corp.
Conrail Elizabethport Yard & Shop
AM Realty
Lowenstein Industries Inc.
Unification Chapel & Guest Home
Tinmet Corp.
Disposal Areas Inc.
Fajardo Gas Station (Closed)
Getty Service Station
Midtown Urban Development
New England Motor Freight
Allied Signal Inc.
Odd Lot Trading Co. Inc.
Papetti HyGrade Egg Products Inc.
Elizabeth Police Dept.
Mobil Oil 15LMD
Eastern Tea Corp.
Source: BRW, Inc. January 2001
700 Kapkowski Rd.
Kapkowski and North Ave.
400 Madison Ave.
Jefferson / Magnolia Ave.
Morris/Westfield Avenues
1-71 North Ave. E.
>200 ft.
>200 ft.
>200 it.
х
XXXXX
100 North Ave. E.
< or = 200 ft.
X
228 North Ave. E.
<or = 200 ft.
X
х
I Papetti Plaza
>200 ft.
x
< or = 200 ft.
X
1 Police Plaza
200 Spring St.
400 Trumbull St.
>200 ft.
X
X
<or = 200 ft.
x
x
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-4
Table 16-2 identifies all other sources of hazardous waste. This includes registered underground storage
tanks and companies that have a RCRA permit.
Table 16-2
Other Sources of Hazardous Waste
DATABASE REFERENCE
NAME
ADDRESS
RCRA
UST
х
х
X
X
X
X
X
=
х
X
X
х
x
X
X
X
X
х
X
X
DISTANCE FROM
CENTER LINE
< or = 200 ft.
>200 ft.
>200 ft.
<or = 200 ft.
>200 ft.
>200 ft.
< or = 200 ft.
< or = 200 ft.
< or = 200 ft.
<or = 200 ft.
<or = 200 ft.
< or = 200 ft.
< or = 200 ft.
>200 ft.
< or = 200 ft.
<or = 200 ft.
< or = -200 ft.
< or = 200 ft.
< or = 200 ft.
<or = 200 ft.
>200 ft.
>200 ft.
<or = 200 ft.
>200 ft.
>200 ft.
>200 ft.
>200 ft.
< or = 200 ft.
< or = 200 ft.
<or = 200 ft.
< or = 200 ft.
>200 ft.
>200 ft.
>200 ft.
< or = 200 ft.
<or = 200 ft.
>200 ft.
>200 ft.
Consolidated Rail Corp.
Advance Foils Inc.
MDN Auto Electric
Benjamin Kesberg Co.
National State Bank
Silver Auto Body
Service Machine Co. Inc.
163 Division St.
American Chemical & Coatings
Armin Polyethylene Film
Conrail Elizabethport Yard & Shop
Conrail Elizabethport Car and Paint Facility
Fernandez Distributing Inc.
Indick Joseph H
Industrial Disposal Service
NJ Carting Co. Inc.
Peterson USA & Son
R&J Industries Inc.
NYP Corp.
Gerald Labelle DBA
Tecnaut
Jewo USA NJ Inc.
Service Cleaners
Second Presbyterian Church
Jacobson & Company Inc.
Elizabeth Central Office NJ Bell
NJ Bell
Amtrak-Elizabeth Station
Tinmet Corp.
OENJ Redevelopment Site
City of Elizabeth
G&K Realters
Mastercraft Electroplating Inc.
Huls America Inc.
C&B Auto Body
Vinoicator Inc DBA Diamond Tire
Pruss & Son Inc.
Swift Cleaners
New England Motor Freight
Allied Signal Inc.
x
3rd St. and Trumbull St.
800 Bond St.
803 Bond St.
231 Broad St.
1130 Chestnut St.
1179 Chestnut St.
145 Division St.
163 Division St.
410 Division St.
100 Dowd Ave.
123 Dowd Ave.
123 Dowd Ave.
1180 E. Broad St.
1189 E. Broad St.
800 E. Grand St.
800 E. Grand St.
800 E. Grand St.
800 E. Grand St.
805 E. Grand St.
805 E. Grand St.
903 E. Grand St.
910 E. Grand St.
962 E. Grand St.
1161 E. Grand St.
1079 E. Grand St.
1182 E. Grand St.
1196 E. Grand St.
Grand St. & RR Main Line
700 Kapkowski Rd.
1000 Kapkowski Rd.
Kapkowski Rd.
801 Magnolia Ave.
801 Magnolia Ave.
830 Magnolia Ave.
1040 Magnolia Ave.
1062 Magnolia Ave.
1075 Magnolia Ave.
361 Morris Ave.
1-71 North Ave. E.
100 North Ave. E.
X
х
х
x
X
x
X
X
х
x
X
X
х
X
X
XX
X
>200 ft.
X
< or = 200 ft.
X
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-5
DATABASE REFERENCE
NAME
ADDRESS
RCRA
UST
x
X
x
X
х
х
X
X
X
=
X
X
X
х
x
Robbins
Trucking
Baron Blakelee Inc.
Consolidated Freightways Airfreight Inc.
Instant Air Freight Company
Northern Real Estate
Centennial Trucking Co.
Industrial Truck Body Corp.
Silver Star Express
Ausimont USA Inc.
Papetti HyGrade Egg Products Inc.
Beb-El Foods Corp.
Jersey Pride Foods
Elizabeth Police Dept.
Benjamin Franklin School # 13
Mobil Oil 15LMD
Vangarde Finishing Co.
Columbus MFG Corp.
General Film Products Inc.
Guilden Development Co. Inc.
Topco Inc.
Beto Inc.
Eastern Tea Corp.
Highway Service
Compressed Gas Inc.
Custum Interior Intl.
RJR Getty
Kennedy Arms
Wakefern Food Corp.
Wakefern Food Corp.
Source: BRW, Inc. January 2001
X
102A North Ave. E.
140 North Ave. E.
225 North Ave. E.
225 North Ave. E.
225 North Ave. E.
250 North Ave. E.
251 North Ave. E.
295 North Ave. E.
North Ave. E.
1 Papetti Plaza
2 Papetti Plaza
1-71 Papetti Plaza
I Police Plaza
238 Ripley Pl.
200 Spring St.
107 Trumbull St., Bldg. DI
107 Trumbull St.
107 Trumbull St.
107 Trumbull St.
107 Trumbull St.
399-419 Trumbull St.
400 Trumbull St.
548 Trumbull St.
455 Trumbull St.
795 Trumbull St.
39 W. Grand St.
70 Westfield Ave.
600 York St.
720 York St.
DISTANCE FROM
CENTER LINE
<or = 200 ft.
<or = 200 ft.
< or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
< or = 200 ft.
< or = 200 ft.
>200 ft.
>200 ft.
>200 ft.
< or = 200 ft.
<or = 200 ft.
>200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
< or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 ft.
<or = 200 At.
X
X
X
X
X
-
X
X
х
X
=
X
X
X
X
X
X
X
X
X
In addition to the overall assessment of potential contamination in the study corridor, a detailed Phase I:
Environmental Assessment was conducted for the three sites that have been identified for acquisition by
the project. Those sites are: Roman Trucking (558-570 Trumbull Street), Etal Associates (401-419
Trumbull Street), and CGI Industries (437-455 Trumbull Street). The results of the Phase I study were:
Roman Trucking: This site was not listed in the database report.
ETAL Associates: This site is listed in the LUST database with a no further action status and the
UST database with an abandoned in place status in 1996. This site is also listed in the UST database
as Brady Marine Repair Co. Inc. with a tank that was removed in 1993. The site is also listed in the
NJ Spills database. The spill is described as being behind the building. The spill is listed as a
transformer spill due to vandalism. At the time of the spill report, cleanup was in progress.
CGI Industries Inc: This site is listed in the LUST and UST databases. The UST database indicates
the site had a 2,000-gallon unleaded gasoline tank that was removed in 1993. The LUST status is no
further action.
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-6
As part of the Phase I, a site visit was conducted. During the site walkover for each site the following was
noted:
Roman Trucking: This site contained miscellaneous debris and general poor housekeeping. The
truck trailer storage area was an unpaved area, small truck engine repairs were made in the yard area,
drums and tank were stored in the yard area, and piping was found coming out of the ground in the
grassy area.
ETAL Associates: Good housekeeping was used at this site. An abandoned UST is at the site and
the underground piping most likely associated with the abandoned UST was observed in a subsurface
loading area.
CGI Industries Inc: All ASTs have been removed, a UST has been removed, mechanical lifts are
on-site and sealed at the loading dock areas, empty drums labeled hydraulic fluid were on-site and a
sealed subsurface pit was on-site.
Based on the results of the Phase I study, a Phase II Site Investigation was conducted for the same three
sites. The objective of this soil and groundwater investigation was to determine the presence of soil and
groundwater contamination associated with the former USTs and past site activities. The investigation
activities consisted of advancing eleven borings and collecting a soil sample from each boring. The
samples were analyzed for total compound list (TCL) volatile and semi-volatile organic compounds,
pesticides/polychlorinated biphenyls (PCBs) and target analyte list (TAL) metals. A groundwater sample
was collected from each site and analyzed for TCL volatile and semi-volatile organic compounds and
TAL metals.
The following sections summarize the soil investigation results and recommendations for each site.
Roman Trucking: All detected soil analytical results are below the NJDEP Residential Direct
Contact (RDC) Soil Cleanup Criteria (SCC). The detection limits for Thallium and Toxaphene are
slightly above the NJDEP RDC SCC in soil samples RT-SB-1 through RT-SB-4. However, the
analytical results do not indicate that historical or current operations at the site have impacted the soil.
Therefore, no further investigation is recommended for the soil at this site.
>
ETAL Associates: All detected soil analytical results are below the NJDEP RDC SCC. The detection
limits for Thallium and Toxaphene are slightly above the NJDEP RDC SCC in soil samples EA-SB-1
through EA-SB-4. In addition, the detection limits of several SVOC compounds, and pesticide
compounds (aldrin and dieldrin) are above the NJDEP criteria. The detection limits are high due to
sample dilution. The sample was diluted due to matrix interference. The historical operations at this
site showed no uses of the detected chemicals. Therefore, the analytical results do not indicate that the
historical or current operations at the site have impacted the soil. Therefore, no further investigation is
recommended for the soil at this site.
CGI Industries Inc.: All detected soil analytical results are below the NJDEP RDC SCC in soil
sample CG-SB-1 and CG-SB-3. Benzo(a)anthracene and benzo(b)fluoranthene are detected in soil
sample CG-SB-2 and CG-SB-1 above the NJDEP RDC SCC but below the NJDEP NRDC SCC.
Benzo(k)fluoranthene is detected in soil sample CG-SB-1 above the NJDEP RDC SCC but below the
NJDEP NRDC SCC. Benzo(a)pyrene is detected in soil sample CG-SB-2 and CG-SB-1 above the
NJDEP RDC and NRDC SCC. The SVOC compounds detected above the NJDEP criteria in soil
sample CG-SB-2 and CG-SB-1 were detected slightly above the criteria and are at quantities typically
found in soils in areas used for industry and transportation.
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-7
The detection limits for Thallium and Toxaphene are slightly above the NJDEP RDC SCC in soil
samples CG-SB-1 through CG-SB-3. The detection limits of other SVOCs are detected above the
NJDEP criteria in soil sample CG-SB-1. The detection limits are high due to sample dilution. The
sample was diluted due to matrix interference. However, analytical results do not indicate that the
historical or current operations at the site have impacted the soil. Therefore, no further
investigation is recommended for soil at this site. Although, if this area is expected to be
excavated, a Health and Safety Plan (HSP) should detail the proper personal protective equipment
(PPE) to be worn by all Site workers.
The following sections summarize the groundwater investigation results and recommendations for each
site.
Roman Trucking: All Volatile Organic Compounds (VOC) and Semi- Volatile Organic Compounds
(SVOC) results are detected below the NJDEP GQC. The metals detected above the NJDEP
Groundwater Quality Criteria (GQC) are aluminum (315,000 ug/L), arsenic (160 ug/L), barium
(5,560 mg/kg ug/L), cadmium (8.35 ug/L), chromium (812 ug/L), copper (1,350 ug/L), iron (538,000
ug/L), lead (1,260 ug/L), manganese (10,200 ug/L), and nickel (466 ug/L). All other detected metal
concentrations are below the NJDEP GQC.
ETAL Associates: All VOC and SVOC results are detected below the NJDEP GQC. The metals
detected above the NJDEP Groundwater Quality Criteria (GQC) are aluminum (273,000 ug/L),
barium (4,450 mg/kg ug/L), chromium (505 ug/L), iron (707,000 ug/L), lead (259 ug/L), manganese
(25,800 ug/L), and nickel (514 ug/L). Arsenic and cadmium were not detected, however, the MDLs
are above the NJDEP GQS of 8 ug/L and 4 ug/L at 10 ug/l and 5 ug/L, respectively. All other
detected metal concentrations are below the NJDEP GQC.
CGI Industries Inc.: All VOC and SVOC results are detected below the NJDEP GQC. The metals
detected above the NJDEP Groundwater Quality Criteria (GQC) are aluminum (1,680,000 ug/L),
antimony (30.6 ug/L), arsenic (136 ug/L), barium (2,910 ug/L), beryllium (44.7 ug/L), chromium
(659 ug/L), copper (4,190 ug/L), iron (878,000 ug/L), lead (2,990 ug/L), manganese (6,570 ug/L),
nickel (1,300 ug/L) and zinc (9,530 ug/L). Cadmium was not detected, however, the MDL is above
the NJDEP GQS of 4 ug/L at 5 ug/L. All other detected metal concentrations are below the NJDEP
GQC.
The groundwater analytical results from the three sites do not indicate that historical or recent operations
impacted the sites. The metal analytical results for HP-1, HP-2 and HP-3 are within an order of magnitude
for each compound and are fairly consistent from site to site. This indicates that the metal results are
regional and not Site specific. In addition, the samples were collected using the temporary well point
method which does not include developing the well; allowing the well to set for a minimum of two weeks
so that the well reaches equilibrium; and purging the well prior to groundwater sampling. Therefore, the
groundwater samples were turbid and tend to show much higher metal results than is representative of
actual groundwater quality. This is because the metals adhere to the soil particles in the groundwater
sample, and therefore result in a higher than actual concentration in the groundwater.
a
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-8
16.3
Environmental Impacts
16.3.1
No-Build Alternative
The No-Build Alternative would not impact any identified contaminated sites.
16.3.2
Build Alternative
The downtown Elizabeth area has been intensively developed since the beginning of the 20th Century, and
therefore contains a large number of contaminated sites in the project study area (within approximately
200 feet of the alignment and facilities.) However, much of the alignment for the Build Alternative is in-
fill on elevated railroad rights-of-way, decreasing the potential for impact from industry and commercial
business. Along the proposed alignment, outside of the railroad right-of-way, a number of potentially
contaminated sites were identified that may be impacted during the construction of the Build Alternative
due to the location, direction, and/or groundwater flow direction from the alignment. Table 16-3 and
Figure 16-1 identify the properties adjacent to the LRT alignment, and in the proposed right-of-way. A
total of 7 properties with a RCRA permit or known contamination may be impacted by the Build
Alternative. There are five sites that have or had leaking underground storage tanks or other known
sources of contamination (SHWS), and 2 sites with underground storage tanks and RCRA permits which
have been identified in the right of way. None of the three sites that were examined by Phase I and Phase
II studies will impact the project.
Soils found in railroad rights of way and yards in northern New Jersey typically feature a blend of
contaminants termed by the New Jersey Department of Environmental Protection as "historic fill.” This
material, while exhibiting low levels of contamination by regulated materials, typically does not impose a
threat to human health or the environment that triggers remedial obligations. NJ TRANSIT was unable to
obtain access from the private owners of the railroad right of way to conduct soil sampling along the
proposed alignment, to establish that the soils likely to be disturbed during construction of the LRT fall
within this category. Therefore, during the Final Environmental Impact Statement (FEIS), a more
definitive assessment of the scope of contamination will be conducted for the remainder of the alignment.
Appropriate remediation methods and assignment of liability, if any, will be made via a Memorandum of
Agreement between NJ TRANSIT, NJ DEP, and any responsible parties prior to construction. An
existing Memorandum of Agreement between NJ TRANSIT, Conrail, and NJDEP assigns all
responsibility for the cleanup of the Conrail Elizabethport Yard and Shop to Conrail. A copy of the
Memorandum is included in the Appendix.
a
Table 16-3
Potentially Impacted Sites Requiring Further Review
RCRA
UST
LUST
SHWS
X
X
x
REF.
NAME
1 Compressed Gas Inc.
2 Beto Inc.
3 Conrail Elizabethport Yard & Shop
4 Tinmet Corp.
5 Disposal Areas Inc.
6 New England Motor Freight
7 Allied Signal Inc.
Source: BRW, Inc. January 2001
ADDRESS
455 Trumbull St.
399-419 Trumbull St.
123 Dowd Ave.
700 Kapkowski Rd.
Kapkowski and North Ave.
1-71 North Ave. E.
10 North Ave. E.
х
х
X
X
X
X
х
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-9
16.4
Mitigation
16.4.1
No-Build Alternative
The No-Build Alternative would have no impacts on contaminated sites. Therefore, no mitigation plan
would be required.
LITT
16.4.2
Build Alternative
A Phase II Environmental Site Assessment will define more precisely the areas that contain hazardous
wastes, the contamination and direction of flow of ground water, the remedial procedures to be followed
and the cost of such remediation. This assessment has been completed on three sites along Trumbull
Street where property acquisition will be required.
The Phase II for the remainder of the alignment will be planned and executed in accordance with the
technical requirements and standards in the relevant NJDEP regulations. It will include a boring program
for sampling, ground water observation wells, and a soil testing program.
Remediation could involve the removal and disposal of contaminated soils, avoidance of contaminated
areas through the modification of alignment, structural design modification, containment, or on-site
treatment of contaminants. In addition, during construction, a health and safety plan will be developed
that will detail proper personal protective equipment that will be worn by crews working near any
identified contaminates.
Another factor that may affect remediation could be the demolition of buildings encroaching on the right-
of-way. An Asbestos Containing Material (ACM) investigation would be required prior to the demolition
of any existing buildings.
NERL-Elizabeth Segment SDEIS
Contamination / Hazardous Materials
16-10
NERL Alignment
1-9
Airport Monora
Potentially
Impacted
Contaminated
Sites
Figure 16-1
Airport Parking
Lot D
NEWARK AVE
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE.
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
ARPORT
North Elizabeth
Station
#
Index to Table 16-1
Proposed LRT
Proposed LRT Station
Potential Future Connections
MIDTOWN
ELIZABETH
IKEA
Potential Future Station Site
Kids
World
ABETH CENTER DR
+ Existing Rail Line
Recreational
Center
BROAD ST
MOLESTEA SU
HENRY ST
Existing NJ TRANSIT
Commuter Rail Station
JEFFERSON AVE
DOWD AVE
EXIT 13A
Study Area
Midtown
Station
DIVISION ST
ELIZABETHPORT
North Avenue
Station
6
Kapkowski Rd.
Station
MAGNOLIA AVE
1&9 (Spring St.)
Station
NORTH AVE
5
Broad Si.
Station
GRAND ST
Potential
Cranford/Plaintield
Extension
1-9
NEW JERSEY TURNPIKE
CHEMICAL COAS
Planned Hotel
ConferenceCenter
YORK ST.
E, JERSEY ST
C8X Yard
Jersey Gardens
Station
ELIZABETH
AVE
N
Division St.
Station
REID ST
A
KAPKOWSKI RD
SEVENTH ST
LRT
YardShop
Scale in Feet
S. PARK ST.
MAGNOLIA AVE
Mall
Jersey Gardens
JERSEY GARDENS BLVD.
0
400
1200
6 LIVINGSTON ST
3
2
2000
THUMBULIST
VETERANS
MEMORIAL DR
Third Street
Station
AS Yard
To New York City
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
REF.
1
FIFTH ST!
2
NAME
Compressed Gas Inc.
Beto Inc
Conrail Elizabethport Yard & Shop
Tinmet Corp
Disposal Areas Inc.
New England Motor Freight
Allied Signal Inc.
3
ADDRESS
455 Trumbull St.
399 - 419 Trumbull St.
123 Dowd Ave.
700 Kapkowski Rd.
Kapkowski and North Ave.
1-71 North Ave. E.
10 North Ave. E.
Future
Singer Station
4
U.S. Department
of Transportation
Federal Transit
Administration
Ferry Terminal
Station
PORT AVE.
THIRD ST.
5
6
FIRST-ST
NEWARK BAY
NTRANSIT
7
Prepared By
BRW, Inc.

ITIH

TIH
32
# Titt
17.0
ENERGY USE
The purpose of this chapter is to quantify energy expenditures for the construction of the Build Alternative and
operation of the regional transportation system, compared to the No-Build Alternative. Construction activities
are also analyzed and grouped here as a single, one-time expenditure of energy.
17.1
Legal and Regulatory Context
The measurement of the potential environmental benefits of the proposed project on regional energy
consumption has been prepared in accordance with the Transportation Equity Act for the 21" Century
(TEA - 21) and FTA Technical Guidance on Section 5309 New Starts Criteria, June 2002.
17.2
Affected Environment
The energy consumption assessment measures the net impact on energy savings as a result of changes in
automobile and commercial travel in the region, offset in part by the energy requirements for operation of the
proposed project. Two factors are considered in the assessment: vehicle miles of travel (VMT) and energy
consumption factors for the types of vehicle modes included in the alternatives under consideration.
Regional annual Year 2020 VMT within the study area is 153,440,595.
Energy consumption is expressed as the number of British Thermal Units (BTUs) per vehicle mile expended
for a range of vehicle classifications. The types of vehicles operating within the study area in the No-Build
and Build Alternatives include passenger vehicles (both light duty vehicles and light duty trucks), heavy-duty
vehicles, diesel buses, light rail transit, ferry, PATH rail, and New Jersey Transit rail.
Year 2020 energy consumption factors, listed in Table 17-1, were calculated based on the following factors:
NERL-Elizabeth Segment Supplemental EIS regional ridership forecast;
The anticipated mix of light- and heavy-duty gasoline engine vehicles within the region;
The anticipated number of bus diesel engine vehicles within the region; and
The anticipated use of light rail, ferry, and commuter rail vehicles within the region.
NERL-Elizabeth Segment SDEIS
Energy Use
17-1
IIHF
in
17.0
ENERGY USE
The purpose of this chapter is to quantify energy expenditures for the construction of the Build Alternative and
operation of the regional transportation system, compared to the No-Build Alternative. Construction activities
are also analyzed and grouped here as a single, one-time expenditure of energy.
17.1
Legal and Regulatory Context
The measurement of the potential environmental benefits of the proposed project on regional energy
consumption has been prepared in accordance with the Transportation Equity Act for the 21s' Century
(TEA -21) and FTA Technical Guidance on Section 5309 New Starts Criteria, June 2002.
17.2
Affected Environment
The energy consumption assessment measures the net impact on energy savings as a result of changes in
automobile and commercial travel in the region, offset in part by the energy requirements for operation of the
proposed project. Two factors are considered in the assessment: vehicle miles of travel (VMT) and energy
consumption factors for the types of vehicle modes included in the alternatives under consideration.
Regional annual Year 2020 VMT within the study area is 153,440,595.
Energy consumption is expressed as the number of British Thermal Units (BTUs) per vehicle mile expended
for a range of vehicle classifications. The types of vehicles operating within the study area in the No-Build
and Build Alternatives include passenger vehicles (both light duty vehicles and light duty trucks), heavy-duty
vehicles, diesel buses, light rail transit, ferry, PATH rail, and New Jersey Transit rail.
Year 2020 energy consumption factors, listed in Table 17-1, were calculated based on the following factors:
NERL-Elizabeth Segment Supplemental EIS regional ridership forecast;
The anticipated mix of light- and heavy-duty gasoline engine vehicles within the region;
The anticipated number of bus diesel engine vehicles within the region; and
The anticipated use of light rail, ferry, and commuter rail vehicles within the region.
NERL-Elizabeth Segment SDEIS
Energy Use
17-1
17.3
Environmental Impacts
17.3.1
Regional Transportation System Energy Use
H
Table 17-1 shows changes in regional energy consumption for the No-Build and Build Alternatives.
A.
No Build Alternative
The regional travel for the No Build Alternative is 153,409,680 VMT per year. The resulting energy
consumption is 1,305,359,181,485 billion BTUs per year.
B.
Build Alternative
a
The regional travel for the Build Alternative would be 153,440,595 VMT per year. When compared to the
No-Build Alternative, the Build Alternative would reduce total annual VMT by an estimated 32,387 miles by
the Year 2020. The resulting energy consumption is 1,305,098,186,864 BTUs per year. Implementation of
the Build Alternative would result in a decrease of the number of BTUs expended per year of 260,994,621 in
the Year 2020, over the No-Build Alternative. However, these reductions would be slightly offset by the
electric propulsion requirements for new rail service introduced with the Build Alternative. Still, as shown
in Table 17-1, rail propulsion energy requirements would be negligible compared to energy savings from
decreased automobile travel.
As a matter of comparison, one million BTUs of energy is equal to approximately 1.1 days of energy
consumption per capita within the United States.
17.3.2
Construction Energy Use
The analysis of construction energy quantifies and compares the amount of energy required to construct the
Build Alternative. The Build Alternative was divided into the total number of track miles constructed at grade
and on elevated structures. Construction energy requirements were then derived by multiplying these lengths
by equivalent barrel of oil (Bbl) use per mile estimates to determine the amount of energy necessary to
construct various types of trackways. For the Build Alternative, the following calculations were made:
At-grade track of approximately 20,324 feet or 3.9 miles with a construction energy investment of
7,051 Bbl.
Elevated track of approximately 10,300 feet or 1.9 miles with a construction energy investment of
11,626 Bül.
Total track of 30,624 feet or 5.8 miles with a total construction energy investment of 18,677 Bbl.
a
A payback period for construction energy use was calculated for the Build Alternative by dividing the
construction energy requirements by the net annual savings in transportation energy consumption. The results
of this analysis indicate that Build Alternative operations savings would offset construction energy
requirements in less than one year.
NERL-Elizabeth Segment SDEIS
Use
17-2
Energy
Table 17-1
Change in Regional Energy Consumption
Regional VMT per Yea
Change in VMT
per Year
Change in BTU per Year
Vehicle Class
Energy
Consumption
(BTU per
vehicle mile
No-Build Energy
Consumption per
year (BTU)
No-Build
TSM
LRT
LRT vs.
No-Build
LRT vs.
TSM
LRT vs.
No-Build
LRT vs.
TSM
Passenger Vehicle
143,079,883
NA
143,051,090
- 28,793
NA
6,233
891,816,910,739
- 179,464,276
NA
Heavy-Duty Vehicle
7,530,520
NA
7,529,005
- 1,515
NA
22,046
166,017,843,920
- 33,408,508
NA
Bus/Diesel
398,618
NA
399,552
+ 934
NA
41,655
16,604,432,790
+ 38,905,770
NA
Bus/CNG
NA
NA
NA
--
NA
41,655
NA
NA
NA
Bus/LPG
NA
NA
NA
NA
41,655
NA
NA
NA
Bus/M85 or E85
NA
NA
NA
NA
41,655
NA
NA
NA
Bus/Electric
NA
NA
NA
--
NA
41,655
NA
NA
NA
549,724
NA
546,711
- 3,013
NA
77,739
42,734,994,036
- 234,227,607
NA
Light or Heavy
Rail/Electric
Commuter Rail/Diesel
& Ferry
369,132
NA
369,115
- 17
NA
100,000
36,913,200,000
- 1,700,000
NA
Commuter Rail/Electric
1,512,718
NA
1,514,207
+ 1,489
NA
100,000
151,271,800,000
+ 148,900,000
NA
Total
153,440,595 NA 153,409,680 - 32,387
1,305,359,181,485 - 260,994,621
Source: Passenger and Heavy Duty Vehicle Miles of Travel (VMT) and Bus and Rail VMT from NJ TRANSIT's regional travel demand model and system operating plans.
Energy consumption statistics are in British Thermal Units (BTU) and are reported from the Transportation Energy Data Book, Edition 16.
Compiled by BRW, July 2001
NERL-Elizabeth Segment SDEIS
17-3
Energy Use
1
」
4
J
」

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18.0
CONSTRUCTION IMPACTS
The environmental impacts of the proposed project and suggested mitigation measures are discussed
within each of the environmental resource analysis chapters in this document. The purpose of this chapter
is to summarize the discussion of potential construction impacts and mitigation measures for the No-
Build and the Build Alternatives. The No-Build Alternative would not result in construction-related
impacts that are not covered in other environmental documents prepared by the sponsors of those projects.
Implementation of the Build Alternative would result in impacts as construction proceeds. These impacts
are discussed in detail in this chapter.
18.1
Construction Plan
Construction of the NERL-Elizabeth Segment is expected to take approximately 24 to 30 months. The
major construction activities can be grouped and summarized into several categories.
1. Utility Work (start Month 1; 8-12 month duration)
7
The location of the new LRT track alignment, structures, stations and maintenance yard and shop may
require the modification and/or relocation of any number of existing aerial and underground utilities.
These utilities would be either public or private such as sanitary sewers, storm water sewers, water
mains, gas and petroleum product pipelines, electric power cables and telephone and communication
cables. The modifications and/or relocations may be required to protect the utility facilities during
construction/operation of the LRT system or to provide access to the utility facilities for scheduled
maintenance, emergency repairs and future planned work. Utility work could be at any location on
the Project site. Specific work scope and location will be developed during Preliminary Engineering.
Typical work activities could include removal/installation of utility poles and associated power and
communications cabling, underground work on conduits, pipelines and duct banks and construction
of new underground utility manholes and vaults.
2. Maintenance Yard and Shop (start Month 2; 18-20 month duration)
ii
Construction of the Maintenance Yard and Shop will include the following facilities:
Maintenance/Repair Shop Building
LRT Vehicle Storage Building
Switching and Siding Tracks
Parking Lots, Laydown/Storage Areas & Driveways
Area Lighting and Perimeter Fencing
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-1
Construction work activities, in their general sequence, would include the following:
Site clearing and grubbing
Construction of building foundations
Installation of site drainage facilities
Installation of underground building utility services connections
Erection of building steel structures
Building enclosures
Construction of LRT track, switches, signals and communication systems
Site grading and paving
Installation of area lighting and perimeter fencing
Installation of maintenance equipment and machinery
Installation of all building electrical, HVAC, mechanical and communication systems
Site landscaping
0
3. New Bridge Structures (start Month 2; 18-20 month duration]
The proposed LRT alignment will require the construction of six (6) new elevated structures to
support the LRT tracks at the following locations:
Routes 1 & 9
Norfolk Southern E-Rail Yard/Detention Basin
Jersey Gardens Mall Detention Basin
New Jersey Turnpike Mainline
Newark Airport Peripheral Drainage Ditch (2 locations)
Since this type of construction is complex and of long duration, the work will be phased such that
there will be simultaneous ongoing work at all locations. Construction work activities would include
the following:
Installation of foundation piles and/or caissons
Construction of pile caps and/or footings
Construction of retaining walls, piers and abutments
Backfilling retaining walls and abutments
Erection of bridge superstructures
Construction of bridge deck system
Installation of LRT track
Installation of signal and communication systems
O
o
.
In addition to the above work, two new bridge structures will be required to support the existing
Conrail/CSX Chemical Coast Secondary tracks over the proposed LRT alignment. This will be a
complex task involving additional work to maintain use of the existing tracks for freight service.
4. Existing Conrail/CSX Rail Bridges (start Month 1; 12-18 month duration)
The proposed LRT alignment is located on existing Conrail/CSX right-of-way from downtown
Elizabeth to Trumbull Street. The LRT tracks will utilize the following six (6) existing rail bridges
that are currently not in use and which have been out of service for over 20 years:
Broad Street
Jefferson Street
Madison Street
Catherine Street
Reid Street
Division Street
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-2
It is anticipated that these bridges are structurally adequate and can be made serviceable with the
proper rehabilitation. Construction work will be phased and sequenced such that there will be
simultaneous work on all bridge structures. Construction work activities could include the following:
Removal of existing track, ties and ballast
Removal of existing paint on structural steel
Structural repairs
Replacement of bearings
Reconstruction of bridge deck system
Masonry repairs to piers and abutments
Reconstruction of pier and abutment pedestals
Repainting of structural steel
5. New Passenger Stations (start Month 3; 18-20 month duration]
0
The proposed LRT system includes nine (9) new passenger stations at the following locations:
Midtown Elizabeth
• Spring Street
Division Street
Third Street
OENJ/Ferry
Jersey Gardens
Kapkowski Road
North Avenue
Newark International Airport Parking Lot D
Construction work will be phased and sequenced such that there will be simultaneous work at all
stations. Construction work activities, in their general sequence, would include the following:
Site clearing and grubbing
Construction of building foundations
Installation of site drainage facilities
Installation of underground building utility services connections
Erection of building steel structures
Installation of canopy/roof system
Construction of LRT track, switches, signals and communication systems
Site grading and paving
Installation of area lighting
Installation of electrical, communication and ticketing systems
Site landscaping
>
6. New LRT Track and Associated Facilities (start Month 2; 18-20 month duration]
Construction work to build the basic LRT track and the associated power, signaling and
communications systems will be phased and sequenced to coordinate with the construction of the
stations, bridges, maintenance yard and shop and any required utility work. There is likely to be
trackwork ongoing at several locations simultaneously. Construction work activities, in their general
sequence, would include the following:
Site clearing and grubbing
Construction of catenary pole foundations
Installation of site drainage facilities
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-3
Installation of underground ductbanks
Construction of LRT ballast, track, switches, signals and communication systems
Erection of catenary poles
Installation of contact wire and support systems
Installation of grade crossings and signals
Site grading
Site landscaping
18.2
Land Use and Economic Activity
The Build Alternative would require that some of the existing vacant or otherwise undeveloped parcels in
the study area be used as construction staging sites. Any utilized parcels would be returned to their initial
condition when construction is completed. No permanent impacts to the various land uses within the
study area are expected. Construction staging areas will be sited, to the maximum extent feasible, to
avoid inconveniencing adjacent land uses.
Economic activity could be impacted by construction activity in two ways. First, positive impacts and
local benefits could result through increased employment opportunities from production of materials,
services, and labor. These benefits could help to offset any adverse impacts on businesses caused by
diversion of traffic during construction. Required traffic diversion could include traffic detours,
temporary access modifications, and temporary elimination of on- and off-street parking.
18.3
Transportation, Traffic, Parking and Airport
Existing traffic patterns would be impacted during the construction phase of the Build Alternative. A
portion of the facilities would be constructed on or adjacent to existing travel ways, resulting in impacts
requiring traffic detours, temporary access modifications, and temporary elimination of on- and off-street
parking. Slow moving construction vehicles on the roadways near a construction site will also affect
levels of service on the roadways. The implementation of a comprehensive traffic maintenance and safety
plan in close coordination with local officials and private right-of-way owners would be required to
minimize impacts associated with construction activities. Elements of the plan may include:
limiting the closure of high volume roads to off-peak hours;
• implementing detouring plans including driver notification signage;
• developing lane closures which are sensitive to peak hour traffic needs;
providing for temporary access roads and parking areas for those displaced by construction activities;
and,
• providing for traffic control devices at construction sites to ensure adherence temporary restrictions.
Construction activity in the vicinity of Newark International Airport will be coordinated through the Port
Authority of New York & New Jersey (PANYNJ). The PANYNJ has standard operating procedures for
construction on the airport and the FAA requires strict adherence to PANYNJ procedures. Since the
construction or operation of the LRT project would not affect restricted (airside) space, only normal
groundside security procedures would be followed. In addition, during construction, all construction
equipment (including crane clearances) would have to be handled according to conditions in formal
construction permits issued by the PANYNJ.
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-4
18.4
Displacement and Relocation of Existing Uses
No properties would be acquired or uses displaced as a direct result of construction activities. In areas
where the project right-of-way is constricted, construction easements would be required from adjacent
property owners to allow for movement of construction equipment and access to the project right-of-way.
Such easements are temporary in nature and affected properties would be returned to their initial
condition. Construction easements would be used only in instances in which no other alternative is
available.
18.5
Community Facilities
Much of the construction activity associated with the Build Alternative would occur on existing railroad
right-of-way. Construction activities would not produce significant disruption to local traffic. In
residential areas, a construction management plan would be implemented to ensure a smooth flow of
traffic as well as to allow emergency vehicles priority access during construction. Access to community
facilities would be maintained throughout the construction period.
18.6
Soils
During implementation of various project elements associated with the Build Alternative, soils would be
temporarily disturbed due to grading activities. These construction impacts would be mitigated by
measures designed to decrease the loss of soil through erosion and airborne transportation (dust). These
measures would be identified in a Soil Erosion and Sediment Control Plan, which would be required by
the Somerset-Union Soil Conservation District.
18.7
Visual and Aesthetic Conditions
The construction activities related to the Build Alternative would have only a temporary impact on the
visual environment. The activities and impacts would vary based upon the type of construction required.
The construction impacts in general would include the movement of construction machinery, construction
of temporary roads and access ways, scaffolding, construction cranes, and temporary construction fences
and screens. NJ TRANSIT will work with adjacent communities to develop appropriate measures to
mitigate potential impacts, including fencing of construction areas, where appropriate.
1
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-5
Installation of underground ductbanks
Construction of LRT ballast, track, switches, signals and communication systems
Erection of catenary poles
Installation of contact wire and support systems
Installation of grade crossings and signals
Site grading
Site landscaping
18.2
Land Use and Economic Activity
The Build Alternative would require that some of the existing vacant or otherwise undeveloped parcels in
the study area be used as construction staging sites. Any utilized parcels would be returned to their initial
condition when construction is completed. No permanent impacts to the various land uses within the
study area are expected. Construction staging areas will be sited, to the maximum extent feasible, to
avoid inconveniencing adjacent land uses.
Economic activity could be impacted by construction activity in two ways. First, positive impacts and
local benefits could result through increased employment opportunities from production of materials,
services, and labor. These benefits could help to offset any adverse impacts on businesses caused by
diversion of traffic during construction. Required traffic diversion could include traffic detours,
temporary access modifications, and temporary elimination of on- and off-street parking.
18.3
Transportation, Traffic, Parking and Airport
Existing traffic patterns would be impacted during the construction phase of the Build Alternative. A
portion of the facilities would be constructed on or adjacent to existing travel ways, resulting in impacts
requiring traffic detours, temporary access modifications, and temporary elimination of on- and off-street
parking. Slow moving construction vehicles on the roadways near a construction site will also affect
levels of service on the roadways. The implementation of a comprehensive traffic maintenance and safety
plan in close coordination with local officials and private right-of-way owners would be required to
minimize impacts associated with construction activities. Elements of the plan may include:
limiting the closure of high volume roads to off-peak hours;
implementing detouring plans including driver notification signage;
developing lane closures which are sensitive to peak hour traffic needs;
providing for temporary access roads and parking areas for those displaced by construction activities;
and,
• providing for traffic control devices at construction sites to ensure adherence temporary restrictions.
Construction activity in the vicinity of Newark International Airport will be coordinated through the Port
Authority of New York & New Jersey (PANYNJ). The PANYNJ has standard operating procedures for
construction on the airport and the FAA requires strict adherence to PANYNJ procedures. Since the
construction or operation of the LRT project would not affect restricted (airside) space, only normal
groundside security procedures would be followed. In addition, during construction, all construction
equipment (including crane clearances) would have to be handled according to conditions in formal
construction permits issued by the PANYNJ.
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-4
18.4
Displacement and Relocation of Existing Uses
1
1
No properties would be acquired or uses displaced as a direct result of construction activities. In areas
where the project right-of-way is constricted, construction easements would be required from adjacent
property owners to allow for movement of construction equipment and access to the project right-of-way.
Such easements are temporary in nature and affected properties would be returned to their initial
condition. Construction easements would be used only in instances in which no other alternative is
available.
18.5
Community Facilities
Much of the construction activity associated with the Build Alternative would occur on existing railroad
right-of-way. Construction activities would not produce significant disruption to local traffic. In
residential areas, a construction management plan would be implemented to ensure a smooth flow of
traffic as well as to allow emergency vehicles priority access during construction. Access to community
facilities would be maintained throughout the construction period.
18.6
Soils
During implementation of various project elements associated with the Build Alternative, soils would be
temporarily disturbed due to grading activities. These construction impacts would be mitigated by
measures designed to decrease the loss of soil through erosion and airborne transportation (dust). These
measures would be identified in a Soil Erosion and Sediment Control Plan, which would be required by
the Somerset-Union Soil Conservation District.
18.7
Visual and Aesthetic Conditions
The construction activities related to the Build Alternative would have only a temporary impact on the
visual environment. The activities and impacts would vary based upon the type of construction required.
The construction impacts in general would include the movement of construction machinery, construction
of temporary roads and access ways, scaffolding, construction cranes, and temporary construction fences
and screens. NJ TRANSIT will work with adjacent communities to develop appropriate measures to
mitigate potential impacts, including fencing of construction areas, where appropriate.
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-5
18.8
Air Quality
Fugitive dust, emissions from construction equipment, and emissions from additional traffic and
detouring due to construction activities will result from implementation of the Build Alternative.
The proposed project would require the disturbance of soil during construction. This activity would
produce fugitive dust and/or particulate pollution. Construction related activities might cause soil
material to become airborne in a variety of ways including the following:
Digging and dumping of soil and discarded construction materials (asphalt, concrete, etc.);
Material hauling;
Wind erosion over exposed construction sites; and
Re-entrainment of construction dirt deposited on local streets by vehicular traffic on the streets.
The amount of airborne dust generated and the airborne concentration of particulate matter that people
will be exposed to will be dependent on a variety of factors and will vary from day-to-day depending on
site and climate conditions. Factors influencing fugitive dust emissions include:
Soil type
Area of exposed soil
Location of construction activities relative to potential receivers
Volume of dirt/material to be moved
Wind speed
Wind direction
Soil moisture
The length of time that any particular receiver would be exposed to construction related dust would be
relatively short, lasting only the duration of construction. Construction will likely proceed in a linear
fashion with site excavation, bed preparation, and track installation beginning at one or more locations
and working along the project alignment.
Fugitive emissions associated with construction would be minimized by adherence to standard
construction techniques, such as:
.
Watering areas of exposed soil to control fugitive dust;
Covering open body trucks which transport materials to and from construction sites;
Removing soil and other materials from paved streets;
Surrounding construction area with fencing; and
Repaving and/or revegetating exposed areas as soon as practical after completion of construction.
Construction vehicles and equipment would generate the same exhaust emissions, as do motor vehicles on
area roadways. The emissions contribution of these vehicles would be short-term and minor when
compared to usual emission levels from day-to-day traffic in the study area. Additionally, construction
equipment would generally be diesel-powered, emitting relatively low levels of carbon monoxide.
Operation of this equipment would take place mainly during off-peak hours. To further reduce emissions
from construction vehicles and equipment, idling of such equipment would be limited.
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-6
18.9
Noise
The construction process for the Build Alternative would involve the use of equipment and vehicle
operations that typically result in high noise levels and, less commonly, high vibration levels adjacent to
the construction sites. Table 18-1 shows typical construction equipment noise emission levels at 50 feet.
The use of especially noisy equipment, such as a rail saw, jack hammer, scrapers, and pneumatic tools,
would be common throughout the alignment. Pile drivers, the noisiest type of equipment for LRT
projects, would be used in areas where bridges would be constructed.
Table 18-1
Typical Construction Equipment Noise Emission Levels at 50 Feet
89
Typical Noise Levels at 50 ft.
Equipment Type
from Source
Pile Drivers (Impact)
101
Rail Saw
90
Scraper
Truck
88
Jack Hammer
88
Mobile Crane
88
Grader
85
Dozer
85
Tie Inserter
85
Pneumatic Tool
85
Impact Wrench
85
Source: Transit Noise & Vibration Impact Assessment, Federal Transit Administration, April 1995.
I
Table 18-2 identifies the acceptable noise levels from construction activities for associated land uses. In
order to identify whether or not construction activity is likely to impact nearby sensitive receiver areas,
the two loudest pieces of equipment, the pile driver and the rail saw, were added together (using decibel
addition). These two pieces of equipment, used simultaneously at the same location, would result in the
emission of 101 decibels of noise at 50 feet from construction. In areas where pile drivers would not be
used, the next loudest pieces of equipment (rail saw and jack hammer), if used together simultaneously at
the same location, would emit 93 decibels of sound at 50 feet from construction. It is likely that noise
impacts would occur in residential areas, as well as other noise sensitive receiver areas within 50 feet of
the Build Alternative alignment as a result of the construction of the LRT. These impacts would be
intermittent and temporary.
Table 18-2
Acceptable Construction Noise Levels
One hour Leq (dBA)
Land Use
Day Night
Residential
90
80
Commercial
100
100
Industrial
100
100
Source: Transit Noise & Vibration Impact Assessment, Federal Transit Administration, April 1995.
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-7
At this early stage of project development, the extent of the short-term construction impacts is
indeterminable as construction plans which would identify the specific equipment to be used and the
locations where the equipment will be used, will not be completed until the final design stage of the
project. Once this information is known, the appropriate detailed noise assessment will be completed.
This detailed assessment will provide property specific detail that will then be used to develop mitigation
plans to keep the noise levels at or below acceptable levels.
Several means are available for the control of noise impacts during construction. Employing the
following techniques would reduce noise levels 5 to 10 dBA and bring noise levels below the 90 dBA
residential threshold and the 100 dBA commercial/industrial threshold for the majority of construction
activity. These include:
Design considerations and project layout, such as: noise barriers, truck routing away from residential
streets, relocating noise-generating equipment as far away from the sensitive noise areas as possible,
or even by constructing walled enclosures around construction activities;
Operations sequence, such as: combining noisy events to occur at the same time in order to reduce
total length of noise generating activity, and avoiding nighttime construction; and
• Alternative methods, such as: using drill pile driving instead of impact pile driving, specifying
quieted equipment in construction specifications, and alternative demolition or pavement busting
techniques.
18.10
Vibration
For the Build Alternative, monitoring of vibration levels would be required during each phase of project
implementation to ensure that no damage is caused to surrounding buildings or utilities. Possible
procedures that would be employed to minimize vibration would include:
establishing a vibration limit for the construction period consistent with the structural integrity of
nearby buildings;
monitoring vibrations at nearby buildings throughout the excavation and construction phases;
monitoring foundation conditions at nearby buildings; and,
phasing of demolition, earth moving, and other ground-impacting operations to prevent occurrence
during the same time periods.
18.11
Ecology and Wetlands
18.11.1
Threatened and Endangered Species
As discussed in Chapter 10, Ecology and Wetlands, the New Jersey Natural Heritage Program does not
have any records of observations of threatened, endangered, or rare species, or of natural communities in
the project study area. Species listed on the Union County list of threatened and endangered species were
not found to be present in the project study area because suitable habitats are not present to support them.
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-8
There is documented use of Allied Pond by threatened/endangered avian species. Although Allied Pond
would not be directly impacted, there is a limited possibility for construction impacts that may disturb
these species during nesting periods. Field monitoring for nesting avian species is recommended prior to
construction activities in the vicinity. Avoidance of construction activities in the area will be
recommended if it is determined that nesting would be disturbed by such activities.
18.11.2
Wildlife Habitat
A.
Vegetation
The Build Alternative has been designed to avoid impacts to natural habitats to the maximum extent
possible. As part of its permitting process, the NJDEP evaluates the removal of vegetation within
wetlands and floodplains. If it is determined that construction activities would impact vegetation, NJDEP
will specify additional necessary measures or may require the development of a revegetation plan to
restore/replace impacted vegetation.
B.
Terrestrial Habitat
Construction activity impacts to terrestrial habitats would be directly related to the construction impacts
on vegetation, wetlands and floodplains. Since it is not feasible to physically replace/restore wildlife to
an area, mitigation is achieved through restoration of adequate cover and food sources to support the
impacted species. Mitigation will be achieved through mitigation of disturbed vegetation as described
above.
C.
Aquatic Habitat
Construction related impacts to aquatic habitat would be limited to work within a water body, discharges
to the water body and/or temporary sedimentation into the water body. In accordance with New Jersey
Soil Erosion and Sediment Control Standards, and NJDEP dewatering regulations, best management
practices (silt fences, filters, diversions, etc.) will be implemented to minimize impacts to surface waters.
The only direct impact expected to occur within a water body relates to the crossing of the Airport
Peripheral Ditch. Construction of this crossing will likely result in temporary displacement of aquatic
species, but such species would be expected to return to the area once construction is complete.
Mitigation for these temporary impacts may be achieved by scheduling construction activities to avoid
spawning seasons. This mitigation would be developed during the NJDEP wetland permitting process.
18.11.3
Wetlands
While avoidance and minimization of wetland impacts is a primary objective in the design and
construction of the Build Alternative, it will be necessary to create temporary access paths through
wetlands. Where it is not possible to access the proposed LRT alignment by staying outside of wetlands,
such access paths will be chosen. NJDEP permits will include conditions relating to temporary
construction impacts as well as to permanent impacts to wetlands and transition areas. Generally, NJDEP
will require the regrading and revegetation of disturbed wetlands so that pre-construction conditions are
restored and the wetland will continue to function. Specific mitigation techniques for both temporary and
permanent wetlands impacts will be selected with regulatory agency approval and implemented with
oversight by the regulatory agencies.
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-9
18.12
Water Resources
18.12.1
Floodplains
Mitigation of the effects of the Build Alternative on floodplains, if any should occur, would be conducted
in accordance with NJDEP Regulations and other applicable local requirements. Stream Encroachment
Permits would be acquired, if necessary.
18.12.2
Aquifers/Groundwater
The potential to affect groundwater resources would occur only for structures requiring piles, which
would include aerial structures and certain stations of the Build Alternative. Mitigation would include
temporary diversion of water and proper disposal of dewatering materials. Elsewhere in the project study
area, the groundwater table is generally below the anticipated depth of construction. Structural
waterproofing of subsurface components (i.e., caissons, piles) would seal the components against
groundwater penetration and direct horizontal groundwater flow around the component.
18.12.3
Surface Waters
Concepts for stormwater management and contaminants containment plans during construction of the
Build Alternative will be developed by NJ TRANSIT in consultation with appropriate local, state, and
regional agencies as part of the permitting and certification process. This permitting and certification
process will guarantee that the project will not create any significant adverse water quality impacts as a
result of construction activities. The potential effects of construction activities will be minimized through
the use of mitigation measures such as installation of hay bales and/or fabric filters at the construction
periphery to filter out sediments from stormwater runoff prior to discharge into sewer inlets and surface
waters. All discharge activities will be conducted in accordance with applicable local, state, and federal
regulation including the Clean Water Act and the National Pollution Elimination Discharge System
requirements.
18.13
Historic and Archaeological Resources
During the construction phase of the proposed project, certain activities, such as pile driving, may have
the potential to result in temporary effects on nearby historic and archaeological resources. Standard
construction techniques would be employed during construction to reduce the potential for effects on
nearby historic resources. While construction effects are routinely considered as part of the Section 106
process, the SHPO does not have specific standards pertaining to potential vibration impacts of
construction activities. NJ TRANSIT will continue to coordinate with the SHPO throughout the
construction phase to meet the requirements of Section 106 of the National Historic Preservation Act.
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-10
|
18.14
Parklands
Construction activities for the Build Alternative would occur in proximity to three neighborhood
playgrounds: Holland Playground, Miller Playground, and Brophy Field. NJ TRANSIT will coordinate
with local authorities having jurisdiction over these resources to ensure that the potential for disruption is
kept to a minimum. Where appropriate, fencing will be used to protect these resources from construction
activities.
18.15
Hazardous Waste
The presence of known contaminants has been identified within the project study area. Prior to
construction and right-of-way acquisition for the Build Alternative, soil sampling would be performed to
determine the nature and extent of contaminants. The results of this sampling would be incorporated into
a health and safety plan. During construction, a health and safety plan would be implemented to
minimize the potential exposure of workers to contaminants and hazards. Soil and water management
plans would be developed to minimize runoff and impacts on non-contaminated soils. The following
would also be performed during construction:
field screening during excavation and dewatering to identify changes in conditions; and,
stockpiling of excavated soils on heavy, waterproof plastic.
All construction activities will be completed in accordance with the provisions of a Memorandum of
Agreement between NJ TRANSIT and NJDEP that will be developed and executed before the
construction phase begins.
18.16
Utilities
Locations of utility lines within the project study area will be identified during the Preliminary
Engineering phase of the project. When these are identified, construction plans will be designed to cause
the least impact possible on existing utilities. Avoidance and/or mitigation would be a part of the
construction plans.
18.17
Conclusion
The impacts on the natural and built environments resulting from the construction of the project would be
of a short duration (temporary nature) and would not result in significant adverse impacts. Adherence to
applicable construction regulations would be enforced for all areas of potential impacts.
NERL-Elizabeth Segment SDEIS
Construction Impacts
18-11
ΤΠΤΤ

T
1
19.0
RELATED PROJECTS AND
CUMULATIVE IMPACTS
This chapter assesses the incremental impact of the proposed project when added to the past, present and
reasonably foreseeable future actions of related projects in the area. Identified are the resources of
concern, current and proposed relevant actions, potential environmental consequences that would result in
serious deterioration of environmental functions and measures to avoid or minimize damage to the
environment.
19.1
Legal and Regulatory Context
The Council on Environmental Quality's (CEQ) regulations (40 CFR Sections 1500-1508) implementing
the procedural provisions of the National Environmental Policy Act (NEPA) define cumulative effects as
... the impact on the environment which results from the incremental impact of the action when
added to the past, present, and reasonably foreseeable future actions regardless of what
agency (Federal or non-Federal) or person undertakes such other actions.
Cumulative impacts result when the effects of an action are added to or interact with other effects in a
particular place and within a particular time. The combination of these effects, and any resulting
environmental degradation, is the focus of the cumulative impact analysis. The following analysis
follows the general approach of the CEQ handbook entitled Considering Cumulative Effects under the
National Environmental Policy Act, (CEQ 1997).
19.2
Affected Environment
19.2.1
Resources, Ecosystems, and Human Communities of Concern
The affected environment for each of the resource areas is described in previous chapters of this SDEIS.
The corridor for the proposed Elizabeth Segment LRT is a historically urbanized and industrialized area.
Ecosystems, associated with the drainage systems, wetlands and floodplains of the Elizabeth River,
Newark Bay, and the Airport Peripheral Ditch were altered decades ago. Major manmade developments
have included:
Railroads including the CNJ Main Line, the CNJ Newark and Elizabeth Branch, and the CNJ Perth
Amboy and Elizabeth Branch and the Northeast Corridor Railroads;
NERL-Elizabeth Segment SDEIS
Related Projects & Cummulative Impacts
19-1
.
Downtown Elizabeth and surrounding residential neighborhoods;
Elizabethport and the Singer Factory industrial area;
New Jersey Turnpike;
Newark International Airport;
Development of the Port of Elizabeth; and
Big box retail development and Jersey Gardens Mall
Areas of potential concern for cumulative impacts were identified during the early agency coordination
and scoping process for the SDEIS. These areas of potential environmental impact are the following:
• Minority and low-income residential neighborhoods in the City of Elizabeth
listoric and archaeological resources
Wetlands
Traffic and traffic related impacts, such as noise and air quality
19.2.2
Boundaries for Analysis
The analysis of cumulative impacts considered the following boundaries for each of the identified areas of
TTTTTTTTTTTT
concern.
Neighborhoods - The minority and low income neighborhoods as defined by census block groups for all
neighborhoods adjacent to the proposed project.
Historic and archaeological resources All historically significant architectural resources and
archaeological resources found within the project Area of Potential Effect (APE) where applicable,
resources and historic districts that extend beyond the project APE.
Wetlands – Wetlands associated with the Peripheral Ditch and the Newark Bay.
Traffic - Vehicular traffic on the local street network and intersections serving downtown Elizabeth,
Elizabethport, Jersey Gardens Mall and Newark International Airport.
19.2.3
Relevant Past, Present, and Future Actions
As described above, past developments have included railroads, the residential and commercial areas of
the City of Elizabeth, the Elizabethport area, the New Jersey Turnpike, Newark International Airport, and
recent reuse of vacant land for industrial container businesses, big box development such as IKEA, and
the Jersey Gardens Mall.
The following sections discuss plans for related future projects.
A.
Development in Midtown Area & Elizabethport Area
There are several active redevelopment plans in the midtown area.
These include the Tower Hill
Development, a new building for Union County College, and infill retail development along Broad Street
and Elizabeth Avenue (Table 19-1 and Figure 19-1). The Tower Hill Development is within the station
area and includes retail space, market-rate residential housing, and senior citizens housing. A total of
1,000,000 new square feet of office space and 400 housing units are planned for the midtown area
between now and 2020.
NERL-Elizabeth Segment SDEIS
Related Projects & Cummulative Impacts
19-2
Related Projects-
Local Map
Figure 19-1
A® Roadway Improvements
EWR Monorail Parking
Lot D Station
€ Elizabethport Potential Development
NEWARK
INTERNATIONAL
North Elizabeth
Station
MMidtown Potential Development
# Freight Related Projects
A# EWR Airport Related Projects
R5 and through 19 are shown in Figure 19-2,
Related Projects - Regional Map
(27)
A5
Proposed LRT
MIDTOWN
ELIZABETH
EI
IKEA
Proposed LRT Station
(R3)
the
port
E2)
North Avenue
Station
Potential Future Connections
Kids
World
BROAD ST.
ABETH CENTER DR.
Recreational
Center
McLESTER SE
Potential Future Station Site
Existing Rail Line
R1
EXIT 13A
SLIZABETHPORT
(M6
DIVISION ST.
Existing NJ TRANSIT
Commuter Rail Station
1&9 (Spring St.)
Station
MAGNOLIA AVE. (A2
NORTH AVE
Study Area
M3
(M4 Broad St.
Station
M8
GRAND ST.
E10
Potential
Cranford/Plainfield
Extension
Kapkowski Rd.
Station
(1.9
NEW JERSEY TURNPIKE
CHEMICAL COAST LINE
(Freight)
Planned Hovell
Couference Center
M5
M7
YORK ST
VE12
Jersey Gardens
Station
E. JERSEY ST
csx Yard
ELIZABETH
AVE
Division St.
Station
E17
REID
EID
R4
KAPKOWSKI RO
Yard Shop
t
JERSEY GARDENS BLVD.
R6
NSYON
Third Street
Station
F2
To New York City
E16)
གྱི
FIFTH ST
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
(E15)
Eltzatek
THIRD ST
Future
Singer Station
PORT AVE
N
Ferry Terminal
Station
A
NEWARK BAY
N TRANSIT
Scale in Feet
1 1
400 1200
0
2000
NERL Alignment
1-9)
Airport Monorail
A1, 2, 4
Airport Parking
Lot D
A3)
NEWARK AVE
NORTH EAST CORRIDOR (Amtr
MADISON AVE.
HENRY ST
JEEFERSON AVE
Midtown
Station
E
DOWD AVE
SEVENTH
S. PARK ST
TRUMBULL ST
MAGNOLIA AVE
UVINGSTON ST.
Jersey Gardens
Mall
VETERANS
MEMORIAL DR
Prepared By
BRW, Inc.

Table 19-1
Midtown Proposed and Potential Development
Use
Size
Projected Year of
Implementation
2002
2020
2015
2005
Map Key No.
Common Name
(Figure 19-1)
MI Union County Community College
M2
M3
M4
Tower Hill
M5
Tower Hill
M6
Tower Hill
M7
Tower Hill
M8
Source: Union County Division of Economic Development.
Compiled by: BRW, Inc., April 2000.
Institutional
Office
Office
Office
Residential
Residential
Residential
Office
80,000 sq. ft.
450,000 sq. ft.
200,000 sq. ft.
300,000 sq. ft.
150 units
150 units
100 units
50,000 sq. ft.
2010
2003
There are many proposed developments in the Elizabethport area of the city. The development consists of
office buildings, hotels, retail stores, restaurants, transportation and distribution-related uses, and a small
amount of residential use. The development is summarized in Table 19-2 and mapped in Figure 19-1.
Table 19-2
Elizabethport Proposed and Potential Development
Common Name
Use
Size
Warehouse
Hotel
Airport Employee Parking Garage
Map Key No.
(Figure 19-1)
E1
E2
E3
E4
E5
E6
E7
E8
E9
E10
E11
E12
E13
E13
E14
80,000 sq. ft.
36,000 sq. ft.
150 rooms
55,000 sq. ft.
1,500 stalls
400,000 sq. ft.
25,000 sq. ft.
4,000 sq. ft.
450,000 sq. ft.
225 rooms
950 rooms
2,000 stalls
630,000 sq. ft.
900,000 sq. ft.
650,000 sq. ft.
Projected Year of
Implementation
2005
2005
2002
2005
2005
2005
2005
2005
Beyond 2020
2010
2002
2005
2020
2020
2018
Distribution
Retail
Hotel
Retail
Parking
Office
Retail
Restaurant
Retail
Hotel
Hotel
Parking
Distribution
Office
Office
Transportation
Hub
Office
Office
Residential
Retail
Retail
Distribution
Hotel
Re-use of FedEx Distribution Building
Hotel and Conference Center
Airport Employee Parking Garage
Allied Signal
Allied Signal
OENJ
E14
Ferry Terminal
250 boardings
2003
E15
Re-use of Singer Building
E15
Remaining Singer Site
E15
Re-use of Singer Building
E15
Re-use of Singer Building
E15
Remaining Singer Site
E16
E17
Source: Union County Division of Economic Development.
Compiled by: BRW, Inc., April 2000.
115,000 sq. ft.
330,000 sq. ft.
100 units
115,000 sq. ft.
170,000 sq. ft.
70,000 sq. ft.
600 rooms
2010
2010
2010
2010
2010
2005
2012
NERL-Elizabeth Segment SDEIS
Related Projects & Cummulative Impacts
19-3
B.
Development at Newark International Airport
Freight developments are shown in Figure 19-1.
-
1. Continental Airlines Development Continental Airlines is in the process of making major
improvements to Terminal C at Newark International Airport. The airline is adding 600,000 square
feet to the existing 1 million square foot building, and to renovating more than 250,000 square feet of
the terminal. (Figure 19-1 as (Al))
2. Two new on-airport-parking garages were recently constructed, adding 6,600 new parking spaces.
(Figure 19-1 as (A2))
3. Airside Improvements – Numerous physical and operational changes are being made at EWR. These
changes include the lengthening and rehabilitation of various runways, installation, and upgrades of
radar and approach systems, and changes to existing taxiways. One of these projects involves the
culverting and filling of Adams Ditch (a North/South waterway running along Tower Road near
Parking Lot E). (Figure 19-1 as (A3))
4. Landside Access Program – This program is designed to address the traffic congestion problems and
parking shortages at EWR. The program involves roadway improvements, parking garages, and a
plan to extend terminal frontages. (Figure 19-1 as (A4))
5. Expansion of Fuel Farm - The existing fuel farm has not been expanded since the early 1970s. Based
on increase in operations experienced since that time, there is a need to expand the existing facility.
Preliminary plans call for an increase in fuel storage from 15 million gallons to 21 million gallons.
(Figure 19-1 as (A5))
C.
Intermodal Freight Movement Development
Freight developments are shown in Figure 19-1.
1. Express Rail - Express Rail is the 32-acre on-dock rail facility for Port Elizabeth Newark. It began
operations in 1996. Express Rail is shown in Figure 19-1 as (Fl).
2. E-Rail- E-Rail is the Norfolk Southern freight movement facility. Currently, E-Rail uses four tracks,
each 1800 feet long with a carrying capacity of 20-doublestack rail cars. Tracks can be added to
increase capacity. The E-Rail facility is shown in Figure 19-1 as (F2).
D.
Roadway Improvements
Roadway improvements #1 through #4 and #6 are shown in Figure 19-1. Roadway improvements #5 and
#7 through #10 are shown in Figure 19-2.
1.
Improvements to local connections at New Jersey Turnpike Interchange 13 to allow direct access to
Bayway Avenue. (Figure 19-1 as (R1))
2. Replacement of Magnolia Avenue Bridge over Route 1 & 9. The new bridge will carry two 15-foot
travel lanes and two 6-foot sidewalks. The improvement will alleviate east-west congestion at the
Grand Street at-grade crossing of Route 1 & 9. (Figure 19-1 as (R2))
NERL-Elizabeth Segment SDEIS
Related Projects & Cummulative Impacts
19-4

Passaic Co.
Paterson
Garden State Parkway
Bergen Co.
Clifton
Montclair Branch
Essex Co.
(T3
Nutley
West
Orange
80
Belleville
Bloomfield
195
Broad St.
Station
Morris and Essexs Lines
T2
280
Newark
Penn Station
NERL
(T4)
178
Summit
Newark Int
Airport
178
(T1
Raritan Valley Line
Elizabethport
Roselle
Cranford
Elizabeth
(R10
Westfield
Plainfield
(T5
(R9
Northeast Corridor
95
Union Co.
(R5)
Legend
------NJ TRANSIT Commuter Rail Line
NERL
(R# Roadway Improvement
T# Transit Improvements
(R7
(R8)
Garden State Parkway
North Jersey
Coast Line
Middlesex Co.
0
1 2
3
4 Miles
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
US Departme
of Transportation
Federal Transit
Administration
Related Projects - Regional Map
Figure 19-2
NTRANSIT
Prepared By
BRW, Inc.
3. Grade separation at North Avenue, Dowd Avenue, and Division Street. The elevation of North
Avenue will alleviate traffic at the intersection of Dowd Avenue and Division Street. It will also
provide more direct access to the airport for the businesses at the northern end of Dowd and Division.
(Figure 19-1 as (R2))
4. York Street extension into Jersey Gardens Mall. (Figure 19-1 as (R4))
5. Portway - Portway is a proposed truck only roadway that would connect Port Elizabeth/Newark with
regional rail/truck intermodal and distribution facilities. A proposed interchange from the New Jersey
Turnpike would connect to the Portway road at Tremley Point. Improvements to this intermodal
transport facility will relieve congestion on area roads. Improvements will occur in Elizabeth, Jersey
City, Newark, Kearny, Linden, and Rahway. The roadway connection to Tremley Point is shown in
Figure 19-2, a regional map of the area as (R5).
>
6. Replacement of the bridge over the Elizabeth River. The new structure will carry six 12-foot travel
lanes, two 12-foot outside shoulders, and two 3-foot inside shoulders. (Figure 19-1 as (R6))
7. Rehabilitation of Rahway River Bridge to provide new ramp connections between Route 1 & 9 and
Randolph Avenue. Route 1 will be widened to include auxiliary lanes/shoulders. (Figure 19-2 as
(R7))
8. A new parallel viaduct over the Rahway River on Route 1 & 9 will be constructed. The new structure
will carry three 12-foot travel lanes and two 12-foot shoulders. (Figure 19-2 as (R8))
9. Improvements to Route 1 & 9 in the area of Linden Airport. (Figure 19-2 as (R9))
10. 1-278 connections to and from Route 1 & 9 northbound. (Figure 19-2 as (R10))
11. Union County plans to install a computer controlled Traffic Signal and Traveler Information System
along Route 1 & 9.
12. Improvements related to the Kapkowski Road Transportation Plan including the grade separation of
the North and Kapkowski Intersection and other related improvements.
E.
Transit Improvements
Transit improvements #1 through #5 are shown in Figure 19-2. Improvement #6 is not mapped.
1. Newark International Airport (EWR) Monorail-Northeast Corridor (NEC) Connection – The EWR
Monorail-NEC Connection, opened in 2001, provides direct transit access to the airport by linking
rail lines from the Northeast Corridor with Newark International Airport. (Figure 19-2 as (T1))
>
2. Secaucus Transfer Station - A transfer station located in the Hackensack Meadowlands is currently
under construction. This station will connect all of the major rail lines in Northern New Jersey
including the Northeast Corridor, the Morris and Essex Line, the Main/Bergen Line, and the Pascack
Valley Line. (Figure 19-2 as (T2))
3. Montclair Connection - This improvement, opened in 2002, connects the Boonton Line with the
Montclair Branch of the Morris and Essex Line at the Bay Street Station in Montclair. Existing track
and bridges east of the Walnut Street Station in Montclair are no longer in service. All Boonton Line
NERL-Elizabeth Segment SDEIS
Related Projects & Cummulative Impacts
19-5
service now pass through Broad Street Station in Newark to New York via the Kearny Connection.
(Figure 19-2 as (T3))
4. Newark-Elizabeth Rail Link (NERL) - The Newark-Elizabeth Rail Link is a light rail project that in
its entirety will connect Broad Street Station in Newark with Midtown Station in Elizabeth. Major
stops along the alignment will include four stations in downtown Newark, Penn Station in Newark,
and the EWR Monorail NEC Station. The EWR Monorail Parking Lot D Station is one of the termini
of the Elizabeth Segment of NERL, for which this SDEIS is being written.
The first operable segment of NERL, from Broad Street Station to Penn Station in Newark, is now in
the final design stage and began construction in 2002. Station stops will include Broad Street Station,
Atlantic Street Station, Washington Park Station, Center Street Station, and Penn Station. (Figure 19-
2 as (T4))
5. Shuttle Bus/Van System - Union County plans a high tech transit shuttle bus/van system to the train
stations located along the Northeast Corridor. (Figure 19-2 as (T5))
6. Amtrak Acela - A high-speed train between Boston and Washington D.C. makes the trip competitive
with airplane travel. The Acela began operation in 2000.
F.
Ferry Improvements
The Elizabeth Ferry project is sponsored by the County of Union, New Jersey. OENJ-Cherokee Realty
Holdings, LLC (OENJ) is the owner and developer of the land intended to be used for the ferry. All ferry
infrastructure, excluding vessels, will be owned by Union County (with the Union County Improvement
Authority). Service will be provided through an operating agreement between Union County and New
York Waterways (NYW). NYW already operates several ferry services in the New York City
Metropolitan area and will be the operator of the Elizabeth Ferry service.
Originally, a ferry was planned for this site as part of a larger development plan by OENJ, which includes
three office buildings, a parking garage, and a marina. Future Newark-Elizabeth Rail Link - Elizabeth
Segment (NERL-ES) service will pass by and stop at the ferry terminal. The ferry will provide transit from
the Elizabeth and Union County area to employment and entertainment opportunities in Manhattan. In
addition, the Elizabeth Ferry will permit shoppers,' workers, and travelers from Manhattan to reach
Elizabethport area developments and, with additional connections, other regional destinations, including
Newark Airport.
The current proposal is to expedite the ferry component of the larger development project. This decision
was made in response to a greater demand for transit services to lower Manhattan as a result of the
disruption of Port Authority Trans-Hudson (PATH) service from New Jersey to lower Manhattan after the
September 11th, 2001 attacks on the World Trade Center. On November 1, 2001, the City of Elizabeth
Planning Board approved OENJ's "Application for Amended Interim I And Preliminary and Final Site
Plan Approval with Variances and Waivers, for the ferry service, allowing this project to continue
forward.
The Elizabeth Ferry includes the construction of a floating dock with two ferryboat slips, establishment of
walkway ramps between land and the dock, creation of a covered waiting area and prefabricated terminal
building, and paying of a 1000-space parking lot. All aspects of the project will meet American with
Disabilities Act (ADA) and New Jersey Barrier Free Code requirements. This ferry facility would be
located in the City of - Elizabeth, Union County, New Jersey, on the 54.46-acre Parcel G site of the
Kapkowski Road Redevelopment Area. The project site is a capped Brownfield landfill site. The
NERL-Elizabeth Segment SDEIS
Related Projects & Cummulative Impacts
19-6
proposed ferry will serve Elizabeth and other Union County and regional residents seeking to commute to
and from lower Manhattan.
The ferry terminal will be a double-wide prefabricated building with a supplementary tent shelter. The
terminal building will house a ticketing office, indoor waiting area, and restrooms. The waiting area will
provide adequate capacity in adverse weather conditions for ferry customers waiting to board boats.
The 1000-space parking lot will be located on the west side of the ferry terminal area. It is bounded by
Mall Ring Road to its west and a new ferry access road to its north, east, and south. The 24-foot wide
access road will loop around the parking lot, providing a drop-off area near the terminal and 22 spaces for
waterfront visitors not riding the ferry. The Elizabeth Segment includes a station by the ferry terminal,
east of the parking lot. The parking lot will cover approximately 12.4 acres of the project site. Gated
access to the lot will be near its southwest corner.
An 840-foot ADA-accessible Waterfront Promenade through the vicinity of the Elizabeth Ferry project
site is planned. The walkway will be a minimum 12-foot wide boardwalk with trees, lighting, seating, etc.
The Build Alternative includes the construction of the section of the waterfront boardwalk adjacent to the
ferry terminal and required for access to the dock. The Waterfront Promenade will consist of a textured
concrete walkway with a granite block curb. Completion of the Waterfront Promenade will be the
responsibility of the feel site developer.
a
The floating dock will have two ferry slips. It will be located approximately 150 feet past the Waterfront
Promenade into Newark Bay. Ramps will connect the terminal and dock to the waterfront walkway from
opposite directions.
Ferry service will operate on a 30-minute headway during weekdays. Travel time between Elizabeth and
Manhattan is expected to be 25 minutes. Riders will be able to access the Elizabeth Ferry three ways:
drive (use parking lot), get dropped off (kiss-and-ride), or take transit. Currently, there are three bus lines
passing in the vicinity of the proposed ferry location. NY Waterways and CoachUSA Bus Company will
work together to provide feeder bus service to the Elizabeth Ferry from several locations in Union
County.
Construction of the Build Alternative is expected to be complete by Summer 2003. The required dredging
will be part of the first phase of construction. A bathymetry for the area of dredging has been completed.
Once the dredging is completed, the construction of the project is expected to take approximately 90 days.
During construction of the project, no impacts to the roads or traffic are anticipated.
19.3
Environmental Impacts
The potential cumulative impacts for each of the environmental impact areas are shown in Table 19-2.
The areas of particular environmental concern for this project area are shown in bold. Refer to the
affected environment sections in previous chapters for descriptions of the quality and functions of
environmental resources, as well as minimum thresholds for determining significant environmental
impacts. The cumulative impacts assessment identifies where resource areas have been degraded and
whether the combination of the action's impacts with other impacts will result in a serious deterioration of
environmental functions.
The proposed Build Alternative would have minimal adverse environmental impacts on the identified
areas of concern. Given the heavily urbanized and industrial/commercial land use found, the incremental
NERL-Elizabeth Segment SDEIS
Related Projects & Cummulative Impacts
19-7
1
impact to the natural environment would be minimized through avoidance and mitigation measures
minimize any potential damage to the environment. The implementation of transit within the corridor
would provide an alternative to the automobile, reducing traffic related cumulative impacts. In addition,
the current and future economic growth in the area would be served by transit to the jobs for minority and
low-income neighborhoods located adjacent to the corridor.
19.4
Mitigation Measures
The success of minimizing adverse cumulative impacts on the environment will require coordination of
the proposed project with the other development projects in the area. The FEIS for the proposed project
will address, at a minimum, the mitigation measures to be implemented to minimize impacts from the
project's contribution to the cumulative impacts. In addition, the FEIS will include suggested mitigation
to address cumulative impacts that are caused by activities other than the proposed project, such as
interagency and public-private efforts to enhance and restore the environment.
NERL-Elizabeth Segment SDEIS
Related Projects & Cummulative Impacts
19-8
Table 19-3
Potential Cumulative Effects
Potential Impact Area
(area of concern in bold)
Build Alternative
Pasi: Actions
Other Present Actions
Future Actions
Cumulative Impact with
Proposed Action
Vacant and under utilized uses
being developed with compatible
uses
Land Use
Compatible
Natural areas turned to
urban/industrial use
Reviving land uses
Reviving land uses
Neighborhoods/Environmental
Justice
No disruption, provides
access to jobs for
minority/low income
Neighborhoods developed
along transportation
corridors
Economic development
grants assisting in
redevelopment of
neighborhoods
Expansion of passenger
and freight rail, vehicular
volumes increasing on
local street system,
airport expansion
Noise levels may increase
without mitigation
Traffic/Transportation
Major passenger and freight
rail, highway, and airport
development
Alternative to automobile
Continued economic
development to assist
neighborhoods
Continued growth of freight
rail, intermodal activities,
ferry service, passenger rail,
local highway
improvements
Noise levels may increase
without mitigation
Air Quality hot spots may or
may not occur as a result of
background growth
Noise
No significant impact
Raised ambient noise levels
Transit access improvement to
local jobs for local minority and
low-income neighborhoods
Proposed action would reduce
vehicles on local streets. Other
actions would have potential
adverse traffic impacts on local
streets.
Potential adverse noise impacts
without mitigation measures.
Transit would provide reduction
in vehicular trips, with benefit to
air quality
Opportunity to protect and restore
wetlands
No adverse incremental impact
No adverse incremental iinpact
Air Quality
Benefit
Degraded
Wetlands
3.4 acres used
Filled/Degraded
Protection and
Restoration as regulated
by NJDEP
Protection and Restoration
as regulated by NJDEP
Floodplains
Ground Water/Surface Water
No adverse impact
No adverse impact
Fill Disrupt on
N/A
N/A
Vegetation Wildlife/Endangered
Species
No impact
Disrupted
N/A
Protection and
Restoration as regulated
by NJDEP
Potential Fill Disruption
Protection and Restoration
as regulated by NJDEP
No adverse incremental impact
Coastal Areas
No adverse impact
Potential Fill Disruption
No adverse incremental impact
Historic Architectural
Resources
Fill/Disrupt on
Development of railroads
and Singer l'actory are now
recognized iis significant
historic resc urces. Some
contributing elements have
been destroved.
No adverse impacts
Potential destruction
protected by NJHPO
Potential destruction
protected by NJHPO
No adverse incremental impact
Archaeological Resources
Potential impact on 5 sites
Sites may have been
destroyed.
N/A
N/A
Determination of Effects for
proposed project will identify
potential adverse impacts.
Parkland
No parkland used, Potential
noise impact on one park
N/A
No adverse incremental impact
Potential destruction
protected under Section
4(1), Section 6(f) and NJ
Green Acres
Mitigation regulated by
NJDEP
Potential destruction
protected under Section 4(1),
Section 6(f) and NJ Green
Acres
Mitigation regulated by
NJDEP
Contamination
7 sites to be reviewed for
potential mitigation
Contributed to
contamination sites
No adverse incremental impact
Source: BRW, Inc., 2001
NERL-Elizabeth Segment SDEIS
19-9
Related Projects & Cummulative Impacts

20.0
FINANCIAL ANALYSIS
20.1
Introduction
-
The purpose of this chapter is to outline potential sources and uses of funding pertinent to the construction
and operations of the Newark-Elizabeth Rail Link (NERL) - Elizabeth Segment. The funding plan for the
Build Alternative includes federal grants, monies from the State of New Jersey, Port Authority of
NY&NJ, local government and private sector. Details on the capital and operating costs, the funding plan
and the cost/revenue analysis are shown in Sections 20.3 through 20.6.
>
20.2
Financial Analysis Description
The financial analysis identifies the components of the sources and uses of funds in the context of annual
expenditures and revenues. The objective of the analysis is to project annual expenses and revenues, both
capital and operating, for the horizon year 2020 to determine the financial feasibility of the system.
The following data inputs are the basis for the description of the horizon year transportation system and
resulting transportation system costs and revenues:
Construction costs – Include total construction costs for transit facility improvements.
Costs associated with the procurement of light rail vehicles (LRV's) - For the purposes of this
analysis, it is assumed that the LRV's are purchased based on the construction schedule of the Build
Alternative.
Operations and Maintenance (O&M) Costs – Annual O & M costs are identified in 1999 dollars for
the year 2020. A tally of revenues, growth in fare, and other operating revenue is also projected for
the year 2020.
Based on the financial analysis of sources and uses of the dollars, the year-end balances are reviewed to
assure that neither capital nor operating shortfalls occur. The risk of a capital funding shortfall may be
mitigated in this project through the use of a “Lump Sum” contract or other risk sharing mechanisms with
the private partners involved in the project. Should any capital funding shortfalls occur, the following
options can be considered:
NERL-Elizabeth Segment SDEIS
Financial Analysis
20-1
1
1. Apply new capital funding sources – This could include the implementation of a new revenue source
and/or the assumption of higher levels of grant funding from federal, state, or local sources, and/or
greater contributions from the private sector and local partners in the project.
2. Apply debt financing - If a pay-as-you-go financing plan had been previously assumed, the use of
debt financing provides the ability to advance project implementation by borrowing against future
revenues.
3. Delay service growth and/or delay construction – Particularly in the case of projects relying on debt
financing and dedicated funding sources, short-term delays in the implementation of new services and
facilities will result in a lesser demand on available funds. This reduces interest expenses and
increases the ability to finance on a pay-as-you-go basis. Such delays in the capital and operating
plan would involve a re-computation of interim year cost and revenue projections, adhering to the
same set of underlying assumptions regarding vehicle retirement, cost distribution functions,
operating cost containment, and fare increases.
4. Debt financing alternatives – There are various options that can be applied to debt for all or portions
of the project. The first and most desirable choice is pay-as-you-go financing, whereby available
local revenue sources fund the construction and implementation of the project. Under this scenario,
the project is funded by applying previous year cash balances and current year funding. Funds are
applied in this manner to the point that year-end balances decline to zero. If shortfalls persist, debt
financing must be applied.
The use of debt financing provides the ability to advance project implementation by borrowing
against project future surpluses. The types of debt financing considered in the analysis are:
Bonding – Under this scenario, dedicated revenue bonds are applied to make-up the difference
between capital funding needs and funds available from current and previous year balances. The
financial analysis model “issues” bonds to the extent required to cover the deficiency.
Leasing - Under this scenario, transit capital costs are separated into leasable and non-leasable
items. Leasable items include LRV's, other equipment, and maintenance facilities. Two leasing
options are considered. The first provides for the sale of vehicles to an investor who would be
allowed to take tax depreciation write-offs on the value of the equipment. In return, the investor
pays the transit agency an up-front consideration usually worth about four to eight percent of the
value of the vehicles. The second option uses “certificates of participation” (COP's), which are a
way to issue debt secured by the value of the vehicles and/or facilities of the project similar to
bonding. The COP investors become the technical owner of the vehicles/facilities and "lease”
them back to the transit agency. The lease payments become the service on the debt and at the
end of the “lease period,” the debt is retired and ownership reverts back to the transit agency.
Should any shortfalls occur in the operating and maintenance arena, the following options can be
considered:
Delay service growth – Delay in the growth of transit service will result in a lesser demand on
available funds.
Apply new non-farebox funding sources – New sources of transit operating revenue would reduce the
transit operating and maintenance subsidy. This would include higher revenues from dedicated
sources or the implementation of new or expanded non-farebox revenue sources (e.g., expanded
advertisement, concessions, joint development).
Apply new farebox funding sources - This would require a higher target farebox recovery ratio.
However, a higher farebox recovery ratio may have a negative impact on ridership due to the
imposition of higher fares.
NERL-Elizabeth Segment SDEIS
Financial Analysis
20-2
Use a fixed price O & M contract – Under a public-private partnership, the private partners may
provide a fixed price operations and maintenance cost guarantee and possibly other guarantees (e.g.,
minimum concession, advertisement and other non-farebox revenue levels) which could mitigate the
risks involved in the project.
The information in this analysis is based on most-likely cost and revenue projections, underlying policies
on vehicle fleet management, implementation of construction projects, operating efficiencies, farebox
recovery, implementation schedules of facilities and services and inflation. It must be recognized that
many uncertainties can affect these scenarios. These include factors beyond the control of transportation
agencies, their management and governing boards, or local governments (e.g., inflation and interest rates,
construction and operating costs, ridership, and dedicated revenue growth).
20.3
Capital Costs
Table 20-1 represents capital costs in 1999. The LRT costs include expenses associated with the
planning, design, management, and start-up costs of the project. These costs also reflect the physical
features (i.e., alignment length, number of stations, number of vehicles, etc.) defined in Chapter 2
Alternatives Considered. Based on engineering estimates, it is assumed that the opening year of the LRT
system will be 2004.
Table 20-1
Build Alternative Capital Cost Summary
(1999 Millions of Dollars)'
Component
Capital Cost
(Incl. Private Contribution)
Private Contribution
2
Guideway and Stations?
S 122.1
$27.4
Vehicles
$ 17.5
$0
S 34.9
SO
Systems
Yard and Shop
$26.4
$0
$ 18.0
$ 5.7
Right of Way
Add Ons?
3
$ 40.1
$ 2.5
Contingency
$ 32.6
$ 4.5
Total Cost
$ 291.7
$40.10
1
Source: Raytheon Engineers and Constructors, July 2000.
Note: This table is a summary of Table 2-8. Please see that table for a full explanation of the project's capital costs.
?Includes third party parking and rail station development.
'Includes costs associated with final design of the project, construction and project management
activities, start-up and testing activities.
NERL-Elizabeth Segment SDEIS
Financial Analysis
20-3
20.4
Operating and Maintenance Costs
Projected operating and maintenance (O & M) costs in base year (1999) dollars are estimated at $7.5
million for the Build Alternative. These costs are based on the operating plans prepared for the Build
Alternative, which is discussed in Chapter 4.
20.5
Projected Revenue Sources
This section describes the capital and operating revenue sources for the Build Alternative.
20.5.1
Capital Revenue Sources
The capital costs of the system will hypothetically be funded by federal grants, state monies, Port
Authority of NY & NJ and local and private sector contributions. Note that the State and the Port
Authority have not approved preliminarily the capital funding plan described below in Table 20-2, nor
have they yet agreed to participate in such funding. Table 20-2 provides a hypothetical breakdown of the
funding sources used in this financial analysis.
Table 20-2
Capital Cost Funding
(1999 Millions of Dollars)
Source
Amount
Percent Share
Federal Grants
$110.1
37.7%
Public/Private Partnership
76
26.0%
Port Authority of NY&NJ
65.5
22.5%
Private Sector
40.1'
13.7%
TOTAL
$ 291.70
100.00%
Source: NJ TRANSIT.
Note: 'Contribution of Right-of-Way, Services, and Parking Structure.
Federal Grants: The Federal level of participation is anticipated to be 37.7 percent or $110.1 million of
project construction costs. Federal grants could be obtained from several funding sources including New
Starts, CMAQ/STP, highway, etc.
Public/Private Partnership Funding: The State of New Jersey has entered into a public/private partnership
with Washington Group Inc. (WGI) and the County of Union, New Jersey. This public/private
partnership was formed under special State legislation enacted in June 1997. NJ TRANSIT, as an agency
NERL-Elizabeth Segment SDEIS
Financial Analysis
20-4
of the State of New Jersey, has the lead role in preparing this SDEIS. To match the federal grants, it is
anticipated that the members of the public/private partnership would fund 26 percent or $76 million of
LRT construction costs. A TIFIA loan or other form of financing will be used as the local share of the
project. The commissioner of the New Jersey Department of Transportation, NJDOT, Washington
Group, Inc. and Union County have executed a letter setting forth the conceptual business terms that
frame the financial parameters by which the parties would share risks and rewards. This letter, combined
with Union County's expressed intention to contribute the right-of-way for the LRT line, constitutes the
bulk of this anticipated public sector contribution.
Port Authority of NY&NJ: It is anticipated that the bi-state agency would fund 22.5 percent or $65.5
million of project construction costs. Sources of funds could be PFCs or application of general Port
Authority revenues.
Private Sector: It is anticipated that the local and private sector would fund at least 13.7 percent or $40.1
million in the form of right-of-way, joint development at stations, and services, thus reducing the public
contribution towards the cost of the system.
20.5.2
Operating Revenue Sources
The operating revenues include fares and other operating revenues that the LRT system is projected to
receive from the operation of transit services. The operating revenues reflect LRT ridership forecasts
developed for the SDEIS, and other revenue sources. The operating revenues for the Build Alternative
are summarized in Table 20-3.
Revenue for the NERL system between downtown Elizabeth and Airport Monorail Station Lot D has two
components. The first is revenue generated by base riders who are not airport employees. The second is
revenue from airport employees who park in the 2,000-space parking garage adjacent to the Kapkowski
station. In addition to these two components, there is the overall impact of the project on other NJ
TRANSIT services and its impact on non-project NJ TRANSIT revenue.
Table 20-3 summarizes the NERL-Elizabeth Segment and NJ TRANSIT system revenue in 2020
resulting from the project. This includes only NJ TRANSIT bus, light rail, and commuter rail services.
The revenue estimates do not include the impact on private bus carriers (#24) or the ferry service. As
indicated in Table 20-3, the NERL-Elizabeth Segment is estimated to have a year 2020 revenue of $3.76
million or $ 3.8 million in annual revenue. Revenues from airport employees account for 50% of the
revenue, about $2 million annually.
The remainder of the NJ TRANSIT system will generate positive annual revenue of $0.6 million in 2020.
Most of this is from the commuter rail system, which generates an additional $0.7 million in annual
revenue. NJ TRANSIT bus and other LRT revenue will generate a net loss of $0.1 million per year. The
net change in NJ TRANSIT system-wide annual revenue with this project is $4.4 million in the year
2020. With the City of Elizabeth and County of Union potentially contributing $1.0 million per year, and
with advertising bringing in $0.3 million, the total annual operating revenue will be $5.7 million.
NERL-Elizabeth Segment SDEIS
Financial Analysis
20-5
20.5.3
Major Assumptions
There are several major assumptions that generate the revenue summarized in this report. These include:
LRT fare of $1.00 per one-way trip and $41 per month for monthly riders.
Approximately 25% of non-airport LRT riders will use monthly tickets. This figure is lower than the
Newark Subway and HBLRT (average about 30%) due to the larger numbers of retail trips and non-
work trips on this system.
Bus transfer riders are charged the transfer fare of $0.45 one-way.
All airport employees using the remote parking are assumed to use a 10% discounted monthly ticket.
This 10% represents a bulk discount for airport employees, so the fare is $37 per month. A total of
4,220 monthly tickets are estimated to be sold to the airline companies by NJT, which accounts for a
365-day-per-year annualization of airport employees.
Average monthly/one-way/round-trip fares are based on average station boarding location for rail
riders connecting to the LRT project. This assumes rail riders pay full LRT fare (no discounts).
Table 20-3
Operating Revenues
(1999 Millions of Dollars)
Source
2020
Local Contribution
$1.0
LRT Fare Box
Base Riders
Airport Employee
Total LRT
$1.9
$1.9
$3.8
NJT System Rail
NJT System Bus/LRT
$0.7
-$0.1
Total NIT System
$0.6
Advertising
$0.3
Total Revenue
$5.7
Source: NJ TRANSIT/Union County, January 2001
The City of Elizabeth and Union County may provide a local contribution in the amount of $1.0 million.
This funding source would be generated by dedicating a portion of the increased tax revenues received as
a result of the development that is and will occur in the vicinity of the light rail system.
NERL-Elizabeth Segment SDEIS
Financial Analysis
20-6
20.6
Results of the Sources and Uses of Funds
Analysis
While the cost and revenue projections are preliminary, Tables 20-3 and 20-4 summarize the results of the
financial analysis for the Build Alternative. Tables 20-3 and 20-4 show the proposed sources and uses of
funds covering the 1999-2020 analysis period. The breakdown of the private sector contribution is
identified in Chapter 2, Table 2-7. A majority of this contribution is dedicated to parking structures,
right-of-way acquisition and engineering services. This analysis indicates that the projected sources of
federal, state, and local revenues are sufficient to meet all of the capital and most of the operating needs
of the light rail system. Capital sources over the 20-year period amount to $291.7 million (1999 $s). To
meet the light rail construction implementation schedule, a TIFIA loan with capitalized interest was used
in the financial analysis as a conservative surrogate for some debt instrument. Operating revenues over an
18-year period (start of operations is 2004) are $76.8 million (1998$s).
The fare-box and advertising revenues, which total $4.7 million, will produce a 63-percent cost-recovery
ratio. With the additional $1.0 million in local contribution, the cost-recovery ratio will rise to 76 percent. .
Table 20-4
Sources of Funds Analysis
(1999 Millions of Dollars)
Source
Amount
Percent Share
Federal Grants
$ 110.1
37.7%
Public/Private Partnership
76'
26.0%
Port Authority of NY&NJ
65.5
22.5%
Private Sector
40.12
13.7%
TOTAL
$ 291.70
100.00%
1
Source: NJ TRANSIT, January 2001
Note:
Grant or lease payment may support TIFIA loan - $6MYear, 30 years. In year of expenditure dollars, this would
be $6.6 M/Year, 30 years. Total state payback on the TIFIA would be $179.1 M (876M on principal, and
$103.1 M on interest calculated at an interest rate of 6.75% over a 30-year repayment cycle). In Year of
Expenditure dollars, the total state payback on the TIFIA would be $198.9M ($84.4M on principal and
$114.5M on interest calculated at an interest rate of 6.75% over a 30-year repayment cycle)
Contribution of Right-of-Way, Services, and Parking Structure.
ܐ
NERL-Elizabeth Segment SDEIS
Financial Analysis
20-7
20.7
Cost Effectiveness
The cost-effectiveness analysis provides a way to compare the costs of the Build Alternative with its
benefits – measured here by the new transit patronage attracted (measured annually). The formula for
determining the cost-effectiveness index (CEI) is described in the Guidelines for New Starts Criteria
published by the Federal Transit Administration in 1997. The output of the formula is an alternative's
cost per new passenger attracted relative to the TSM Alternative (in this case, the No-Build Alternative).
This comparison will in identify the added costs and benefits that flow from the proposed investment.
The cost-per-new-passenger index is used by the FTA for two purposes: (a) to compare results to a
benchmark level in determining whether to advance projects through various planning and design phases;
and (b) to compare proposed major federal transportation investment projects from competing
jurisdictions. Other than the CEI, FTA uses the project's effectiveness, equity, local community and
financial support, and the capacity of the sponsoring agency to complete the project.
20.7.1
Calculation of the Cost Effectiveness Indices (CEI)
The cost-effectiveness index is cacluated by translating the capital costs of the Build Alternative into
equivalent, uniform annual costs over a specific time frame. Uniform capital costs are then combined
with annual operating and maintenance expenses. This new annual cost is converted into a ratio of
cost/new rider by dividing the net annual cost by the annual additional transit riders projected to use the
new line. This yields a cost-effectiveness index.
=
Cost-Effectiveness Index = A CAP + A O&M
A RIDERS
Where the A represents the changes in the costs and benefits compared to the No-Build Alternative, and
A CAP
A O&M
A RIDERS
equivalent annual capital costs
annual operating and maintenance costs
annual new transit riders, measured in "linked” trips
Table 20-5 shows the cost-effectiveness index calculation for the Build Alternative compared to the No-
Build Alternative. In the CEI analysis, the capital costs of each alternative (in this case, the No-Build and
Build Alternatives) are converted into an expression of annual cost, so they can be compared with other
annual operating statistics (riders, O&M) allowing a reasonably uniform comparison using standard
techniques of engineering and economics. The approach requires only the estimated cost and lifetime of
each line item, plus the discount rate that reflects the time-value of money. The FTA guidelines are used
in assigning economic lives to capital components (right-of-way, structures, trackwork, signals, vehicles,
etc.). A seven percent rate is used in annualizing capital costs. This rate is applied to costs expressed in
constant dollars, thus it represents a rate of return net of inflation. Similar to capital costs, annual
operating and maintenance costs are calculated for each alternative (in this case, the No-Build and Build
Alternatives).
Using this methodology, compared to the No-Build Alternative, the Build Alternative has a CEI of
$12.59. For the capital costs expended, the system generates a total of 2,430,500 new transit trips
annually.
NERL-Elizabeth Segment SDEIS
Financial Analysis
20-8
Table 20-5
Cost-Effectiveness Indices and Input Values
(1999 Millions of Dollars)
Annualized Costs
No-Build
Alternative
Incremental Cost of Build Alternative Against
No-Build Alternative
Capital Costs
$23.1
O&M Costs
$7.5
Total Costs
$30.6
Total (Annual) Trips
N/A
2,430,500
Incremental Cost/Trip
N/A
$12.59
Source: NJ TRANSIT, January 2001
Note: *No significant changes anticipated in the underlying No-Build Alternative.
N/A: Not Applicable.
20.8
Risks and Uncertainties
The financial analysis has determined a set of strategies for the Elizabeth-Newark Rail Link-Elizabeth
Segment project that would provide funding to support the construction, operation and maintenance of the
light rail line. The financial analysis assumes federal participation in the construction of the project. This
investment demands that the State of New Jersey, Union County, and NJ TRANSIT have complete
assurance that federal funds will be forthcoming once the State, Union County and NJ TRANSIT
commits to this project. Conversely, the FTA must have assurance that limited federal dollars will be
effectively leveraged to the greatest extent possible. These mutual assurances will be negotiated and
reflected in a Full Funding Grant Agreement among the respective parties.
Although the financial analysis has defined a likely scenario based on the funding, financing and cost
assumptions presented above, these are a number of capital and operating risks that could impact the
financial plan. These risks are described below:
20.8.1
Construction Cost Risk
Construction Costs: Differences in construction costs may occur because of (a) differences among
technologies; (b) unforeseen conditions such as soil conditions or utility relocation; (c) variations in
construction unit costs, bid quantities and other contingencies; and (d) changes in design elements.
Real Inflation: The rate of real inflation (i.e., the difference between the rate of inflation for a
specific commodity or service and the baseline rate of inflation, as measured by the local Consumer
Price Index or Construction Cost Index) may vary. These variations in the real rate of inflation are
particularly important for certain commodities or services which constitute a significant element of
the capital, operating and maintenance cost structure of the transit system (e.g. labor, electricity, fuel,
parts, and construction).
NERL-Elizabeth Segment SDEIS
Financial Analysis
20-9
Project Financing Risks: These risks are assessed by examining the possible range and combination
of values for variables that influence capital project financing. These variables include fare revenues,
revenue growth, capital funding availability and interest rates.
Dedicated revenues: Fluctuations in dedicated revenues affect the availability of resources to cover
debt and to fund capital and operating needs.
Capital Funding Availability: The availability of capital funds from various sources (e.g., federal,
state, and local) affects the timing and overall cost of the project. Insufficient annual allocations
require an extension of the construction schedule so that costs do not exceed available resources.
Also, additional bond revenue may be required to cover the shortfall in capital funds. As a result, the
overall cost of the project increases because of higher material and financing costs associated with
inflation and debt service. In contrast, sufficient capital resources help to ensure that the project
remains on schedule and minimizes the potential for higher capital costs resulting from greater-than-
expected material costs and debt service.
Interest Rates: Fluctuations in interest rates impact the cost of long-term debt service and influence
the level of working capital and the ability to both operate existing service and undertake new
initiatives. To attract investors, the debt used to finance a transit project must pay a rate of interest
competitive with similar types of municipal bonds.
a
20.8.2
Operating Risk
Fares, Fare Policy, And Cost Recovery: Changes in fare level and structure impact ridership, fare
revenue and cost recovery. Changes in ridership affect the level of service required which, in turn,
affects capital and operating costs.
Service Levels: The frequency of service and hours of operation affect ridership and fare revenue
and capital and operating costs.
Operating Costs: Operating costs (including labor, fringes, insurance and liabilities) may differ
from projections because of a) differences among the requirements of technologies; or b) variations in
labor productivity and unit cost.
As the Newark-Elizabeth Rail Link moves forward, there are several strategies management can use to
address these risks:
O
Staging the construction of the project;
Controlling the growth of service;
Raising fares;
Redefining the scope of the project (i.e., length of alignment, single vs. double length, number of
stations, etc.);
Employing short-term financing strategies such as grant anticipation notes and revenue anticipation
notes which can be used to close short-term gaps between needed and available revenues;
Issuing greater levels of long-term debt within the constraints of projected available revenue sources;
and
• Entering into Guaranteed Maximum Cost, Fixed Price O & M and other contracts with the private
partners to reduce financial risks and uncertainties for the project.
NERL-Elizabeth Segment SDEIS
20-10
Financial Analysis
I


21.0
EVALUATION OF ALTERNATIVES
This chapter presents the results of the evaluation of impacts of the alternatives developed for the NERL-
Elizabeth Segment, comparing the No-Build Alternative, the Division Street Build Alternative, and the
SDEIS Build Alternative. The purpose of the evaluation process presented is to bring together the salient
facts, both qualitative and quantitative, for each alternative, so that their benefits, costs and environmental
consequences can be evaluated against the stated goals and objectives for the project set forth in Chapter
1.0, Purpose and Need for Action. The intent of this comparative analysis is to facilitate the decision-
making process of FTA, NJ TRANSIT, the North Jersey Transportation Planning Authority (the MPO),
public officials, and interested residents and businesses in the selection of a preferred alternative.
21.1
Evaluation Methodology
The evaluation methodology compares the effectiveness of the No-Build and the two Build Alternatives
in meeting the goals and objectives established for the project. Where applicable, the FTA criteria
prescribed for major transit capital investment projects are also included. The evaluation also includes an
assessment of the environmental justice and equity implications of the alternatives.
21.1.1
Project Goals and Objectives
The goals and objectives established for the NERL-Elizabeth Segment have been refined in response to
the needs identified for the study area. These needs are discussed in greater detail in the Purpose and
Need Chapter of this document. The following are the project goals and objectives identified:
Goal 1: Encourage efficient patterns and densities of development and land use.
Objectives:
Encourage public/private collaboration in real estate development;
Support the redevelopment of Elizabethport and Midtown Elizabeth; and
Support the goals of the Federal Urban Enterprise and State Urban Coordinating Council
Empowerment zones.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-1
Goal 2: Integrate the planned expansion of Newark International Airport with surrounding land
uses.
Objectives:
Increase ground access for airport employees and users by improving transit capacity and
connections;
Provide connections between Newark International Airport and local activity centers including Jersey
Gardens Mall and the redeveloped Elizabethport Area; and
Enhance transportation options for off-site airport uses.
Goal 3: Enhance transit mobility in the City of Elizabeth and Union County.
Objectives:
Improve transit links among Midtown Elizabeth, Elizabethport, and Newark International Airport;
and
Provide and improve intermodal connections with NJ TRANSIT Northeast Corridor trains, local
buses, the airport monorail, and the proposed ferry at Elizabethport.
Goal 4: Protect and preserve the natural resources of the City of Elizabeth.
Objectives:
Support the air quality objectives of the State Implementation Plan by reducing criteria pollutants
through a reduction of vehicle miles of travel (VMT); and
Minimize impacts to environmental resources in the study corridor.
21.2
Evaluation against the Goals and Objectives
of the Project
The following sections describe the results of the evaluation of the effectiveness of No-Build Alternative
and the two Build Alternatives in satisfying the goals and objectives for the project.
Section 21.2.1, Goal 1: Encourage efficient patterns and densities of development and land use.
Section 21.2.2, Goal 2: Integrate the planned expansion of Newark International Airport with the
surrounding land uses.
Section 21.2.3, Goal 3: Provide additional transit opportunity to enhance mobility in the City of
Elizabeth and Union County.
Section 21.2.4, Goal 4: Protect and preserve the natural resources of the City of Elizabeth.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-2
21.2.1
Encourage Efficient Patterns and Densities of Development
and Land Use
The measures used to evaluate how well the alternatives encourage efficient patterns and densities of
development and land use include:
.
Support for Urban Enterprise Zones; and
Redevelopment Sites Served.
.
The results of the evaluation for the No-Build and Build Alternatives are summarized below.
A.
Support for Urban Enterprise Zones
The project study area is located within the Governor's Urban Coordinating Council (UCC)
Neighborhood Empowerment Zone. All of Midtown and a portion of Elizabethport are included as part of
New Jersey's Governor Whitman's Urban Coordinating Council Neighborhood Empowerment Zone.
Also, the City of Elizabeth was awarded $28.9 million through a US Department of Housing and Urban
Development (HUD) HOPE VI grant in 1999 to transform and revitalize several public housing
developments that are close to or within the study area.
No-Build Alternative
The No-Build Alternative would not provide transportation support for the Elizabeth Urban Enterprise
Zone or stimulate any economic redevelopment in the study corridor.
Division Street Build Alternative
All of the proposed stations included in the Division Street Build Alternative would be within the
Elizabeth Urban Enterprise Zone (UEZ). This alignment alternative would only support the growth of
businesses in the Midtown Elizabeth area; it would not, however, nourish or support the very significant
development envisioned for the Elizabethport area.
SDEIS Build Alternative
All of the proposed stations included in the SDEIS Build Alternative would be within the Elizabeth Urban
Enterprise Zone (UEZ). The extension of the NERL-Elizabeth Segment within the Elizabeth UEZ would
support the transportation needs of future business owners, employees and shoppers attracted to the zone.
B.
Redevelopment Sites Served
The City of Elizabeth and the Elizabethport area are experiencing intensive redevelopment, as described
in Chapter 3, Section 3.2.4. Redevelopment sites located within or adjacent to the study area are shown in
Figure 21-1 and listed in Tables 21-1 and 21-2.
No-Build Alternative
The No-Build Alternative would provide only bus and automobile access to redevelopment sites in
Midtown and Elizabethport. Bus and car access does not provide the speed, reliability of travel time, and
comfort level to catalyze redevelopment activity compared to LRT.
LI
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-3
Division Street Build Alternative
The Division Street Build Alternative would support and enhance approximately 1,080,000 sq. feet of
commercial and office development and 400 units of proposed residential development (Table 21-1) in
the vicinity of the Midtown Elizabeth Station. This alignment alternative would not provide direct access
to the Elizabethport development area.
SDEIS Build Alternative
The proposed project would provide a high level of dependable transit access to existing and planned
commercial and residential development in Elizabeth and Elizabethport. The alternative would support a
total of 5.1 million square feet of proposed commercial, office and light industrial development, in
addition to 2025 proposed hotel rooms, and 3500 new parking spaces. Redevelopment areas would be
conveniently served by station locations along the proposed project, as described below.
Midtown Elizabeth
Midtown Elizabeth Station - The Midtown Elizabeth Station would enhance the marketability of
downtown stores and office space. The station would benefit the City of Elizabeth's efforts to revitalize
the midtown area. The new LRT station would bring additional people to downtown, increasing retail
sales in the station area and encouraging new developers to enter the Elizabeth real estate market.
There are several active redevelopment plans in the Midtown Area. These include the Tower Hill
Development, a new building for Union County College, and infill retail development along Broad Street
and Elizabeth Avenue (Table 21-1 and Figure 21-1). The Tower Hill Development is within the station
area and includes retail space, market-rate residential housing, and senior citizens housing. A total of
1,000,000 new square feet of office space and 400 housing units are planned for the midtown area
between now and 2020.
Table 21-1
Midtown Proposed and Potential Development
Map Key
Use
Size
Implementation
Year
Build Alternative
Station Access
MI
2002
Union County Community College
Office
Midtown Elizabeth
Midtown Elizabeth
M2
2020
80,000 sq. ft.
450,000 sq. ft.
200,000 sq. ft.
300,000 sq. ft.
M3
Office
2015
Midtown Elizabeth
Midtown Elizabeth
M4
Tower Hill Office
2005
M5
Tower Hill Residential
150 units
Beyond 2020
Midtown Elizabeth
M6
Tower Hill Residential
150 units
2010
Midtown Elizabeth
Beyond 2020
Midtown Elizabeth
2003
Midtown Elizabeth
M7 Tower Hill Residential
100 units
M8 Office
50,000 sq. ft.
Source: Union County Division of Economic Development.
Compiled by BRW, Inc., April 2000.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
214
NERL Alignment
1.9
Airport Monorail
Development
Potential in
Elizabeth
Figure 21-1
Airport Parking
LOID
NEWARK AVE.
NORTH EAST CORRIDOR (Amtrak)
MADISON AVE.
EWR Monorail Parking
Lot D Station
NEWARK
INTERNATIONAL
AIRPORT
Elizabethport Potential Development
Midtown Potential Development
North Elizabeth
Station
ME
Proposed LRT
o
Proposed LRT Station
Potential Future Connections
MIDTOWN
ELIZABETH
E1
IKEA
Potential Future Station Site
E2
North Avenue
Station
Existing Rail Line
sptx
World
BROAD ST.
E3
Recreational
Center
ELIZABETH CENTER DR.
HENRY ST.
MCLES
Existing NJ TRANSIT
Commuter Rail Station
JEFFERSON AVE
Midtown
Station
DOWD AVE.
SLIZABETHPORT
Study Area
EXIT 13A
M6
DIVISION ST.
M2
MAGNOLIA AVE
1&9 (Spring St.)
Station
NORTH AVE
M4) Broad St.
Station
GAAND 97.
ED
(M3
Potential
Cranford/Plainfield
Extension
M8
CAL COAST LINE
(brighn
E10
Kapkowski Rd.
Station
MY
1-9
NEW JERSEY TURNPIKE
E11
Planned Hotel
Conference Center
(M5
(M7
YORK ST.
JERSEY ST
ELIZABETH
CSX Yard
AVE
Jersey Gardens
Station
Division St.
Station
E17
REID ST
(E13
KAPKOWSKI RD
Yard Shop
SEVENTH
S PARK ST
MAGNOLIA AVE
CRUMBUL
LIVINGSTON ST.
VETERANS
MEMORIAL OR
JERSEY GARDENS BLVD.
Jersey Gardens
Mall
NSYN
Third Street
Station
To New York City
E16
€14
FIFTH ST
E15
Future
Singer Station
THIRD ST
SPORT AVE.
N
Newark-Elizabeth Rail Link
Elizabeth Segment
Supplemental Draft
Environmental Impact Statement
U.S. Department
of Transportation
Federal Transit
Administration
NJTRANSIT
Prepared By
BRW, Inc.

Ferry Terminal
Station
A
FIRST ST
Scale in Feet
NEWARK BAY
0
400
1200
2000
[
Elizabethport
The most extensive redevelopment is occurring in the Elizabethport portion of the study area (Table 21-2
and Figure 21-1). Stations for the SDEIS Build Alternative have been sited to provide convenient access
to both existing and planned developments.
Table 21-2
Elizabethport Proposed and Potential Development
Map Key
Use
Size
Implementation
Year
Build Alternative
Station
E1
Warehouse
80,000 sq. ft.
2005
North Avenue
E2
Retail
36,000 sq. ft.
2005
North Avenue
E3
Hotel
150 rooms
2002
North Avenue
E4
Retail
55,000 sq. ft.
2005
North Avenue
E5
Airport Employee Parking
1,500 stalls
2005
North Avenue
E6
Office
400,000 sq. ft.
2005
North Avenue
E7
Retail
25,000 sq. ft.
.
2005
North Avenue
E8
Restaurant
4,000 sq. ft.
2005
North Avenue
E9
450,000 sq. ft.
Beyond 2020
North Avenue
Re-use of FedEx Distribution
Building Retail
Hotel
E10
225 rooms
2010
North Avenue
E11
Hotel/Conference Center
950 rooms
2005
Kapkowski Road
E12
Airport Employee Parking
2,000 stalls
2005
Kapkowski Road
E13
Allied Signal Distribution
630,000 sq. ft.
2020
Kapkowski Road
E13
Allied Signal Office
900,000 sq. ft.
2020
Kapkowski Road
E14
OENJ Office
650,000 sq. ft.
2018
Ferry Terminal
E14
Ferry Terminal
250 boardings
2003
Ferry Terminal
E15
Singer Building Office
115,000 sq. ft.
2010
Future Singer
E15
Singer Site Office
330,000 sq. ft.
2010
Future Singer
E15
Singer Building Residential
100 units
2010
Future Singer
E15
Singer Building Retail
115,000 sq. ft.
2010
Future Singer
E15
Singer Site Retail
170,000 sq. ft.
2010
Future Singer
E16
Distribution
70,000 sq. ft.
2005
Third Street
E17
Hotel
600 rooms
2012
Jersey Gardens
Source: Union County Division of Economic Development.
Compiled by: BRW, Inc., October 2002.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-5
1
a
Future Singer Station - The Future Singer Station would be located near the historic Singer Sewing
Machine Factory. The site contains a main mill building of approximately 350,000 square feet that could
be reused as a mixed-use development. Conceptual redevelopment plans for the site include a mix of
office, residential, and retail space. This Build Alternative would increase the marketability of the new
uses and potentially increase the pace at which the development is undertaken.
1
Ferry Terminal Station - The Ferry Terminal Station would be located on an approximately 40-acre
parcel (a portion of the acreage is a riparian grant) owned by Orion Enterprises of New Jersey-Cherokee
(OENJ). An office development and ferry terminal are planned that would be integrated with the LRT
system. Site plans for the development show the nearest office building approximately 50 feet from the
proposed station and the furthest approximately 400 feet from the station. The proposed developments
are independent of the implementation of the SDEIS Build Alternative.
1
1
Jersey Gardens Station - The Jersey Gardens Station would be located across from the first and second
level entrances to the Jersey Gardens Mall. The mall is approximately 1.1 million square feet, contains
250 outlet-type stores, and is anchored by several national retailers. The SDEIS Build Alternative would
enhance the marketability of the mall by providing an additional mode of access and will also provide
access to the 5,500 jobs at the mall.
I
Kapkowski Road Station - The Kapkowski Road Station would be located between a proposed parking
garage for airport employees and a hotel/conference center complex. The hotel conference center will
contain approximately 950 rooms in two different structures: a 600-room full service hotel, and a 350
room extended stay suite hotel. Negotiations with the property developer will define the relationship of
the hotel site plan to the LRT station. The airport employee parking garage will contain 2,000 parking
spaces. By connecting the site to Newark International Airport and other activity centers in Elizabeth, the
SDEIS Build Alternative would enhance the marketability of the hotel and conference center.
North Avenue Station - The North Avenue Station would be located along the north side of North
Avenue west of the intersection of North Avenue and Kapkowski Road. The station area is incorporated
into the IKEA Master Plan. Proposed near the station area are a 300,000 square foot office building, a
parking garage for airport employees, and various retail and restaurant uses. A shuttle bus route is being
considered to carry patrons and employees further into the Elizabeth Center at 13A development. The
SDEIS Build Alternative would enhance the marketability of this office space, as well as the other uses.
The SDEIS Build Alternative could alter land use patterns in the vicinity by expediting the conversion of
industrial/port-related uses retail and
office uses.
Key candidates for the land
conversion/redevelopment include the container storage facility to the east of Elizabeth Center Drive and
the FedEx facility directly across North Avenue from the station site.
use
Newark International Airport/
Monorail Parking Lot D Station – Newark International Airport is
implementing a large capital improvement program. The program includes improved passenger facilities,
new parking garages, and an Airport Monorail connection to the Northeast Corridor. The SDEIS Build
Alternative, with its on-airport station, would improve the long-term viability of the airport by providing
an alternate means of access for employees and airline passengers, providing that arrangements can be
made to carefully integrate LRT passenger demands with Monorail capacity conditions during the
weekday 2-4 PM period.
O
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-6
21.2.2
Integrate the Planned Expansion of Newark International
Airport with the Surrounding Land Uses
The measures used to evaluate how well the alternatives would integrate the planned expansion of
Newark International Airport with the surrounding land uses include:
Newark International Airport Employee Parking Service;
Links between Newark International Airport and local activity centers; and
Transportation to off-site airport uses.
The results of the evaluation for the No-Build and Build Alternatives are summarized below.
A.
Airport Employee Access
As part of Newark International Airport's ongoing improvement program, the Port Authority of New
York and New Jersey (PANYNJ), the operators of the airport, are attempting to move low-revenue
producing functions off-airport to provide additional space for passenger and cargo facilities. One of the
uses targeted to move off-airport is employee parking. Approximately 2,800 airport employee parking
spaces, representing the bulk of the employee parking, currently occupy a large tract of land on the south
end of the airport near North Avenue. The airport, along with some of the key airlines at the airport, have
identified two large tracts of land on North Avenue in Elizabethport as potential sites for large employee
parking garages (See Figure 21-1, Key Number E12 and E5).
No-Build Alternative
The No-Build Alternative would not serve new employee parking facilities and would not reduce on-
airport vehicular congestion.
Division Street Build Alternative
The Division Street Build Alternative would provide access to the airport, but would not serve the two
proposed parking facilities.
SDEIS Build Alternative
The SDEIS Build Alternative would serve both of these proposed facilities by a direct connection to the
airport's monorail system. This Build Alternative would also reduce on-airport automobile congestion by
removing employee traffic from the existing parking lot and removing the current shuttle bus system that
carries employees from the parking lot to the terminals. This benefit would only be obtained, however,
by careful management of LRT passenger demands on the airport Monorail system.
B.
Links between Newark International Airport and Local Activity Centers
No-Build Alternative
The No-Build Alternative would not link the airport and Elizabethport and would not create synergies
between the airport and the Elizabethport redevelopment activity.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-7
Division Street Build Alternative
The Division Street Build Alternative would provide access to the activity centers of Midtown Elizabeth,
but would not provide links to any new activity centers in Elizabethport.
SDEIS Build Alternative
The SDEIS Build Alternative would provide better links for airport employees and passengers to new
activity centers in Elizabethport. The new activity centers include the Jersey Gardens Mall, Elizabeth
Center, new office development near the proposed ferry terminal, and eventually a redeveloped Singer
Complex. This non-automobile-dependent linkage would create synergies between the Airport and the
Elizabethport redevelopment by allowing a quick, reliable, congestion-free trip from the airport to office
and retail uses.
21.2.3
Enhance Transit Mobility in the City of Elizabeth and Union
County
The measures used to evaluate how well the No-Build and Build Alternatives would provide additional
transit opportunity to enhance mobility in the City of Elizabeth and Union County include the following:
O
Vehicle Trips and Vehicle Miles of Travel
Travel Times
Transit Trips
LRT Ridership
Specific measures were identified for each defined transit impact. Impacts were measured by comparing
the two Build Alternatives to the No-Build Alternative in a twenty-year timeframe (Year 2020).
A.
Vehicle Trips and Vehicle Miles of Travel
No-Build Alternative
The vehicle trips and vehicle miles of travel for the No Build Alternative are shown in Table 21-3.
Division Street Build Alternative
In the NERL DEIS, January 1997, no analysis of vehicle trips and vehicle miles traveled was conducted
for the LRT segment between Midtown Elizabeth and the Newark International Airport.
SDEIS Build Alternative
The SDEIS Build Alternative would contribute to a modest reduction in both automobile vehicle trips and
in vehicle miles of travel as compared to the No-Build Alternative. As shown in Table 21-3, the
construction and operation of the SDEIS Build Alternative would reduce vehicle trips by 2,584 trips per
weekday in the Year 2020.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-8
Table 21-3
SDEIS Build Alternative
Year 2020 Average Weekday LRT Impact on Vehicle Trips
and Vehicle Miles of Travel (VMT)
2020 No-Build
2020 SDEIS Build
Difference
Mode
VMT
Vehicle Trips
VMT
Vehicle Trips
VMT
Vehicle Trips
Total Auto
150,610,403
13,998,999
150,580,095
13,996,167
-30,307
-2,832
144
1,668
-179
-24
Drive-to-Transit
Drive-Rail
Drive-PATH
Drive-BUS
Drive-Ferry
Drive-LRT
Total Drive-To-
Transit
1,127,471
385,247
398,618
369,132
549,724
207,157
31,333
70,206
71,687
38,284
1,129,139
385,068
399,552
369,115
546,711
207,301
31,309
70,569
71,747
37,989
934
363
60
-17
-3,013
-295
2,830,192
418,667
2,829,584
418,915
-608
248
-30,915
-2,584
TOTAL
153,440,594 14,417,666 153,409,679 14,415,082
Source: KPMG; Ridership Results Report; June 2000.
Note: Results do not include air passenger or Airport Employee remote parking trips.
Totals may not add due to rounding.
Vehicle miles of travel (VMT) is expected to decline by 30,915 weekday vehicle miles of travel in the
Year 2020 as a result of the implementation of the SDEIS Build Alternative. This drop is comprised of
30,307 miles in “auto-only" trips and a decline of 608 miles in drive-to-transit trips.
B.
Travel Time Savings
No-Build Alternative
There would be no travel time savings under the No-Build Alternative.
Division Street Build Alternative
In the NERL DEIS, January 1997, no analysis of travel time savings was conducted for the LRT segment
between Midtown Elizabeth and the Newark International Airport.
SDEIS Build Alternative
Table 21-4 shows the comparison of the SDEIS Build Alternative to the No-Build Alternative for average
weekday hours of travel time savings.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-9
Table 21-4
SDEIS Build Alternative
Year 2020 Average Weekday Person Hours of Travel Time Saved
Compared to No-Build Alternative
Time
Category
Hours Saved
Peak
Existing Riders
Out of Vehicle Time
-25
In-Vehicle Time
403
Total
378
New Riders
Out of Vehicle Time
53
In-Vehicle Time
284
Total
337
TOTAL
715
Off-Peak
Existing Riders
Out of Vehicle Time
-546
In-Vehicle Time
687
Total
141
New Riders
Out of Vehicle Time
55
In-Vehicle Time
81
Total
136
TOTAL
277
TOTAL
Existing Riders
Out of Vehicle Time
-571
In-Vehicle Time
1090
Total
519
New Riders
Out of Vehicle Time
108
In-Vehicle Time
365
Total
473
TOTAL
992
Source: KPMG, Ridership Forecasting Results Report, June 20, 2000,
C.
Transit Trips
No-Build Alternative
There would be no new transit trips under the No-Build Alternative.
Division Street Build Alternative
In the NERL DEIS, January 1997, an analysis of transit trips was conducted for the entire full NERL
system (Broad Street, Newark to Midtown Elizabeth). No analysis was conducted for the segment
between Midtown Elizabeth and the Newark International Airport.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-10
SDEIS Build Alternative
Table 21-5 presents the number of incremental (new) linked trips by mode for the SDEIS Build
Alternative as compared to the No-Build. It has been estimated that 3,700 of the 6,100 airport employee
remote parking LRT trips are new transit riders, as otherwise they would have been made by auto; hence,
these trips represent new transit riders. The remainder of the line would have a total of 3,600 new transit
trips per day. The project would have a total of 7,300 new transit trips on an average weekday,
approximately 56% of total LRT trips.
a
Table 21-5
SDEIS Build Alternative
Average Weekday Incremental Linked Trips by Mode and Scenario
Compared to the 2020 No-Build Alternative
2020 Build
All Trips
Trans-Hudson
-3,,365
-235
41
-32
-3,673
-80
-19
-5
-4
-107
1,873
-1,205
1,979
693
-33
3,307
250
41
20
3
192
Auto
Drive Alone
Shared Ride 2
Shared Ride 3
Shared Ride 4+
Total Auto
Transit
Walk Access
Walk-Rail
Walk-PATH
Walk-Bus
Walk-Ferry
Walk-LRT
Subtotal Walk-to-Transit
Drive Access
Drive-Rail
Drive-PATH
Drive-Bus
Drive-Ferry
Drive-LRT
Subtotal Drive-to-Transit
All Transit Access
Rail
PATH
Bus
Ferry
LRT
Total Transit
195
-25
366
44
-291
289
-79
-11
68
-28
-29
-79
2,069
-1,229
2,345
737
-324
3,600
171
-52
48
-26
-29
113
Total Person Trips
-77
6
Source: KPMG; Ridership Results Report; June 2000.
Note: Results do not include air passenger or Airport Employee remote parking trips.
Totals may not add due to rounding.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-11
D.
LRT Ridership
No-Build Alternative
There would be no LRT ridership under the No-Build Alternative.
Division Street Build Alternative
Ridership on the Division Street Build Alternative, between the Midtown Elizabeth Station and the
Newark International Airport Station is estimated to be 3,393. Table 21-6 lists the projected ridership
between stations.
Table 21-6
Division Street Build Alternative – Year 2015 Elizabeth Segment
Weekday Ridership by Station-to-Station Segment
Station
Midtown Elizabeth
Spring Street
Division Street
Airport City
McClellan
US Route 1 & 9
Newark International Airport
Total
Source: BRW, Inc. August, 2000.
Ridership
2,363
281
60
337
132
220
3,393
SDEIS Build Alternative
Projected ridership by station on the proposed SDEIS Build Alternative is presented in Table 21-7.
Table 21-7
SDEIS Build Alternative – Year 2020 Elizabeth Segment
Weekday Ridership by Station
.
Station
Midtown Elizabeth
Route 1 & 9 (Spring Street)
Division Street
Ridership
2,482
875
131
397
273
911
1,355
316
183
Third Street
Future Singer
Ferry Terminal
Jersey Gardens
Kapkowski Road
North Avenue
Newark International Airport Lot D
Total
Remote Parking Lot Riders (see note below)
Total including remote parking lot riders
Source: KPMG; Ridership Results Report; June 2000.
Note: Totals may not add due to rounding.
60
6,980
6,100
13.080
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-12
1
1
1
1
]
The highest non-airport related passenger activity would occur at the Midtown Elizabeth station at 2,482
boardings per average weekday. The Jersey Gardens Mall station stop would have the second highest
passenger activity level. Overall, the total daily boardings would be nearly 7,000 by the year 2020
without factoring in riders boarding at the Kapkowski Road Station from the remote airport parking
facility. With the remote parking factored in, the number of boardings would increase to 13,080.
21.2.4
Protect and Preserve the Natural Resources of the City of
Elizabeth
A wide range of environmental impacts was assessed with the intent to preserve and protect the
environment within the City of Elizabeth. The impacts focused on land use and employment,
displacements and relocations, neighborhood and community impacts, traffic and circulation, visual
quality, air quality, noise and vibration, ecology, water resources, energy, historic and archaeological
resources, parklands, and contamination.
The assessment of impacts is intended to identify the potential impacts of the SDEIS Build Alternative
compared to the Division Street Build Alternative and the No-Build Alternative, noting those assessment
areas where potential adverse impacts may occur. Table 21-8 provides a comparison of the No-Build
Alternative to the two Build Alternatives and summarizes the potential environmental impacts.
A.
Land Use and Socio-Economic Impact
1
No-Build Alternative
The No-Build Alternative would have no impact on the existing land use or socioeconomic conditions of
the project area. However, the No-Build Alternative would not provide the opportunity to intensify land
uses in station areas, offer an alternative means of travel, or reduce vehicular congestion on area
roadways.
Division Street Build Alternative
The impacts of the Division Street Build Alternative would be the same as the SDEIS Build Alternative.
SDEIS Build Alternative
i
The SDEIS Build Alternative would provide socioeconomic benefits that would result from providing
increased transit service and an alternative, reliable means of transportation. In addition, individuals who
currently do not have access to cars would have an alternative travel mode and their personal travel
accessibility to employment could be increased for areas of existing and new development along the
proposed LRT service area.
1
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-13

Table 21-8
NERL-Elizabeth Segment SDEIS
Summary of Comparison of Alternatives
No-Build Alternative
Impact Area
Ridership
Capital Costs (1999)
NA
NA
Division Street Build Alternative (DEIS, 1997)
Ridership: 3,393 boardings
$ 404,939,000
Land Use
None
Consistent with City and County Plans that were current
in 1994 (pre-Elizabethport)
None
Displacements/
Relocations
Traffic and
Circulation/
4 Businesses: 1 by the airport and 3 along Division
Street
0 Residences
8 at-grade crossings.
LOS degradations by 2020 do not change with
addition of Build Alternative.
Approx. 143 parking spaces required to be taken at on
Division Street
No new at-grade
crossings.
LOS degradations by
2021 would occur in 7
of 11 roadway segments
and 3 of 5 intersections.
No Parking Impacts
No Adverse Impacts
No Benefits
.
SDEIS Build Alternative
Ridership: 13,080 boardings
$ 291,766,000 ( Midtown Elizabeth to EWR-5.8
miles) **
Consistent with Union County Comprehensive Economic
Development Strategies, Union County Master Plan, City
of Elizabeth Master Plan, and City of Elizabeth
Waterfront Planning activities.
4 Businesses: 3 along Trumbull Street near NJ
Turnpike, 1 in proposed Yard and Shop site.
0 Residences
5 at-grade crossings.
LOS roadway segment degradations by 2021 do not
change with addition of Build Alternative.
Delay and LOS at North Ave. & Kapkowski Road
increases as a result of the Build Alternative,
Approx. 50 parking spaces required to be taken at
Airport Parking Lot D.
No disproportionate adverse impacts
Improved access for 31 census block groups that are
predominantly minority-based (over 50%)
Improved access for 31 low-income census block
groups.
No significant impacts
Minor impact from aerial structures, catenary wire and
supports, station canopies, lighting, and LRT vehicles.
No adverse impacts
Project in conformance
No noise impacts
2 potential vibration impacts: Oak Grand Motel and
residence at Magnolia Ave. and Reid St.
Neighborhoods/
Environmental Justice
No disproportionate adverse impacts
Improved access for 6 census tracts that are
predominantly minority-based (over 50%).
Improved access for 10 low-income census tract.
Soils
None
No significant impacts
Visual
None
Minor impact from aerial structures, catenary wire and
supports, station canopies, lighting, and LRT vehicles.
Air Quality
None
No adverse impact
Project in conformance
Noise and Vibration None
1 potential noise impact: Airport Hilton Hotel
1 area of potential vibration impact: residences by
York Street
Notes: Capital Costs in the 1997 DEIS do not include Right-of-Way costs
** The SDEIS Build Alternative includes a Yard and Vehicle Maintenance Facility at a cost of $26 million.
.
a
NERL-Elizabeth Segment SDEIS
21-14
Evaluation of Alternatives
பபப

Table 21-8 (continued)
NERL-Elizabeth Segment SDEIS
Summary of Comparison of Alternatives
Impact Area
Wetlands (acres)
No-Build Alternative
None
Division Street Build Alternative (DEIS, 1997)
Potential Wetland disturbance: 0.75 acres
SDEIS Build Alternative
Wetland Disturbance: 3.4 acres
Transition Disturbance: 8.1 acres
No adverse impact
None
No adverse impact
Vegetation Wildlife
Habitat
Endangered Species
Floodplains
None
None
None. No suitable habitat to support listed species
Alignment would traverse 100-year and 500-year
floodplains, however no significant impact would result
Ground Water
Surface Water
None
None
No significant impact
No significant impact
None. No suitable habitat to support listed species
Alignment would traverse 100-year and 500-year
floodplains. Potential minor impact on Airport Peripheral
Ditch
No significant impact
Minimal impact on Airport Peripheral Ditch and two
detention basins
Wetland permits and Transition Area Waiver required
Potential effects on 5 historic districts and 7 individual
resources
No parkland impacts
Coastal Areas
Historic Resources
None
None
No impact
Potential effects on 1 historic district and 3 individual
resources
Potential impact of 0.03 acres at Mickey Walker
Recreation Center
Potential effects on 2 sites
Parklands
None
Potential effects on 5 sites
Archaeological
None
Resources
Contamination
None
Energy Use
None
Construction Impacts None
Source: BRW, Inc. August 2000.
4 potential sites requiring further review
Not analyzed in DEIS
Minimal short-term construction impacts
7 potential sites requiring further review
Decrease energy use by 260,994,621 BTUs
Minimal short-term construction impacts
NERL-Elizabeth Segment SDEIS
21-15
Evaluation of Alternatives
B.
Displacements/Relocations
Displacement results from right-of-way acquisition that requires permanent removal or relocation of
existing land uses.
No-Build Alternative
The No-Build Alternative would not require property acquisition or relocation of land uses.
Division Street Build Alternative
The Division Street Build Alternative would result in the acquisition of four businesses. No residences
would be displaced. Table 21-9 identifies the business names, addresses, and types of business.
Table 21-9
Division Street Build Alternative
Potential Acquisition Sites
Name
Address
420 Division Street
American Coating & Chemical
Paris Auto Repair
N/A
400 Division Street
300 Division Street
Business Type
Light Industrial
Light Industrial
Light Industrial
Light Industrial
848 Dowd Avenue
N/A
Source: BRW, Inc. August, 2000.
SDEIS Build Alternative
Right-of-way acquisition for the SDEIS Build Alternative would involve some partial and some complete
purchase of parcels of land resulting in the displacement of four businesses. No residences would be
displaced. Table 21-10 identifies the business names, addresses, and types of business.
Table 21-10
SDEIS Build Alternative
Potential Acquisition Sites
Name
Address
455 Trumbull Street
Compressed Gas, Inc.
Beto, Inc.
399-419 Trumbull Street
Business Type
Light Industrial
Light Industrial
Light Industrial
Light Industrial
Trumbull Street
Roman Truck Leasing
Matlack
Source: BRW, Inc. August, 2000.
Veterans Memorial Drive
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-16
C.
Traffic, Parking and Freight Operations
No-Build Alternative
The No-Build Alternative would not impact parking or freight operations within the study area. The
analysis of the eleven affected roadway segments concluded that seven segments would result in level of
service degradations between the years of 2000 and 2021, under the No-Build Alternative. The
intersection analysis focussed on five intersections within the study area that would potentially be affected
by the Build Alternative. Under the No-Build Alternative, three intersections, Trumbull Street and Dowd
Avenue, Trumbull Street and Veterans Memorial Drive, and North Avenue and Brewster would result in
level of service degradations from LOS B to LOS E or F, between the years of 2000 and 2021. The other
two intersections, North Avenue and Kapkowski Road and Brewster and Fuel Facility Drive, would result
in improvements in delay and level of service.
Division Street Build Alternative
Intersections
The Division Street Build Alternative would extend down the center of Division Street, with a total of
eight at-grade crossings. Traffic impacts associated with these at-grade crossings with the LRT in
operation were analyzed to determine what impacts would be anticipated. It would be necessary to widen
Division Street to accommodate the LRT tracks and vehicular traffic.
Access to commercial properties would be impacted. Commercial and non-commercial vehicles would
need to take more circuitous routes to get into and out of sites. The analysis of local intersections and
driveways indicated that LOS would improve under the alternative since left turns would be prohibited.
Parking
The Division Street Build Alternative would require the removal of approximately 143 on-street parking
spaces.
Newark International Airport
The Division Street Build Alternative would result in minimal impacts to the airport monorail operations,
and would not impact airport operations or safety.
Freight Railroad Operations
The Division Street Build Alternative is not expected to have any direct impacts to freight operations.
Early and ongoing coordination with the freight railroad operators will address issues of concern that will
be resolved during project design.
18061
CSXT could eventually use the former CNJ alignment to connect to the Lehigh Valley Line and bring
commodities into their yard from points west of the Elizabethport area. Concept design plans currently
call for LRT tracks to be placed on the two center tracks (of the four track alignment) under the Northeast
Corridor in Midtown Elizabeth. If a connection to the Lehigh Valley Line is needed in the future by
CSXT, design plans would need to be prepared so that the LRT are shifted to the two southernmost bays
under the Northeast Corridor. This is because freight rail would need to operate in the center bays where
there is a higher vertical clearance that is needed for freight rail operations.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-17
SDEIS Build Alternative
Traffic
The SDEIS Build Alternative would have a very limited impact on the ADT volumes. The analysis of the
affected roadway segments concluded that, while seven segments would suffer level of service
degradations between the years of 2000 and 2021, the degradation of level of service would occur without
the addition of LRT operations. As a result, the SDEIS Build Alternative would have no impacts on
roadway segment levels of service.
The intersection analysis showed that the SDEIS Build Alternative would result in increased delay at all
five affected intersections, but only one intersection would suffer a degradation in level of service. The
Intersection of North Avenue and Kapkowski Road, which is being reconfigured under the Kapkowski
Road Transportation Study, would suffer in a weekday AM Peak Hour delay and level of service
degradation from 28 seconds of delay and LOS C, without the LRT, to 382 seconds of delay and LOS F
with LRT. In the weekday PM Peak Hour, the LOS degrades from B to C.
Under the SDEIS Build Alternative, most of the alignment would operate in a grade-separated right-of-
way. The first point where an LRT vehicle would cross at-grade would be Dowd Avenue. Between the
Midtown Station, near Broad Street, and Dowd Avenue, the vehicle would operate in right of way that is
grade-separated. East of Dowd Avenue until the alignment ends at Newark International Airport, the
vehicle would operate mostly at-grade. Based on this, a total of five grade crossings within the study area
were analyzed to determine what impacts would be placed on the grade crossing if LRT was operating.
The grade crossings studied were:
1. Dowd Avenue
2. Veterans Memorial Drive
3. North Avenue
4. Elizabeth Center Drive
5. Fuel Facility Driveway
The grade crossing analysis resulted in recommendations of the type of traffic control treatment for each
of the grade crossings. The grade separation analysis shows all of the crossings could be accommodated
with at-grade operation of the LRT vehicle. Overall, the at-grade crossings for all the roadway crossings
will remain adequate even with the increased development projected for the study area.
Parking
The construction of the LRT and the stations associated with the LRT would not adversely affect any of
the parking supply within downtown Elizabeth from Broad Street near the Midtown Station to Jersey
Gardens Station near the Jersey Gardens Mall. No parking spaces would be taken at the Jersey Gardens
Mall.
At the Newark International Airport Monorail Parking Lot D Station, approximately 50 spaces would
have to be removed for the LRT alignment. Most of the spaces would be taken due to construction of the
LRT trackway above grade and the resulting column structures needed to support the LRT trackway. The
50 spaces could be replaced by restriping and reconfiguring the existing parking lot as well as building
additional parking spaces in the vicinity of the current Parking Lot D.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-18
Newark International Airport
The proposed LRT alignment would impact airport monorail operations during the peak 2-4 PM period,
when Monorail trains are already at or over capacity. At these times, special arrangements may be
required to accommodate the additional LRT demand. The Build alternative would not impact airport
operations or Federal Aviation Administration air traffic control or security functions in the vicinity of
Newark International Airport.
Freight Railroad Operations
The SDEIS Build Alternative is not expected to have any direct impacts to freight operations. Early and
ongoing coordination with the freight railroad operators will address issues of concern that will be
resolved during the design phase of the project.
CSXT could eventually use the former CNJ alignment to connect to the Lehigh Valley Line and bring
commodities into their yard from points west of the Elizabethport area. Concept design plans currently
call for LRT tracks to be placed on the two center tracks (of the four track alignment) under the Northeast
Corridor in Midtown Elizabeth. If a connection to the Lehigh Valley Line is needed in the future by
CSXT, design plans would need to be prepared so that the LRT are shifted to the two southernmost bays
under the Northeast Corridor. These design plans are necessary because freight rail would need to
operate in the center bays where there is the higher vertical clearance needed for freight rail operations.
>
D.
Environmental Justice and Equity
Executive Order No. 12898 of February 11, 1994 entitled “Federal Actions to Address Environmental
Justice in Minority Populations and Low-Income Populations” requires that federal agencies consider and
address adverse environmental effects of proposed federal projects on minority and low income
communities. The order states, to the greatest extent practicable by law, each Federal agency shall make
achieving environmental justice part of its mission by identifying and addressing, as appropriate,
disproportionately high adverse human health or environmental effects of its programs, policies and
activities on minority populations and low income populations.
No-Build Alternative
The No-Build Alternative would not result in physical impacts to communities along the proposed Build
Alternative corridor. However, the social and economic benefits that the Build Alternative would
provide, such as increased mobility and an alternative, affordable means of transportation, would not be
provided under the No-Build Alternative.
Division Street Build Alternative
The Division Street Build Alternative would traverse low-income and minority neighborhoods. The
implementation and operation of this alternative would have no significant adverse impacts on the
minority and low-income neighborhoods in the study area.
The Division Street Build Alternative would also have a positive impact on minority and low-income
communities. The Division Street Build Alternative would access ten low-income Census tracts and six
predominantly minority Census tracts. These positive impacts, or benefits, would be similar to those
described for the SDEIS Build Alternative below.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-19
Table 21-11 summarizes the impacts of the two proposed Build Alternatives on low-income and minority
neighborhoods and shows whether negative impacts on minority and/or low-income neighborhoods are
disproportionate to impacts on non-minority/middle income neighborhoods.
Table 21-11
Potential Impacts to Minority and Low Income Neighborhoods
Area of Impact
Division Street Build Alternative,
Impact on Minority and Low Income
Neighborhoods
SDEIS Build Alternative,
Impact on Minority and Low Income
Neighborhoods
Transportation
Land Use and Economic
Activity
Improved transit service would result in
improved mobility of minority and low
income populations.
Possible increased economic activity in
station areas could benefit minority and
low income populations through
redevelopment and increased job
opportunities.
3 businesses in minority neighborhoods
and 1 business in non-minority area
would be acquired.
No impacts would occur
Improved transit service would result in
improved mobility of minority and low
income populations.
Possible increased economic activity in
station areas could benefit minority and
low income populations through
redevelopment and increased job
opportunities.
No businesses or residences are proposed
to be acquired in low income or minority
neighborhoods.
No impacts would occur
Acquisitions/Displacements
Neighborhoods
Soils
Visual
No impacts would occur.
No disproportionate impact would occur
to low-income and minority populations.
Visual conditions may improve in some
areas with new LRT stations, lighting,
and landscaping.
No disproportionate impact would occur.
No impacts would occur.
No disproportionate impact would occur
to low-income and minority populations.
Visual conditions may improve in some
areas with new LRT stations, lighting,
and landscaping.
No disproportionate impact would occur.
Air Quality
No disproportionate impacts would occur.
No impacts would occur in minority or
low-income communities.
No impacts would occur in minority or
low-income communities.
No disproportionate impact would occur.
-
No disproportionate impact would occur
!
Noise and Vibration
No disproportionate impacts would occur.
No impacts would occur in minority or
Ecology and Wetlands
low-income communities.
No impacts would occur in minority or
Water Resources
low-income communities.
Historic/Archaeological
No disproportionate impact would occur.
Resources
Contamination
No disproportionate impact would occur
Minor impact on neighborhood recreation
Parklands
center
Energy
No impacts would occur.
Construction Impacts No disproportionate impact would occur
The Division Street Build Alternative
Financial Impacts
would not impact the ability of NJ
TRANSIT to provide transit services to
low-income and minority populations.
Source: BRW, Inc., August, 2000.
No impacts would occur,
No impacts would occur.
No disproportionate impact would occur
The SDEIS Build Alternative would not
impact the ability of NJ TRANSIT to
provide transit services to low-income
and minority populations.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-20
SDEIS Build Alternative
The SDEIS Build Alternative would traverse low-income and minority neighborhoods on existing rail
right-of-way. No disproportionate adverse impacts are expected to occur as a result of the operation of
the SDEIS Build Alternative.
The SDEIS Build Alternative would also have a positive impact on the project corridor, especially
minority and low-income communities. The SDEIS Build Alternative would access 31 low-income and
predominantly minority Census block groups. Vehicle ownership for the Census Block Groups which
have been identified as either minority or low-income within the project corridor indicate that as many as
50% of the households within the project study area do not have access to cars. These positive impacts,
or benefits therefore include:
Increase mobility and provide access to jobs;
Opportunity for an alternative and affordable means of transportation not currently available;
Public infrastructure investment likely to stimulate development and redevelopment efforts; and
Increased employment opportunities during construction of the project and secondary economic
benefits associated with long-term station area development.
E.
Soils
This section describes potential impacts to soils, topography, and geological resources within the study
area.
No-Build Alternative
The No-Build Alternative would not adversely affect soils, topography or geological resources in the
study area.
Division Street Build Alternative
The Division Street Build Alternative is located within developed areas and would not result in significant
impacts to soils or existing topography. Impacts resulting from construction include grading (cut and fill)
and removal and replacement of contaminated soils. Because the soil material underlying the project
study area consists of fill, the replacement of the fill material would result in no adverse impacts to
existing conditions. The construction of elevated tracks would impact underlying geology, since
foundations supporting the aerial alignment would likely be extended into bedrock. The anticipated
impacts are minor, and would not result in adverse impacts.
SDEIS Build Alternative
The Build Alternative is located within developed areas and would not result in significant impacts to
soils or existing topography. Impacts resulting from construction would be similar to the Division Street
Build Alternative.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-21
F.
Visual
The Elizabeth portion of the Newark-Elizabeth Rail Link corridor consists of varied visual environments.
These visual environments range from heavy industrial to moderate-density residential developments.
Major visual components of the two Build LRT Alternatives would include:
.
At-Grade Trackage
Aerial Guideway
Catenary Wires and Catenary Supports
LRT Stations
LRT Vehicles
Miscellaneous Structures
Shadows
Lighting
Construction Impacts
Yard and Shop
No-Build Alternative
The No-Build Alternative would have no visual impact.
Division Street Build Alternative
The Division Street Build Alternative would potentially result in an impact to the visual environment.
Much of the alignment would be located in the median of Division Street, where the most visible element
would be the LRT vehicles and the overhead catenary system, or on elevated tracks over Route 1 & 9.
SDEIS Build Alternative
The SDEIS Build Alternative would result in a minimal visual impact, since much of the proposed
alignment is within an existing railroad right-of-way or rail yard. The elevated portions of the alignment
would create the strongest visual impact. Otherwise, the most visible element would be the LRT vehicles
and the overhead catenary system. The yard and shop is proposed for a site that is currently a railroad
industrial use and thus would not introduce an adverse visual impact.
G.
Air Quality
No-Build Alternative
The No-Build Alternative will not result in an increase or decrease in air quality levels in the region.
However, the No-Build Alternative would not support the attainment and maintenance of air quality
standards in the region.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-22
Division Street Build Alternative
In the NERL DEIS (January 1997), no air quality analysis or determination of vehicle miles traveled was
conducted for the Division Street Build Alternative. The air quality analysis for the full NERL system
determined that construction and operation of the system would contribute to improved air quality when
compared with the No-Build Alternative.
SDEIS Build Alternative
The SDEIS Build Alternative is expected to reduce the amount of regional vehicular travel relative to the
No-Build alternative. A net reduction in VMT would result in lower emissions of carbon monoxide (CO),
the ozone precursors (VOC and NOx) and greenhouse gases. Based upon this analysis, it appears that the
SDEIS Build Alternative would not have an adverse effect on the regional air quality. Furthermore, by
providing an alternative to single-occupant vehicle travel, implementation of the SDEIS Build Alternative
would support the attainment and maintenance of air quality standards in the region.
Local air quality analysis for “hot spot” potential violations indicate that the SDEIS Build Alternative
would have no violations of the current CO standards. Project-level conformity has been established
through the inclusion of the NERL - Elizabeth Segment in the most recent version of the TIP, which has
been found to conform to the NJDEP SIP for ozone and CO.
H.
Noise and Vibration
Noise and vibration screening was conducted in accordance with the Federal Transit Administration
Transit Noise and Vibration Impact Assessment, Final Report, April 1995.
No-Build Alternative
The No-Build Alternative would have no affect on noise or vibration levels in the area. Changes in traffic
volumes would not significantly change existing noise or vibration levels.
Division Street Build Alternative
For the Division Street Build Alternative, twelve noise sensitive areas were identified within 200 feet of
the project. One area, the Hilton Hotel located by the airport, would potentially be impacted by noise.
The FTA guidance manual base curve was used to determine if nearby sensitive areas would have the
potential to be impacted by vibration from the Division Street Build Alternative. One vibration-sensitive
area, the Hilton Hotel by the airport, was found within the study area.
SDEIS Build Alternative
The results of the General Assessment and Detailed Analyses at select locations for the SDEIS Build
Alternative are identified in Chapter 9.0, Table 9-10. The table identifies ambient noise levels, future
project-related noise levels, and whether a potential impact or severe impact was identified using the FTA
noise impact criteria.
For the SDEIS Build Alternative, none of the thirty-three noise sensitive areas identified within 200 feet
of the LRT tacks or stations and 1000 feet from the maintenance yard and shop would be impacted by
noise.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-23
The FTA guidance manual base curve was used to determine if nearby sensitive areas would have the
potential to be impacted by vibration from the SDEIS Build Alternative. Two vibration sensitive areas
were found within the potential vibration impact area, as presented in Chapter 9.0, Table 9-11. The
potential vibration sensitive areas include the Oak Grand Motel, located on Route 1 & 9 and East Grand
Street, and a set of two residences on Magnolia Avenue and Reid Street. A detailed vibration assessment
will be conducted during the final design phase of the project in order to further assess the potential
vibration impacts of the SDEIS Build Alternative and to determine if vibration mitigation is required.
I.
Wetlands
No-Build Alternative
The No-Build Alternative would have no impact on wetland resources within the project study area.
Division Street Build Alternative
Potential impacts include
Several wetlands are located along Division Street Build Alternative.
disturbance of approximately 0.75 acres of wetlands by the airport.
SDEIS Build Alternative
Wetland areas that may be potentially impacted were identified based on proximity to the corridor and the
type of construction that may be required. “Exceptional resource value” and “intermediate resource
value" wetlands were identified. Five wetland areas were inventoried along the corridor, and three of
these areas may be impacted. Table 21-12 provides a summary of wetland characteristics and includes an
estimated 3.4 acres of total wetland impacts and 8.1 acres of potentially impacted transitional areas based
on preliminary conceptual design information.
Table 21-12
SDEIS Build Alternative
Wetland Areas and Impacts
Triangle Mitigation Area
Northern Mitigation Site
Allied Pond
Jersey Gardens Boulevard
Airport Peripheral Ditch
Unnamed Lake at North Avenue
Total Disturbance
Source: URS Corp. May 2002
Wetland Disturbance
(acres)
0
0
0
1.7
1.7
0.06
3.4
Transition Disturbance
(acres)
0
0.19
0
2.5
5.2
0.16
8.1
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-24
J.
Vegetation and Wildlife Habitat
]
1
No-Build Alternative
The No-Build Alternative would have no impact on vegetation and wildlife habitats within the study area.
Division Street Build Alternative
1
1
1
1
The Division Street Build Alternative would traverse lands that contain existing rail bed, roadsides and
fill areas with minimal or no vegetative cover. No significant impact to vegetation is anticipated. In the
vicinity of Newark International Airport, wildlife species would not be impacted by the implementation
of this alternative, as these species have previously adapted to this environment. Along Division Street,
widening of the roadway would be required to accommodate the tracks. Widening would impact only
lawns and paved areas, which are not suitable habitat for wildlife species.
SDEIS Build Alternative
The SDEIS Build Alternative would traverse lands that contain existing rail bed, roadsides and fill areas
with minimal or no vegetative cover. No significant impact to vegetation is anticipated. It is expected
that the SDEIS Build Alternative would have no impacts on wildlife habitat as well. The alignment
would be located in existing developed areas (e.g., existing railroad grade, fill area of former landfill,
detention basin). Only small, isolated patches of previously disturbed low quality habitat (e.g., Common
reed dominated wetlands, isolated treel herbaceous vegetation communities) would be disturbed by the
project.
T
The only area of open surface water that would be crossed by the SDEIS Build Alternative includes a
portion of the Airport Peripheral Ditch. This area is already of low ecological value with a very limited
aquatic ecological community that thrives under its disturbed conditions. The construction would include
minimal disturbance to the existing biotic community in the Airport Peripheral Ditch. It is expected that
the SDEIS Build Alternative would have no impact on the aquatic habitat in the vicinity of the project
area.
K.
Threatened and Endangered Species
No records of observations of threatened, endangered or rare species or natural communities are found
within the project study area. Field investigations confirmed that suitable habitats are not present in the
project area to support species identified on the Union County list of threatened and endangered species.
No-Build Alternative
No threatened or endangered species would be impacted by the No-Build Alternative.
Division Street Build Alternative
No threatened or endangered species would be impacted by the Division Street Build Alternative.
1
T
I
Evaluation of Alternatives
NERL-Elizabeth Segment SDEIS
21-25
1
SDEIS Build Alternative
i
No threatened or endangered species would be impacted by the SDEIS Build Alternative. There is
documented use of Allied Pond by threatened/endangered avian species. Although Allied Pond would
not directly be impacted, there is limited potential for project construction activities to disturb these
species during nesting periods.
1
L.
Water Resources
Water resources in the project study area include floodplains, groundwater, surface water and coastal
areas.
Floodplains
Executive Order 11988 – “Floodplain Management” requires the Federal Transit Administration to avoid
impacting the base (100-year) floodplain unless that location is the only practicable alternative. It further
requires, in circumstances where activities must be undertaken in the floodplain, that every effort be made
to minimize the potential risks to human safety and to property, and to minimize negative effects on
natural and beneficial floodplain values.
1
1
No-Build Alternative
The No-Build Alternative would have no impact on floodplains, ground water resources, surface water
resources or coastal areas.
Division Street Build Alternative
The Division Street Build Alternative would encroach upon the floodplain adjacent to the Airport
Monorail. No adverse impacts to the floodplain are anticipated since the majority of floodplain in this
area has been filled and consists of impervious surfaces associated with the Newark International Airport.
SDEIS Build Alternative
The SDEIS Build Alternative would encroach upon the floodplain at the Airport Peripheral Ditch.
Specific flood studies would be required to determine the actual areas of encroachments. No adverse
impacts to the floodplain are anticipated since the majority of floodplain in this area has been filled and
consists of impervious surfaces associated with the Newark International Airport.
1
Groundwater
The groundwater resources in the study area include the aquifer and the water table. The elevation of the
water table is recorded within 10 feet of the surface and, due to the proximity to tidal water bodies, the
actual height of the water table varies with the tide. No public or domestic wells are located within the
study area.
1
1
No-Build Alternative
The No-Build Alternative would not impact groundwater resources.
1
NERL-Elizabeth Segment SDEIS
21-26
Evaluation of Alternatives
I
Division Street Build Alternative
The Division Street Build Alternative would be constructed mostly over existing impervious surfaces and
would not significantly increase the overall percentage of impervious surface existing in the sub-area. In
addition, the Division Street Build Alternative would require the construction of substructures for
proposed elevated structures, catenary poles, etc. These substructures would not extend into the aquifer
and would not impact groundwater quality. No use or withdrawal of groundwater is proposed during
construction or operation of the project.
SDEIS Build Alternative
11
1)
The LRT alignment of the SDEIS Build Alternative would include some rail segments that are built on
structure and require installation of substructure. The proposed substructure would not extend into the
aquifer and would not impact groundwater quality. No use or withdrawal of groundwater is proposed
during construction or operation of the LRT. The only potential impact to groundwater could result from
dewatering activities that may become necessary during the construction of the project.
Surface Water
The significant surface water bodies located within the study area include Newark Bay, the Elizabeth
River, and the Airport Peripheral ditch. These water bodies are influenced by the tidal flows of the
Newark Bay. However, the tidal flow in the Airport Peripheral Ditch is controlled by a tide gate.
No-Build Alternative
The No-Build Alternative would not impact surface water resources in the project study area.
Division Street Build Alternative
Implementation of the Division Street Build Alternative would not result in significant adverse impacts to
these surface water resources.
SDEIS Build Alternative
The SDEIS Build Alternative would require three crossings of surface water bodies: Airport Peripheral
Ditch, the E-Rail property detention basin, and the Jersey Gardens Mall property detention basin. All
would be crossed on structure and a minimal amount of dredging or filling would be required for
placement of the supports.
Coastal Areas
The Rules on Coastal Zone Management set forth land development policies for different types of lands
and development areas. The City of Elizabeth is a “Special Urban Area” and is regulated under the policy
for Special Urban Areas (NJAC 7:7E-3.43). This policy encourages development that will help to restore
the economic and social viability of special urban areas.
No-Build Alternative
The No-Build Alternative would not impact coastal areas.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-27
1
Division Street Build Alternative
The Division Street Build Alternative would have no impact on coastal areas.
1
1
SDEIS Build Alternative
The SDEIS Build Alternative is a prime example of a development that meets this policy. The Elizabeth
Waterfront is an area that is currently the subject of redevelopment and revitalization planning. Some of
these projects include the Jersey Gardens Mall that has recently opened, the proposed marina and
Elizabeth ferry terminal, proposed hotels and improvements to infrastructure serving the waterfront. The
alternative would provide access and encourage use of these facilities that would aid in the economic
growth of the City of Elizabeth.
M.
Historic Resources
The analysis of historic resources was conducted in compliance with Section 101 (b) (4) of the National
Environmental Policy Act (NEPA) of 1969, Section 106 of the National Historic Preservation Act of
1966, Section 4(f) of the United States Department of Transportation Act, as amended in 1987, and the
New Jersey Register of Historic Places Act of 1970.
No-Build Alternative
The No-Build Alternative would not affect any National Register listed or eligible historic architectural
resources.
Division Street Build Alternative
The Division Street Build Alternative may potentially affect one historic district and three individual
resources found to be National Register listed/or eligible within the Area of Potential Effect:
Haynes Avenue Viaduct
The CNJ Mainline Historic District
The Elizabeth CNJ Railroad Station
Pennsylvania Railroad Bridge
Potential effects to the areas listed above will be evaluated fully in the FEIS, in consultation with the New
Jersey Historic Preservation Officer.
SDEIS Build Alternative
The following historic architectural resources within the APE will be affected, but not adversely, by the
proposed light rail project:
CNJ Main Line Historic District
CNJ Elizabeth Station
.
CNJ Freight Station Building
E
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-28
CNJ Main Line Historic District Bridges
•
CNJ Perth Amboy and Elizabethport Branch Historic District
CNJ Newark and Elizabeth Branch Historic District
Singer Factory Historic District
N.
Parklands
No-Build Alternative
The No-Build Alternative would not affect any parklands.
Division Street Build Alternative
The Division Street Build Alternative would require approximately 0.03 acres of the Mickey Walker
Recreation Center. Recreation facilities would not be impacted. The portion of the center to be impacted
consists of sidewalk area and open ground.
SDEIS Build Alternative
The SDEIS Build Alternative would have no impacts on parklands within the study area.
0.
Archaeological Resources
The analysis of archaeological resources was conducted in compliance with Section 101 (b) (4) of the
National Environmental Policy Act (NEPA) of 1969, Section 106 of the National Historic Preservation
Act of 1966, Section 4(f) of the United States Department of Transportation Act, as amended in 1987, and
the New Jersey Register of Historic Places Act of 1970.
No-Build Alternative
The No-Build Alternative would have no effect on archaeological resources.
Division Street Build Alternative
The Division Street Build Alternative may affect two potential archaeological sites identified within the
Area of Potential Effects:
City Cemetery
Cemetery of the Elizabeth Poor House Farm Complex
Potential effects to the areas listed above will be evaluated fully in the FEIS, in consultation with the New
Jersey State Historic Preservation Officer.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-29
SDEIS Build Alternative
The SDEIS Build Alternative may affect four potential archaeological sites identified within the Area of
Potential Effects:
.
Elizabethport Shops and Yard
Original outlet of Great Ditch
Crane's Ferry
1863 Newark Bay Bridge
>
Potential effects to the areas listed above will be evaluated fully in the FEIS, in consultation with the New
Jersey State Historic Preservation Officer.
P.
Contamination
The evaluation of contaminated resources has been conducted in compliance with the USEPA
Comprehensive Environmental Response and Liability Act (CERCLA) of 1980 and in coordination with
the NJDEP Site Remediation Program.
No-Build Alternative
The No-Build Alternative would not impact any identified contamination sites.
Division Street Build Alternative
Along the Division Street Build Alternative alignment, in the vicinity of the airport, four potential
contamination sites exist that should be investigated further to determine if an impact exists.
SDEIS Build Alternative
The study area has been heavily developed since the turn of the century and 80 sites of potential
contamination were identified with 200 feet of the proposed project. However, much of the SDEIS Build
Alternative would be located on fill within existing railroad rights-of-way, decreasing the potential for
contamination impacts from industry and commercial businesses. Seven potentially contaminated sites
were identified that may be impacted during the construction of the proposed project due to location,
direction, and/or groundwater flow direction from the project. During the Final Environmental Impact
Statement, these sites will be reviewed with NJDEP to determine their specific location and whether an
impact may occur.
Q.
Energy Use
Regional energy consumption in the Year 2020 for all types of vehicles was calculated based on the
following factors.
NERL-Elizabeth Segment SDEIS regional ridership forecast;
The anticipated mix of light- and heavy-duty gasoline engine vehicles;
The anticipated mix of bus diesel, compressed natural gas, and electric engine vehicles; and
The anticipated use of light rail vehicles within the region.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-30
No-Build Alternative
Energy use is based on vehicle miles of travel (VMT). The projected VMT for the No-Build Alternative
is 153,440,595 miles.
Division Street Build Alternative
No analysis of energy use was conducted during the NERL DEIS (1997).
SDEIS Build Alternative
With implementation of the SDEIS Build Alternative, the annual VMT for the region is projected to
decrease by 32,387 total miles when compared to the No-Build Alternative. Energy consumption in the
region under the SDEIS Build Alternative would decrease similarly by 260,994,621 BTUs when
compared to the No-Build Alternative. However, these reductions would be slightly offset by the electric
propulsion requirements for new rail service introduced with the Build Alternative. The rail propulsion
energy requirements would be negligible compared to energy savings from decreased automobile travel.
21.3
Selection of Preferred Build Alternative
The Division Street Build Alternative represents the portion of the NERL system from Midtown
Elizabeth to Newark International Airport presented in the NERL DEIS, January 1997. The SDEIS Build
Alternative was developed to complement the changes in land use patterns and the growing development
in the City of Elizabeth and Elizabethport. The benefits of the SDEIS Build Alternative over the Division
Street Build Alternative include improved ridership; access to more low-income and minority
neighborhoods; and supportive and complementary of the economic development strategies of the City of
Elizabeth, Elizabethport and the Newark International Airport.
Ridership for the Division Street Build Alternative is estimated at 3,393 boardings. Ridership for the
SDEIS Build Alternative is estimated at 13,080 boardings, which includes 6,100 boardings from remote
airport parking facilities.
The Division Street Build Alternative would traverse one low-income census tract and three census tracts
that are predominantly minority (greater than 50%). The SDEIS Build Alternative, on the other hand,
would traverse nine low-income Census Tracts and 9 predominantly minority Census Tracts.
Union County and the City of Elizabeth are actively promoting new economic growth and the need for
new infrastructure to foster its fullest potential. As a result, both Midtown and Elizabethport are part of a
State Enterprise Zone. All of Midtown and a portion of Elizabethport are also included as part of the New
Jersey Urban Coordinating Council Neighborhood Empowerment Zone. Additionally, the City of
Elizabeth was awarded $28.9 million through a US Department of Housing and Urban Development
(HUD) HOPE VI grant, in 1999, to transform and revitalize several public housing developments that are
close to or within the study area.
The Division Street Build Alternative would not penetrate Elizabethport, and therefore, would not support
the development goals set for the City of Elizabeth/Elizabethport by Union County. The SDEIS Build
Alternative was specifically designed to integrate public transit with the proposed development sites in
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-31
Elizabethport. With stations at IKEA, Jersey Gardens Mall, a future ferry terminal that will provide
access to lower Manhattan in New York City, and elsewhere throughout the Elizabethport development
area, the SDEIS Build Alternative would link people to over 5.1 million square feet of proposed
development.
Newark International Airport is implementing a $1 billion expansion program. Airport planners have
implemented a new multi-terminal monorail system, and have begun to seek opportunities to transplant
less critical airport services off of the airport property, to surrounding areas in Newark and Elizabeth.
Providing access to off-airport parking facilities is a major component of the SDEIS Build Alternative,
providing ridership of an additional 6,100 boardings. The Division Street Build Alternative would not
access these off-airport facilities.
For these reasons, the SDEIS Build Alternative is recommended as the Preferred Build Alternative.
21.4
Investment Impacts
The following sections discuss the FTA cost criteria for the SDEIS Build Alternative as prescribed for
major transit capital projects including capital cost, operating and maintenance cost, cost effectiveness,
and financing
21.4.1
Total Capital Cost
Capital costs for the SDEIS Build Alternative would be $291.7 million in 1999 dollars (Table 21-13).
Table 21-13
SDEIS Build Alternative
Capital Cost Summary (1999 Millions of Dollars)
Capital Cost
Component
(Incl. Private Contribution) Private Contribution
Guideway and Stations
$ 122.1
$27.4
Vehicles
$ 17.5
SO
Systems
$ 34.9
$0
Yard and Shop
$ 26.4
$0
Right of Way
$ 18.0
$ 5.7
Add Ons
$ 40.1
$ 2.5
Contingency
$ 32.6
$ 4.5
Total Cost
$ 291.7
$40.10
Source: Raytheon Engineers and Constructors, July, 2000.
Notes: 'Includes third party parking and rail station development.
?Includes costs associated with final design of the project, construction and project management activities,
start-up and testing activities.
21.4.2
Operating and Maintenance Costs
Projected operating and maintenance (O&M) costs in base year 1999 dollars is estimated at $7.5 million
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-32
for the SDEIS Build Alternative.
21.4.3
Cost Effectiveness
The cost-effectiveness analysis provides a means to compare the total costs of the SDEIS Build
Alternative to its benefits - measured here by the additional annual new transit patronage attracted. The
formula for determining the cost-effectiveness index (CEI) is described in the Guidelines for New Starts
Criteria, 2002. The output of the formula is an alternative's cost per new passenger attracted relative to
the TSM and/or No-Build Alternative. This comparison identifies the added costs and benefits associated
from the proposed major investment.
The cost per new rider index is used by the FTA for two purposes: (a) to compare results to benchmark
level in determining whether to advance projects into various planning and design phases; and (b) to
compare proposed major federal transportation investments from competing jurisdictions. Other than the
CEI, FTA uses the project's effectiveness, equity, local community and financial support, and the
capacity of the sponsoring agency to complete the project.
Calculation of the Cost Effectiveness Indices (CEI)
The methodology of the cost-effectiveness analysis is to translate the capital costs of the SDEIS Build
Alternative into equivalent, uniform annual costs over a specific time frame. Uniform capital costs are
then combined with annual operating and maintenance expenses. This new annual cost is converted into
a ratio of cost/new rider by dividing the net annual cost by the annual new transit riders attracted by the
line. This yields a cost-effectiveness index.
Cost-Effectiveness Index = A CAP +A O&M
A RIDERS
Where the A represents the changes in the costs and benefits compared to the No-Build Alternative, and
=
ДСАР
A O&M=
A RIDERS
equivalent annual capital costs
annual operating and maintenance costs
annual new transit riders, measured in “linked” trips
Table 21-14 shows the cost-effectiveness index calculation for the SDEIS Build Alternative compared to
the No-Build Alternative. In the CEI analysis, the capital costs of each alternative (in this case, the No-
Build and SDEIS Build Alternatives) are converted into an expression of annual cost, so they can be
compared with other annual operating statistics (riders, O&M), allowing a reasonably uniform analysis
using basic engineering and economics analysis methods. The approach requires only the estimated cost
and lifetime of each line item, plus the discount rate that reflects the time-value of money. The FTA
guidelines are used in assigning economic lives to capital components (right-of-way, structures,
trackwork, signals, vehicles, etc.). A seven percent rate is used in annualizing capital costs. This rate is
applied to costs expressed in constant dollars, thus it represents a rate of return net of inflation.
Similar to capital costs, annual operating and maintenance costs are calculated for each alternative (in this
case, the No-Build and SDEIS Build Alternative). Compared to the No-Build Alternative, the SDEIS
Build Alternative has a CEI of $12.59. For the capital costs expended, the system generates a total of
2,430,500 new transit riders annually.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-33
Table 21-14
Cost-Effectiveness Indices and Input Values (1999 Millions of Dollars)
Annualized Costs
*
Incremental Cost of SDEIS Build Alternative
No-Build Alternative
Against No-Build Alternative
Capital Costs
$23.1
O&M Costs
$7.5
Total Costs
$30.6
Total (Annual) Riders
N/A
2,430,500
Incremental Cost/Rider
N/A
$12.59
Source: NJ TRANSIT, January 2001
Notes: *No significant changes anticipated in the underlying No-Build Alternative.
N/A: Not Applicable.
21.4.4
Financing
The potential sources and uses of funding pertinent to the construction and operation of SDEIS Build
Alternative could include federal grants and monies from the State of New Jersey, Port Authority of New
York and New Jersey, local government and the private sector.
A.
Capital Revenue Sources
The capital costs of the system is anticipated to be funded by federal grants, state monies, the Port
Authority of New York and New Jersey, and local and private sector contributions. (Note: The State and
the PANYNJ have not approved the capital funding plan, nor have they yet agreed to participate in such
funding). Table 21-15 provides a hypothetical breakdown of the funding sources used in this financial
analysis.
Table 21-15
Capital Cost Funding (1999 Millions of Dollars)
Source
Amount
Percent Share
37.7%
26.0%
22.5%
Federal Grants
$110.1
Public/Private Partnership
76
Port Authority of NY&NJ
65.5
Private Sector
40.1
TOTAL
$ 291.70
Source: NJ TRANSIT, January 2001
Note: 'Contribution of Right-of-Way, Services, and Parking Structure.
13.7%
100.00%
Federal Grants: The Federal level of participation is anticipated to be 37.7 percent or $110.1 million of
the project construction costs. Federal grants could be obtained from several funding sources including
New Starts, CMAQ/STP, highway, etc.
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-34
>
Public/Private Partnership Funding: The State of New Jersey has entered into a public/private partnership
with Washington Group, Inc. and the County of Union, New Jersey. This public/private partnership was
formed under special State legislation enacted in June 1997. NJ TRANSIT, as an agency of the State of
New Jersey, has the lead role for preparing this SDEIS. To match the federal grants, it is anticipated that
the members of the public/private partnership would fund 26 percent or $76 million of LRT construction
costs. A TIFIA loan or another form of financing will be used as the local share of the project. The
commissioner of the New Jersey Department of Transportation, Washington Group, Inc. and Union
County have executed a letter setting forth conceptual business terms that frame the financial parameters
by which the parties would share risks and rewards. This letter, combined with Union County's
expressed intention to contribute the right-of-way for the LRT line, constitutes the bulk of this anticipated
private sector contribution.
Port Authority of NY&NJ: It is anticipated that the bi-state agency fund 22.5 percent or $65.5 million of
project construction costs. Sources of funds could be PFCs or application of general Port Authority
revenues.
Private Sector: It is anticipated that the local and private sector would fund at least 13.7 percent or $40.1
million in form of right-of-way, joint development at stations, and services, thus reducing the public
contribution towards the cost of the system.
B.
Operating Revenue Sources
The operating revenues include fares and other operating revenues that the LRT system is projected to
receive from the operation of transit services. The operating revenues reflect the LRT ridership forecasts
developed for the SDEIS as well as other revenue sources. The operating revenues for the SEIS Build
Alternative are summarized in Table 21-16.
Table 21-16
Operating Revenues (1999 Millions of Dollars)
Source
2020
Local Contribution
$1.0
LRT Fare Box
Base Riders
Airport Employee
Total LRT
$1.9
$1.9
$3.8
NJT System Rail
NJT System Bus/LRT
Total NJT System
$0.7
-$0.1
$0.6
Advertising
$0.3
Total Revenue
$5.7
Source: NJ TRANSIT/Union County, January 2001
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-35
The City of Elizabeth and the County of Union may provide a local contribution in the amount of $1.0
million. This source of funds would be generated by dedicating a portion of the increased tax revenues
received as a result of the development that is and will occur in the vicinity of the light rail system.
21.5
Conclusion
The No-Build Alternative would not provide the means to serve the transportation needs identified within
the study area and would not meet the goals and objectives identified to address those needs.
The Division Street Build Alternative would not attract sufficient ridership to justify its cost. In addition,
the alignment would not provide access to Elizabethport and would not support the energetic economic
development strategies for the Elizabethport area. This alternative would not support the goal of
integrating the planned expansion of Newark International Airport with surrounding land uses.
In contrast, the SDEIS Build Alternative would fulfill the goals as follows:
Efficient patterns and densities of development and land use – The proposed project would serve the
Elizabeth Neighborhood Empowerment Zone, the Hope VI public housing revitalization area, and major
areas of economic development that have recently been constructed, or are planned for the project
corridor.
Integration of planned expansion of Newark International Airport with surrounding land uses
The proposed project station at Parking Lot D would directly connect the Newark International Airport
monorail system with employee off-airport parking facilities, proposed airport oriented hotel/conference
development sites, and other airport related businesses developing along the proposed route.
Enhance transit mobility in the City of Elizabeth and Union County – The residential neighborhoods
served by the proposed project are predominantly low income and minority neighborhoods with a high
number of people who are transit dependent. The project would enhance the economic opportunities for
this population by providing greater access to new jobs in both Elizabethport and Midtown Elizabeth, as
well as to other cities via connecting NJ TRANSIT rail service.
Protect and preserve the natural resources of the City of Elizabeth – The City of Elizabeth, Union
County, and most of Northern New Jersey, is a non-attainment area for several criteria air pollutants.
Through the reduction of vehicle miles traveled, the proposed project would aid in improving of regional
air quality. The proposed project would be located within an existing railroad property, and
predominantly commercial industrial paved or filled areas. No neighborhoods or communities would be
adversely effected. Potential impacts identified for business displacements, wetlands, historic sites,
archaeological sites, visual quality, and contamination would be avoided or minimized during preliminary
engineering and final design.
The SDEIS Build Alternative would provide a cost efficient means to create a critical transit link that
would strengthen the City of Elizabeth, an urban core area, with the growing economic development
within its borders while linking the expanding suburban area to its urban center.
1
1
NERL-Elizabeth Segment SDEIS
Evaluation of Alternatives
21-36


22.0
PUBLIC INVOLVEMENT AND AGENCY
COORDINATION
This chapter describes the public and agency involvement program conducted in support of the SDEIS.
The purpose of the public involvement program was to augment the process that was undertaken for the
original Newark-Elizabeth Rail Link DEIS completed in 1997. The response to the extensive public
involvement process during the original DEIS was generally positive and supportive. Because the
Elizabeth Segment impacts areas that were not previously studied in the original DEIS, this public
involvement process is targeted only towards those new areas that the revised alignment would most
directly affect. Because scoping was conducted as part of the original DEIS, no formal scoping was done
for the Elizabeth Segment. Rather, SDEIS Public Information Meetings functioned as a means of
soliciting input and public response to the modified Elizabeth Segment alignment.
22.1
Public and Agency Involvement Program
NJ TRANSIT is committed to an active, meaningful program of public and agency involvement in
support of the Elizabeth Segment of NERL. NJ TRANSIT's intent for the NERL-Elizabeth Segment is to
serve the transportation needs of and promote economic redevelopment and growth in the study area.
Public and agency input is crucial to developing a transportation system that is able to respond to
travelers' needs and to support and enhance the growth potential of the area in which it operates.
The following outreach needs were defined as part of the public involvement process. They include the
following:
.
Involving citizens and business owners in the city of Elizabeth in locating stations and planning
station areas.
Facilitating public participation in the planning and design of the system and assessment of its
environmental impacts.
Involving elected officials in the project planning and decision-making process.
Interfacing with affected and interested public agency staffs on technical aspects of the project.
Complying with public participation requirements of the National Environmental Policy Act (NEPA)
of 1969, as amended, and other related laws and guidelines.
Complying with public participation requirements of regulations promulgated under Section 106 of
the National Historic Preservation Act of 1969.
O
1
NERL-Elizabeth Segment SDEIS
Public Involvement and Agency Coordination
22-1
22.2
Participation Program Activities
The public and agency participation program activities that follow were designed to communicate
information about the project to as many people as possible, create an open dialogue among the various
parties, create ownership in the project, and develop informed decisions that would lead to the best plan
for the area. These activities were developed in the Public Involvement Plan for the Elizabeth Segment,
completed in February 2000.
22.2.1
Project Open Houses
Two project open houses were held. The SDEIS project open houses provided the general public and
other interested parties an opportunity to leam of the progress of the NERL Minimum Operable Segment-
1 (Penn Station to Broad Street Station, Newark, now in final design) and the status of the Elizabeth
Segment of NERL. The Project Open Houses were informal presentations allowing the public to meet
and discuss items of particular interest with the project team. Presentation materials, such as project maps
and preliminary station designs were available at the open houses. Two Project Open Houses were held,
one in downtown Elizabeth and one at the Jersey Gardens Mall. The time and location of these meetings
was advertised in the Newark Star Ledger, La Voz (a Spanish language weekly), The Times (Trenton),
Elizabeth Gazette, and the Courier News. A Spanish language interpreter and Spanish translations of the
presentation material were available.
Table 22-1
Project Open Houses Summary
Date
Time
Attendees
February 29, 2000
3:00-8:00pm
13
Place
Jersey Gardens Mall
Retail Skills Center
Elizabeth City Hall
City Council Chambers
March 1, 2000
3:00-8:00pm
14
Source: BRW, Inc. June 2000
22.2.2
Station Workshop/Section 106 Outreach
.
One Station Workshop was held during the preparation of the SDEIS. The station workshop was
designed to foster communication between the community and station designers. At this workshop, NJ
TRANSIT shared with the residents the overall concept of the proposed LRT stations and discussed the ·
impacts of the Build Alternative on neighborhoods directly adjacent to the proposed alignment. In
addition to the discussion of stations, the project team presented a preliminary finding of historic
resources in the study area in accordance with Section 106 of the National Historic Preservation Act of
1966. Public outreach early in the project is a key component of regulations implementing Section 106.
The workshop focused on the proposed Route 1 & 9 (Spring Street) Station, Division Street Station, and
Third Street Station, as these are the stations that would be located within existing neighborhoods. The
workshop was advertised locally via advertisements in the Newark Star Ledger, Courier News, and the
Elizabeth Gazette as well as neighborhood posters. In addition, nearly 100 invitations were mailed out to
a general project mailing list. A Spanish language interpreter was available to translate during the
workshop.
NERL-Elizabeth Segment SDEIS
Public Involvement and Agency Coordination
22-2
Table 22-2
Station Workshop Summary
Date
Place
Time
Attendees
5:00-8:00
18
May 2, 2000
Mickey Walker Recreation Center
Source: BRW, Inc. June 2000
22.2.3
Project Newsletters
Two project newsletters were prepared during the development of the SDEIS. Approximately 500 of the
newsletters were distributed through a variety of outlets including a mailing list of more than 100 public
officials and interested members of the public. The newsletters were also distributed at the New Jersey
2000 Trans Action Conference. The newsletters provided an update on the status of the project. A third
newsletter will be prepared after the public hearing is held, summarizing the findings of the SDEIS.
22.2.4
Other Public Involvement Activities
Local Agency Coordination - Several meetings were held with officials of the City of Elizabeth to
discuss various elements of the project.
Agency/Individual Meetings Individual meetings and briefings were held with elected officials,
businesses, individual persons, and agencies in the study area. A list of these meetings are included in
Table 22-3.
SDEIS Public Hearing
comment on the SDEIS.
NEPA requires a formal hearing that affords the public an opportunity to
Mailing List/Database - A mailing list was developed for the project based on the previous Newark-
Elizabeth Rail Link studies' mailing lists. This list was augmented with the names of all those who
attended one of the public information meetings or otherwise expressed an interest in the project.
Table 22-3
Newark-Elizabeth Rail Link - Elizabeth Segment
Meetings and Presentations
Date
1/12/99
1/13/99
1/21/99
1/22/99
1/27/99
2/1/99
2/2/99
2/3/99
2/5/99
Organization
Presentation to Continental Airlines
Presentation to Chase Manhattan
Presentation to NJ Department of Transportation Commissioner's Staff
Presentation to Mayor of Roselle Park
Presentation to Elberon Development
Presentation to Port Authority of New York and New Jersey Staff
Meeting with Elberon Development
Presentation to Union County Transportation Advisory Board
Meeting with Newark Airport Staff-Port Authority of New York and
New Jersey
Purpose
Project Briefing
Project Financing
Project Briefing
CCRL Briefing
Station Design/Coordination
Project Briefing
Station Design
Project Briefing
Project Briefing
NERL-Elizabeth Segment SDEIS
Public Involvement and Agency Coordination
22-3
Table 22-3 (Continued)
Date
2/15/00
2/15/00
2/17/99
2/18/99
2/18/99
3/2/99
3/4/99
3/4/99
3/5/99
3/18/99
3/22/99
3/25/99
3/30/99
4/20/99
4/29/99
4/30/99
5/11/99
-
5/17/99
5/18/99
5/25/99
5/25/99
5/27/99
6/2/99
Organization
Purpose
Union County Request for ROW from Norfolk Southern
Union County Request for ROW from Shared Assets
Meeting with Bill Dakota of Port Authority of New York and New Jersey Project Briefing
Focus Group Conducted for Cross County Rail Link Study -
Data Gathering
representatives from Elizabeth, Roselle, Cranford, Roselle Park
Presentation to Continental Airlines
Project Briefing
Presentation to Port Authority of New York and New Jersey
Project Briefing
Presentation to Port Authority of New York and New Jersey
Project Briefing
Presentation to Township of Roselle
Project Briefing
North Jersey Transportation Planning Authority-TIP/STIP Meeting Project Financing
Meeting with Port Authority of New York and New Jersey - Aviation Project Financing
Division
Meeting with Port Authority of New York and New Jersey - Paul Wood Project Briefing
Meeting with CSX-Mike Brimmer
Coordination
Presentation to Union County Mayors
Project Briefing
NJ Transaction 1999 Panel - Presentation of Union County LRT
Presentation
City of Elizabeth Representatives
Project Briefing
Meeting with CSX
Coordination
Presentation to US DOT, FRA, FAA, FTA in Washington DC
Project Financing
Coordination
Hudson Bergen Light Rail Transit System Tour for County Freeholders Tour
and Developers
Meeting with Continental Airlines
Project Briefing
Meeting with IKEA
Station Design/Coordination
Meeting with OENJ
Station Design/Coordination
Meeting with Continental Airlines
Station Design/Coordination
Union County Alliance for Action - State Senator DiFrancesco
Presentation
announcement of Public/Private Partnership
Presentation to Congressman Franks
Project Briefing
Meeting with Port Authority of New York and New Jersey - R. Shiftan Project Briefing
Meeting with IKEA - Hillier on IKEA Master Plan
Station Design/Coordination
Presentation to City of Elizabeth
Project Briefing
Meeting at Port Authority of New York and New Jersey - Passenger Project Financing
Facilities Funding
IKEA Meeting
Station Design/Coordination
Meeting with CSX
Coordination
Meeting with Norfolk Southern
Coordination
Presentation to NJ Turnpike
Project Briefing
Meeting with Elberon Development
Station Design/Coordination
Continental Airlines Meeting
Station Design/Coordination
Meeting with Township Of Cranford
Project Briefing
NJDOT/Raytheon Public Private Partnership Meeting
Project Financing
Port Authority of New York and New Jersey - Paul Wood
Project Briefing
Meeting Continental Airlines/City of Elizabeth
Station Design/Coordination
Meeting with Port Authority of New York and New Jersey - R. Shifton Project Briefing
Meeting with NJDOT - Commissioner Weinstein
Coordination/
Financing
Continental Airlines Meeting
Project Briefing
Meeting at NJT regarding fiberoptics & Plainfield Station
Coordination
Port
Authority of New York and New Jersey - William DeCota
Project Briefing
6/4/99
6/7/99
6/9/99
6/9/99
6/18/99
6/30/99
6/30/99
7/1/99
7/2/99
7/8/99
7/15/99
7/20/99
7/26/99
8/3/99
8/11/99
8/12/99
8/23/99
8/24/99
8/25/99
8/31/99
-
NERL-Elizabeth Segment SDEIS
Public Involvement and Agency Coordination
22-4
1
Table 22-3 (Continued)
Date
9/7/99
9/13/99
9/13/99
9/21/99
9/22/99
9/23/99
Purpose
Project Briefing
Coordination
Coordination
Project Briefing
Project Briefing
Project Briefing
9/23/99
Project Briefing
9/27/99
Project Briefing
9/29/99
10/5/99
10/6/99
Coordination
Coordination
Project Briefing
10/19/99
10/25/99
11/3/99
Organization
Presentation to Congressman Franks' Staff
Alignment Drawings sent to Norfolk Southern
Alignment Drawings sent to CSX
Presentation to Senator Lautenberg
Presentation to Congressman Franks in DC
Presentation to Union County Freeholders – Cross County Rail Link
Study
Presentation to NJ TRANSIT Executive Director - Cross County Rail
Link Study
Presentation to Union County Mayors and Council – Cross County Rail
Link Study
Meeting with New Jersey Department of Environmental Protection
Meeting with Norfolk Southern - Alex Jordan
Presentation to Union County Transportation Adisory Board - Cross
County Rail Link Study
Meeting with City of Plainfield Representatives
FTA Briefing at New Jersey Transit Quarterly Review
Presentation to Union County Mayors and Council - Cross County Rail
Link Study
Meeting with OENJ
Meeting with CSX - Trumbull Yard
Meeting with City of Elizabeth
Meeting with IKEA
Meeting with OENJ
Meeting with Port Authority of New York and New Jersey -- Paul Wood
Meeting with NJDOT - Ted Matthews
Presentation to the NIDOT Commissioner
Union County LRT Site Tour to J. Basso - USDOT. Attendees include
Lapolla, Bollwage, Lautenburg, Menendes, Weinstein, Warsh
Hudson Bergen Light Rail System Tour for Port Authority of New York
and New Jersey Staff
Meeting with Norfolk Southern
Meeting with City of Elizabeth
North Jersey Transportation Planning Authority
Meeting with City of Elizabeth
Meeting with PSE&G
Project Briefing
Project Briefing
Project Briefing
11/15/99
11/17/99
11/29/99
12/20/99
12/20/99
12/20/99
12/21/99
12/28/99
1/4/00
Station Design/Coordination
Coordination
Project Briefing
Station Design/Coordination
Station Design/Coordination
Coordination
Project Briefing
Project Briefing
Site Tour
I
1/6/00
Coordination
1/6/00
1/7/00
1/10/00
1/13/00
1/24/00
Coordination
Project Briefing
Data Gathering
Project Briefing
Project
Briefing/Coordination
Data Gathering
1/24/00
1/28/00
2/1/00
2/3/00
Station Design/Coordination
Station Design/Coordination
Project Briefing
Meeting with Union County
Division of Economic Development
Meeting with IKEA/Hillier
Presentation to Elberon Development
Meeting with Port Authority Of New York And New Jersey
Environmental -- Kevin Bleach
City of Elizabeth
Department of Policy and Planning
Meeting with HOK/OENJ
Meeting with CSX
Letter to CSX from Union County
Union County Request for ROW from CSX
Presentation to NJ General Assembly Transportation Committee
Project Briefing
2/15/00
2/17/00
2/17/00
2/22/00
2/22/00
2/22/00
Station Design/Coordination
Coordination
Use of CSX Property
Coordination
Project Briefing
IT
Public Involvement and Agency Coordination
NERL-Elizabeth Segment SDEIS
22-5
Table 22-3 (Continued)
Date
2/24/00
2/24/00
2/29/00
3/2/00
3/1/00
3/4/00
Purpose
Project Briefing
Project Briefing
Public Meeting
CSX Property Resolution
Public Meeting
Project Briefing
HHHHH
3/15/00
3/23/00
3/23/00
Station Design/Coordination
Station Design/Coordination
Project Briefing
Organization
Presentation to Governor's Staff
Presentation to NJ Assembly Light Rail Panel
Public Information Session
City of Elizabeth Planning Board
Public Information Session
City of Elizabeth
Department of Engineering
Meeting with developer of 17 acre site (Kapkowski and North Ave)
Meeting with Elberon Development
New Jersey Department of Environmental Protection Office of Program
Coordination
State Historic Preservation Office
Meeting with Roselle/Roselle Park Planners
Meeting with OENJ and New York Waterways
Meeting with OENJ
Meeting with NJ Economic Development Authority
Meeting with NJDOT- Pippa Woods
Meeting with Senator Di Francesco
Station Workshop Elizabeth
Presentation to Union County Transportation Advisory Board
Meeting with Norfolk Southern
Presentation to Governor's Staff
Presentation to FTA/USDOT
Presentation to Marriott Hotels
Meeting with CSX
Meeting with NJDOT - Pippa Woods
Presentation to FTA Region II
Presentation to Assemblyman Bagger
Presentation to Senator Lesniak
Meeting with OENJ
Meeting with Norfolk Southern
Meeting with FTA
Meeting with OENJ
Meeting with OENJ
Meeting with Port Authority of New York and New Jersey
Meeting with FTA, FRA and FAA
Meeting with Port Authority of New York and New Jersey, FTA, FRA
and FAA
Meeting with Port Authority of New York and New Jersey, FTA, FRA
and FAA
Meeting with Charles Scott, NJ SHPO
Tour
Project Briefing
Station Design/Coordination
Station Design/Coordination
Project Financing
Project Financing
Project Briefing
Public Meeting
Project Briefing
Coordination
Project Briefing
Project Financing
Project Briefing
Project Presentation
Project Briefing
Project Briefing
Project Briefing
Project Briefing
Station Design/Coordination
Coordination
Project Briefing
Station Design/Coordination
Station Design/Coordination
Alignment Coordination
Environmental Findings
FAA Technical/Operational
Issues
FAA Technical/Operational
Issues
Historic Resource
Coordination
Coordination
3/24/00
3/27/00
3/28/00
4/5/00
4/7/00
4/24/00
5/2/00
5/2/00
5/3/00
5/9/00
5/10/00
5/11/00
5/15/00
5/16/00
5/17/00
5/18/00
5/22/00
5/26/00
6/8/00
6/14/00
6/14/00
6/22/00
7/11/00
7/11/00
8/11/00
9/7/00
Project Briefing
10/13/00
11/1/00
4/10/02 Meeting with NJDEP
9/25/01 Meeting with NJDEP LURP
1/12/02 Meeting with NJDOT/PANYNJ
1/15/02 Meeting with PANYNJ Traffic Engineering
4/23/02 Pre-application Meeting with NJDEP
5/17/02 Kapkowski Road Transportation Planning Study
Source: Compiled by BRW, Inc. July 2002
Coordination
Coordination
Coordination
Project Briefing
Coordination
NERL-Elizabeth Segment SDEIS
Public Involvement and Agency Coordination
22-6


23.0
LIST OF PREPARERS
AGENCIES
Federal Transit Administration
New Jersey Transit Corporation
Union County
FIRMS
BRW/URS
URS Corp.
Joan H. Geismar, Ph.D
Arch?
AECOM Consulting Transportation Group
Radin Consulting Inc.
The Washington Group
7
1
List of Preparers
NERL-Elizabeth Segment SDEIS
23-1
Agencies
Federal Transit Administration
Carmen Orta
SDEIS Document Review and Approval
Irwin Kessman
SDEIS Document Review and Approval
New Jersey Transit Corporation
Steve Jurow
M.S. Transportation Planning and Engineering
B.S. Mechanical Engineering
Responsibilities: NJT Project Manager, Purpose and Need
Thomas Marchwinski
Master of City and Regional Planning
B.S. Geography
Responsibilities: Travel Demand Forecasting
Union County
Jim Daley
M.S. Public Administration
B.S. Accounting
Responsibilities: Land Use, Economic Forecasts
Firms
BRW, Inc. (Now URS Corp.)
Ray Amoruso
Master of Urban Planning
B.A. Urban Studies
Responsibilities: Transportation, Freight Operations, Evaluation of Alternatives
NERL-Elizabeth Segment SDEIS
List of Preparers
23-2
.
Eric Nelson, AICP, PP
Master of City and Regional Planning
B.S. Public Administration
Responsibilities: BRW Project Manager, Summary, Purpose and Need, Land Use,
Environmental Justice, Public Involvement
I
Stefan Armington, AICP, PP
M.A. City Planning
B.S. Political Science
Responsibilities: Soils, Air Quality, Noise & Vibration, Contamination, Evaluation of
Alternatives, Summary, and Document Coordination.
Emily Fischbein
Master of City Planning
B.A. English
Responsibilities: Visual and Aesthetic Impacts, Soils, Related Projects, Environmental Justice
Ken Dix
A.A. Graphic Design
Responsibilities: Graphics
Susan Roux
B.S. Landscape Architecture
Responsibilities: Section 4(1), Evaluation of Alternatives, Alternatives Considered
Dan Meyers, AICP
M.S. Urban Planning and Transportation Engineering
B.S. Urban Studies
B.A. Political Science
Responsibilities: Transportation and Traffic, Air Quality, Energy
Susan Heil
A.A. Commercial Art
Responsibilities: Graphics
URS Corp.
!
1
Donna Cole
B.S. Environmental Planning and Design
Responsibilities: Water Resources, Endangered Species, Wetlands, Ecology
Joan H. Geismar, Ph.D
Joan H. Geismar, Ph.D.
Ph.D. Anthropology
M.A. Anthropology
B.A. English
Responsibilities: Archaeological Resources
NERL-Elizabeth Segment SDEIS
List of Preparers
23-3
Arch?
Nancy Zerbe
M.S. Historic Preservation
B.A. History
Responsibilities: Historic Resources
AECOM Consulting Transportation Group
William Woodford, PE
M.S. Civil Engineering (Transportation Planning)
B.S. Civil Engineering
Responsibilities: Ridership Forecasting
Radin Consulting Inc.
Chitra Radin
B.A. Political Science
Responsibilities: Agency Coordination, Technical Review, Financial Analysis, Purpose and
Need, Cost Effectiveness Index
The Washington Group
Steve Santoro
B.S. Civil Engineering
Responsibilities: Conceptual Engineering, Capital Cost Estimates, LRT Operations, Operations
and Maintenance Costs, Cost Effectiveness Index
NERL-Elizabeth Segment SDEIS
List of Preparers
23-4

I

24.0
DISTRIBUTION
The following Federal, State and local officials, and agencies, community groups/organizations, and
individuals have been sent copies of this Supplemental Draft Environmental Impact Statement.
24.1
Legislators
24.1.1
U.S. Senators
Frank Lautenberg
Senator Jon Corzine
24.1.2
U.S. Representatives
7th Congressional District
Congressman Mike Ferguson
11th Congressional District
Congressman Rodney Frelinghuysen
gch Congressional District
Congressman Bill Pascrell
12th Congressional District
Congressman Rush Holt
10h Congressional District
Congressman Donald M. Payne
13" Congressional District
Congressman Robert Menendez
24.1.3
New Jersey State Legislators
District 20 - Union County
District 21 - Union County
-
Senator Raymond J. Lesniak
Assemblyman Neil M. Cohen
Assemblyman Joseph Cryan
Assemblyman Thomas H. Kean
Assemblyman Eric Munoz
Assemblyman Jon M. Bramnick
District 22 - Middlesex, Morris, Somerset and Union Counties
Senator Joseph Suliga
Assemblyman Jerry Green
Assemblywoman Linda Stender
NERL Elizabeth Segment SDEIS
Distribution
24-1
District 27 Essex County
District 29 Essex County
|
Senator Richard J. Codey
Assemblyman Mims Hackett, Jr.
Assemblyman John F. McKeon
Senator Sharpe James
Assemblyman William D. Payne
Assemblyman Wilfredo Caraballo
District 28 Essex County
Senate Transportation Committee
|
Senator Ronald L. Rice
Assemblyman Donald Tucker
Assemblyman Craig A. Stanley
Nicholas J Sacco, Chair
Andrew R. Ciesla
General Assembly Transportation
Assemblyman John Wisniewski, Chairman
24.1.4
County Officials
Union County
1
Manager -
George W. Devanney
Clerk -
Joanne Rajoppi
Freeholders -
Deborah P. Scanlon, Chairperson
Angela Estrada, Vice Chair
Chester Holmes
Lewis Mingo, Jr.,
Alexander Mirabella
Rick Proctor
Mary P. Ruotolo
Nicholas P. Scutari
Daniel P. Sullivan
County Planning - Ronald Weening, Bureau of Transportation
James Daley, Policy and Planning
Paul Mulligan, Chairman Transportation Advisory Board
Essex County
County Executive
Joseph N. DiVincenzo, Jr.
Clerk
Adrianne Davis
NERL Elizabeth Segment SDEIS
Distribution
24-2
Essex County (Continued)
Freeholders -
Johnny Jones, President
Patricia Sebold, Vice President
Blonnie R. Watson
Albertus Jenkins
Jesus A. Padilla
D. Bilal Beasley
Carol Y. Clark
James R. Paganelli
Ralph R. Caputo
24.1.5
Municipal Officials
City of Elizabeth
Mayor
Honorable J. Christian Bollwage
Bus. Administrator
City Clerk
Public Works
City Engineer
Housing Authority
Community Development
City Attorney
Neighborhood Services
Planning and Development
Health & Human Services
Recreation
Police Department
Finance
Lorraine J. Dumke
Anthony R. Pillo
John F. Papetti, Jr.
Ernesto J. Marticorena
Joseph A. Manfredi
Oscar Ocasio
William R. Holzapfel
Carlos Santos
Marie Krupinski
Charlene Mason-Reese
Paul M. Adessa
James Cosgrove
Anthony Zengaro
Council Members
1 st Ward
2nd Ward
3rd Ward
4th Ward
5th Ward
6th Ward
Manny Grova, Jr.
Carla Mazza
Robert M. Jaspan
Carlos Alma
William Gallman, Jr.
Angelo A. Paternoster
At-Large (3)
Frank Cuesta
Edward Jackus
Patricia Perkins-Auguste
NERL Elizabeth Segment SDEIS
Distribution
24-3
City of Newark
L
Mayor
Business Administrator
City Clerk
Director of Engineering
City Planning
Housing Authority
City Attorney
Neighborhood Services
Health & Human Services
Police Chief
Finance
Honorable Sharpe James (complete hard copy)
Richard A. Monteilh
Robert P. Marasco
James Adam
Harry Hines
Executive Director - Harold Lucas
JoAnne Y. Watson
Dr. Colleen Watson
Catherine Cuomo-Cecere
Robert Rankin
Daniel Gonzalez
-
Council Members
L
South Ward
North Ward
East Ward
West Ward
Central Ward
At-Large
At-Large
At-Large
At-Large
Donald Bradley, Council President
Hector M. Corchado
Augusto Amador
Mamie Bridgeforth
Charles A. Bell
Bessie Walker
Gayle H. Chaneyfield-Jenkins
Donald Tucker
Luis Quintana
24.2
Public Agencies
24.2.1
Federal Agencies
Advisory Council on Historic Preservation
Council on Environmental Quality
Federal Aviation Administration
Office of the Secretary of Transportation
Federal Highway Administration
Federal Transit Administration
U.S. Army Corps of Engineers-New York District
Federal Railroad Administration
U.S. Environmental Protection Agency - Region 2
U.S. Department of Interior
U.S. Department of Health and Human Service
U.S. Department of Housing and Urban Development
24.2.2
State Agencies
Office of the Governor of New Jersey
Board of Public Utilities
New Jersey Historic Trust
New Jersey Department of Transportation
New Jersey State Office of Smart Growth
New Jersey Turnpike Authority
New Jersey State Historic Preservation Office
NJ Department of Environmental Protection
NERL Elizabeth Segment SDEIS
Distribution
24-4
24.2.3
Regional Agencies
North Jersey Transportation Planning Authority
Port Authority of New York and New Jersey
Lou Venech
David Caruth
Cruz Russell
24.2.4
Repositories
City of Elizabeth, City Hall
Elizabeth Public Library
Federal Transit Administration, Region II
Union County, County Administration Building
Newark Public Library
NJ Transit
24.3
Other Agencies/Organizations
CONRAIL
Continental Airlines
CSX Transportation
Elberon Development Corporation
Elizabeth Economic Development Corporation
Glimcher Realty Trust (Jersey Gardens Mall)
Greater Elizabeth Chamber of Commerce
IKEA
Joseph Chiarello & Co.
New Jersey Association of Railroad Passengers
Norfolk Southern Railroad
OENJ Corporation
Regional Plan Association
Union County Alliance
Union County Economic Development Corporation
Vestral Trust
NERL Elizabeth Segment SDEIS
Distribution
24-5


25.0
GLOSSARY / LIST OF ABBREVIATIONS
This chapter provides brief definitions of some of the technical terms and abbreviations used in this
Supplemental DEIS.
25.1
Glossary
accessibility
destinations.
A measure of the ability or ease of all people to travel among various origins and
air pollution The presence of unwanted material in the air in sufficient amount and under such
circumstances as to interfere significantly with human comfort, health, or welfare, or with full use and
enjoyment of property. National and state ambient air quality standards identify pollutant concentrations
not to be exceeded over a specified time.
alignment - A ground plan or route of a railroad, highway, or fixed guideway transit.
ambient air quality - A physical and chemical measure of the concentration of various chemicals in the
outside air, usually determined over a specific time period (e.g., one hour, eight hours).
>
Americans with Disabilities Act (ADA) - A federal civil rights law enacted in 1990 that mandates the
provision of access to public facilities for persons with disabilities. Title 2 of the law applies to
transportation facilities and transit vehicles.
aquifer – A water-bearing underground layer of permeable rock, sand, or gravel.
Automated Fare Control (AFC) – A system of fare control that utilizes machines to issue tickets in
return for a specified fare, or to confirm validity of pre-purchased tickets.
A.M. Peak Period - Peak morning travel period (from 6:00 AM to 10:00 AM).
Base Year – The first year of a planning or forecast period. The base year of the NERL-Elizabeth
Segment planning period is 1999.
-
Build Year - also known as horizon year - The year for which traffic and population projections have
been made and transportation needs analyzed; 2020 is the horizon year for the NERL-Elizabeth Segment
Project.
bus lane - A traffic lane for dominant or exclusive use by commuter buses.
NERL - Elizabeth Segment SDEIS
Glossary/List of Abbreviations
25-1
1
1
Coastal Area Facility Review Act (CAFRA) - A New Jersey Regulation that protects the coastal areas
of the state from adverse environmental impacts related to development. CAFRA regulates all industrial
development that involves a manufacturing or industrial process within the coastal areas.
1
calibration - In travel demand modeling, the procedure used to estimate the parameters of a model in
order to replicate actual measurements of travel behavior and conditions.
capital costs – The cost of designing, constructing, purchasing equipment (e.g., vehicles), and
implementing a transit system.
1
catenary power system – An electric power system and overhead contact wire which is supported from
one or more longitudinal wires or cables used to provide a power source for vehicles via a pantograph
(contact mechanism) on the roof of the vehicle.
1
central business district (CBD) – The primary downtown area of a city, or an area of concentrated retail
activity.
1
Clean Air Act Amendments (CAAA) of 1990 – A federal law enacted in 1990 that places new federal
controls on all sources of air pollution including mobile sources (automobiles). The CAAA include an
implementation strategy and establish air quality improvement requirements.
1
Clean Water Act – The primary Federal law that establishes regulations for the development of permit
requirements for work in the waters of the United States, including wetlands.
1
Coastal Zone Management Act (CZMA) of 1972 – A federal law enacted in 1972 that requires review
of any proposed project within a federally designated Coastal Zone.
commuter rail (high capacity rail) - A system of relatively long trains operating at high speed over long
distances. This service can be both local and express, and may be accessed by both pedestrians and
automobiles.
1
commutation - The act or process of commuting; making a regular trip (e.g., to the workplace).
-
1
consist – The make-up or composition of a train or number of cars and a specific type of vehicle.
-
determination of eligibility – The decision of the State Historic Preservation Officer (SHPO) on whether
candidate historic properties or resources are qualified for the State and/or National Register of Historic
Places.
endangered species – A species whose prospects for survival within the state are in immediate danger
based on a loss of habitat, over-exploitation, predation, competition, or disease. An endangered species
requires immediate attention or extinction will likely follow. (See threatened species)
-
Environmental Impact Statement (EIS) – A comprehensive study of potential environmental impacts
related to federally-assisted projects. Projects for which an EIS is required are defined in the National
Environmental Policy Act of 1969, as amended.
1
environmental site assessment (Phase 1, Phase II) – The investigation of a parcel with respect to the
presence of environmental contaminants. A Phase I assessment consists of inquiries and record searches
concerning past and present uses of a property. Phase II involves sampling and testing of soil, water, and
materials from the site for hazardous materials.
NERL – Elizabeth Segment SDEIS
Glossary / List of Abbreviations
25-2
express service - Transit to/from a destination with limited or no stops along its route.
a
Federal Endangered Species Act of 1973 – A federal act administered by the U.S. fish and Wildlife
Service (USFWS) that governs the protection of federally listed threatened and endangered species in the
United States.
feeder service – A local transit service that collects or distributes riders and provides a direct transfer to
other high-capacity transit modes.
Flood Hazard Control Area Act - A New Jersey law regulating floodplains and surface water crossings.
floodplain – Land area likely to be submerged during a flood.
freshwater wetlands classifications (NJDEP)
Ordinary Resource Value Wetlands: - freshwater wetlands that does not exhibit any of the
characteristics of an exceptional resource value wetland and which meet one or more of the following
characteristics: An isolated wetland which is less than 5,000 square feet and more than 50 percent of
the area within 50 feet of the wetland boundary is lawn, maintained landscaping, impervious surface,
railroad rights-of-way and graveled or stone parking or storage areas or roads; a drainage ditch; a
swale, or a man-made water detention facility created in an area that was formerly upland.
Intermediate Resource Value Wetlands - Any freshwater wetland that does not meet the definition
of ordinary or exceptional resource value is classified by NJDEP as an intermediate resource value
wetland.
-
Exceptional Resource Value Wetlands - NJDEP classifies as Exceptional Resource Value
freshwater wetlands with one or more of the following characteristics: the wetlands discharge into
trout production waters or their tributaries; the wetland is a present habitat for threatened or
endangered species; or the wetland is a documented habitat for threatened or endangered species and
remains suitable habitat for these species.
-
Freshwater Wetlands General Permit – A NJDEP permit designed for projects resulting in minor
impacts to wetlands.
Freshwater Wetlands Individual Permit – A NJDEP permit applicable to projects resulting in major
disturbances to wetlands.
Freshwater Wetlands Protection Act – A New Jersey statute addressing the protection of freshwater
wetland resources within the state
FTA - The Federal Transit Administration of the US Department of Transportation.
fugitive dust - Airborne dust particles resulting from construction, demolition, and other induced
activity, which can significantly impact air quality in the project area.
grade crossing - A crossing with roadways and/or railroads on the same level, resulting in an at-grade
intersection.
grade separation - The construction of a grade-separated crossing of roadways and/or railroads, with
different levels and no intersection.
NERL – Elizabeth Segment SDEIS
Glossary/List of Abbreviations
25-3
HBLRT – Hudson Bergen Light Rail Transit
headway - The scheduled time between transit vehicles operating on a particular transit route.
heavy rail – An electric railway with high passenger carrying capacity, characterized by exclusive rights-
of-way, multi-car trains, high speed and high-level platform passenger loading.
high-occupancy vehicle (HOV)- A vehicle carrying two or more individuals.
-
household income - The total combined income of all members of a single household.
-
infill development – Real estate development on undeveloped property within a developed area.
infrastructure - The physical support network such as roads, railroads, and utilities, of a given
geographical area.
intermodal transfer – The ability to move from one mode of transportation to another (e.g., bus to train)
to complete a trip to a final destination site.
joint development - A shared effort on the part of two or more parties to develop the areas around
proposed stations or adjacent to alternatives.
Letter of Interpretation (LOI) Presence/Absence Determination – The process utilized by New Jersey
Department of Environmental Protection to determine whether or not wetlands are located on or adjacent
to a project site.
level of service (LOS) – A set of descriptive characteristics used to indicate the quality of transportation
service provided, including characteristics that are quantifiable (e.g., frequency, travel time, travel cost,
number of transfers, safety) and those that are difficult to quantify (e.g., availability, comfort,
convenience, modal image) and conditions at roadway.
light rail transit (LRT) – An electric railway with a medium passenger capacity which can use exclusive
or shared rights-of-way, or operate in mixed traffic with autos, high- or low-level platform passenger
loading, and multi-car or single car trains. Light rail vehicles operate on steel wheels on steel rails and
receive power from an overhead (catenary) wire. Also known as streetcar, trolley car, and tramway.
link - A section of a transportation system network which connects two nodes. It may be one-way or two-
way.
local bus – Bus service with multiple stops along a fixed route.
-
low-level platforms - Station platforms located at-grade or several inches above-grade; stairs located in
the train are used to board.
leaking underground storage tank (LUST) – an underground storage tank that has reported leaking
incidents to the NJDEP.
master plan – A public document adopted by a local government as a policy guide for decisions about
the physical and/or economic development of the community.
NERL – Elizabeth Segmeni SDEIS
Glossary / List of Abbreviations
25-4
mitigation - Measures designed to lessen or eliminate the negative impacts resulting from a proposed
project or action.
mode – A form of travel (e.g., walking, automobile, bus, train).
mode split – The portion of total person trips generated for a region that are assigned to a specific type of
transportation (i.e. transit, automobile, etc.) usually expressed as a percentage of total trips. This is often
used in developing traffic volume and transit ridership forecasts.
National Register of Historic Places
historical significance.
The federal list of buildings and sites determined to have
neighborhood cohesion - The common characteristics of members and elements of a neighborhood
which affords them a unique sense of place and identity.
New Jersey Air Pollution and Traffic Congestion Act - State legislation establishing a comprehensive
program of transportation control measures to deal with traffic congestion and air pollution.
New Jersey Municipal Land Use Law (MLUL) - State enabling legislation authorizing municipalities
to adopt master plans, and approve and administer zoning ordinances, site plan ordinances, and
subdivision ordinances.
New Jersey State Development and Redevelopment Plan - A policy document which establishes a
series of statewide planning objectives regarding land use, housing, economic development,
transportation, natural resource conservation, agriculture and farmland retention, recreation, urban and
suburban redevelopment, historic preservation, public facilities and services, and intergovernmental
coordination.
a
No-Build Alternative – Future conditions of an area in the absence of a proposed project; what would
happen if the project were not built.
North Jersey Transportation Planning Authority (NJTPA) - The Metropolitan Planning Organization
(MPO) for the North Jersey (13 county) region. NJTPA is the agency responsible for developing and
maintaining the Transportation Improvement Program (TIP).
non-attainment area - A geographical region which fails to attain or conform to established
environmental standards (e.g., air quality, water quality).
-
off-peak period - In transit, the base period or the hours between and after the morning and afternoon
rush hours.
operating costs – The daily operating expenses for a transit system.
a
-
ozone - An unstable form of oxygen, O3, formed by a photochemical reaction of atmospheric gases with
solar ultraviolet radiation. Oz is a harmful air pollutant in the lower atmosphere and contributes to the
formation of smog.
park-and-ride - A parking area provided for commuters, with access to transit to complete their trip.
passenger miles (passenger kilometers) – The transportation of one passenger a distance of one mile
(kilometer).
NERL – Elizabeth Segment SDEIS
Glossary/List of Abbreviations
25-5
-
peak period – The period during which the maximum amount of travel occurs. It may be specified as the
morning (a.m.) or afternoon/evening (p.m.) peak. It is the period when demand for transportation services
is heaviest.
P.M. Peak Period - The afternoon rush hours - approximately 3:30 p.m.--7:30 p.m.
per capita income - The total combined income of a household, block group, or census tract, divided by
the total number of persons in that group.
public transportation - Regular transportation service for the public using a route or routes from one
fixed point to another.
Proof of Purchase – A payment system based on honor, in which a ticket is purchased, but not collected.
Periodic checks are made by a conductor who can request to see a passenger's ticket.
rapid transit - A transit mode which operates on exclusive right-of-way, characterized by high speed,
capacity, reliability, and safety.
Record of Decision (ROD) – A formal decision granted by the lead Federal Agency which provides a
written record of the agency's decision on a Final Environmental Impact Statement (FEIS). The ROD
documents any conditions or mitigation measures committed to in the FEIS and must be made public.
Resource Conservation and Recovery Act (RCRA), (RCRIS) – This U.S. Environmental Protection
Agency program identifies and tracks hazardous waste from the point of generation to the point of
disposal. The RCRA Facilities database contains facilities that generate, transport, treat, store or dispose
of hazardous waste.
right-of-way (ROW) - A corridor of land acquired by reservation, dedication, prescription, purchase or
condemnation, and intended to be utilized as a road, rail line, utility service, buffer, or similar use.
Riparian Rights/Tidelands License – A State of New Jersey permit, required for proposed activities
occurring in areas currently or historically flowed by the high tide.
Scoping - The process of defining and refining alternatives for a major capital investment study DEIS.
The scoping process provides opportunities for input from the public.
Soil Erosion and Sediment Control Plan/Certification - A permit is required for any project that
disturbs more than 5,000 square feet (465 square meters) of land surface area.
State Historic Preservation Officer - A state administrative agency responsible for compliance with
historic preservation rules, laws and regulations.
Stream Encroachment Permit - A Federal and State Army Corps of Engineers permit required for
projects placing fill within floodplains.
street car, trolley - A street transit mode consisting of electrically-powered rail vehicles, traffic lanes
with cars, trucks, and buses. Light Rail Transit (LRT) is the modern day version of streetcars and trolleys
that operate in exclusive/semi-exclusive rights-of-way.
NERL – Elizabeth Segment SDEIS
Glossary / List of Abbreviations
25-6
Supplemental Draft Environmental Impact Statement (SDEIS) – A supplement to a DEIS is required
when there are significant new circumstances or information relevant to the environmental concerns that
bear on the proposed federally-assisted action or its impacts. In the NERL Elizabeth Segment SDEIS,
part of the original 1997 Newark-Elizabeth Rail Link DEIS alignment was significantly modified.
threatened species – A species that may become endangered if surrounding conditions begin or continue
to deteriorate. (See endangered species)
-
Transition Area Waiver – A NJDEP permit required when an activity is planned to occur within the
wetland transition area.
Transportation Systems Management - A low-cost approach to addressing transportation problems in
the corridor using existing infrastructure rather than constructing major new transportation facilities.
-
Transportation Management Plan – A comprehensive plan or program designed to more effectively
use existing transportation resources or reduce the future need to expand transportation infrastructure.
travel time – The time it takes to travel from an origin to a destination.
-
trip - A single or one-way movement to or from a location.
-
trip ends - The total number of trips entering and leaving a specific location within a designated period
of time. Each trip has two trip ends.
trip generation – The total number of trip ends (person trips or vehicle trips) produced by a specific land
use or activity.
trip linking - The ability to visit several destinations during one journey.
USACOE Individual Permit – A US Army Corps of Engineers (USACOE) wetland fill permit that is
required when a project exceeds the limitations outlined in the various Nationwide Permits or when there
is no Nationwide Permit that applies to a project.
USACOE Nationwide Permit – A general wetland fill permit designed for projects resulting in minor
disturbances to wetlands.
uplands – Land other than wetlands that are well-drained and rarely, if ever, inundated.
vehicle miles traveled (VMT) – An average that describes the total number of miles traveled in an
automobile per individual for a specified area.
walk-on station - A type of transit stop where the majority of users walk to the stop.
Water Quality Certificate – A permit required for all projects subject to federal permitting for discharge
into state waters and/or wetlands to ensure that all such activities are consistent with New Jersey water
quality standards and management policies.
Waterfront Development Permit – A NJDEP permit required prior to the development of the waterfront
adjacent to tidal or navigable waterways and limited construction on uplands adjacent to tidal waters.
NERL - Elizabeth Segment SDEIS
Glossary/List of Abbreviations
25-7
peak period - The period during which the maximum amount of travel occurs. It may be specified as the
morning (a.m.) or afternoon/evening (p.m.) peak. It is the period when demand for transportation services
is heaviest.
P.M. Peak Period – The afternoon rush hours - approximately 3:30 p.m.-7:30 p.m.
-
per capita income - The total combined income of a household, block group, or census tract, divided by
the total number of persons in that group.
-
public transportation - Regular transportation service for the public using a route or routes from one
fixed point to another.
-
Proof of Purchase – A payment system based on honor, in which a ticket is purchased, but not collected.
Periodic checks are made by a conductor who can request to see a passenger's ticket.
rapid transit - A transit mode which operates on exclusive right-of-way, characterized by high speed,
capacity, reliability, and safety.
Record of Decision (ROD) – A formal decision granted by the lead Federal Agency which provides a
written record of the agency's decision on a Final Environmental Impact Statement (FEIS). The ROD
documents any conditions or mitigation measures committed to in the FEIS and must be made public.
Resource Conservation and Recovery Act (RCRA), (RCRIS) – This U.S. Environmental Protection
Agency program identifies and tracks hazardous waste from the point of generation to the point of
disposal. The RCRA Facilities database contains facilities that generate, transport, treat, store or dispose
of hazardous waste.
right-of-way (ROW) - A corridor of land acquired by reservation, dedication, prescription, purchase or
condemnation, and intended to be utilized as a road, rail line, utility service, buffer, or similar use.
Riparian Rights/Tidelands License – A State of New Jersey permit, required for proposed activities
occurring in areas currently or historically flowed by the high tide.
Scoping - The process of defining and refining alternatives for a major capital investment study DEIS.
The scoping process provides opportunities for input from the public.
Soil Erosion and Sediment Control Plan/Certification - A permit is required for any project that
disturbs more than 5,000 square feet (465 square meters) of land surface area.
State Historic Preservation Officer - A state administrative agency responsible for compliance with
historic preservation rules, laws and regulations.
>
Stream Encroachment Permit – A Federal and State Army Corps of Engineers permit required for
projects placing fill within floodplains.
street car, trolley – A street transit mode consisting of electrically-powered rail vehicles, traffic lanes
with cars, trucks, and buses. Light Rail Transit (LRT) is the modern day version of streetcars and trolleys
that operate in exclusive/semi-exclusive rights-of-way.
NERL - Elizabeth Segment SDEIS
Glossary/List of Abbreviations
25-6
Supplemental Draft Environmental Impact Statement (SDEIS) - A supplement to a DEIS is required
when there are significant new circumstances or information relevant to the environmental concerns that
bear on the proposed federally-assisted action or its impacts. In the NERL Elizabeth Segment SDEIS,
part of the original 1997 Newark-Elizabeth Rail Link DEIS alignment was significantly modified.
threatened species – A species that may become endangered if surrounding conditions begin or continue
to deteriorate. (See endangered species)
Transition Area Waiver – A NJDEP permit required when an activity is planned to occur within the
wetland transition area.
Transportation Systems Management - A low-cost approach to addressing transportation problems in
the corridor using existing infrastructure rather than constructing major new transportation facilities.
Transportation Management Plan – A comprehensive plan or program designed to more effectively
use existing transportation resources or reduce the future need to expand transportation infrastructure.
travel time - The time it takes to travel from an origin to a destination.
trip - A single or one-way movement to or from a location.
a
trip ends - The total number of trips entering and leaving a specific location within a designated period
of time. Each trip has two trip ends.
trip generation - The total number of trip ends (person trips or vehicle trips) produced by a specific land
use or activity.
trip linking - The ability to visit several destinations during one journey.
USACOE Individual Permit - A US Army Corps of Engineers (USACOE) wetland fill permit that is
required when a project exceeds the limitations outlined in the various Nationwide Permits or when there
is no Nationwide Permit that applies to a project.
USACOE Nationwide Permit - A general wetland fill permit designed for projects resulting in minor
disturbances to wetlands.
uplands - Land other than wetlands that are well-drained and rarely, if ever, inundated.
vehicle miles traveled (VMT) - An average that describes the total number of miles traveled in an
automobile per individual for a specified area.
walk-on station - A type of transit stop where the majority of users walk to the stop.
Water Quality Certificate - A permit required for all projects subject to federal permitting for discharge
into state waters and/or wetlands to ensure that all such activities are consistent with New Jersey water
quality standards and management policies.
Waterfront Development Permit – A NJDEP permit required prior to the development of the waterfront
adjacent to tidal or navigable waterways and limited construction on uplands adjacent to tidal waters.
NERL – Elizabeth Segment SDEIS
Glossary/List of Abbreviations
25-7
wetland transition area – The area between wetlands and surrounding uplands.
wetlands - Tidal areas or swamps with soil characteristics and vegetation that meet certain criteria on
which filling and development are federally-and/or state-regulated.
zoning ordinance – A municipal ordinance which divides a municipality into districts and prescribes
land use type, land use relationships, densities, height and setback, and related elements within a defined
municipal boundary. In New Jersey, zoning ordinances must conform to the requirements set out in the
New Jersey Municipal Land Use Law.
25.2
List of Abbreviations
E
AA
ACHP
ADA
AFC
AMSL
APE
CAAA
CAFRA
CBD
CERCLA
CERCLIS
CNJ
CZMA
CO
DEIS
EIS
EPA
EWR
FEIS
FEMA
FIRM
FHWA
FONSI
FTA
HOV
ISRA
ISTEA
LOS
LRT
LRV
LURP
LUST
MIS
MLUL
MPO
NAAQS
Alternatives Analysis
Advisory Council on Historic Preservation
Americans with Disabilities Act
Automated Fare Control
Above Mean Sea Level
Area of Potential Effect
Clean Air Act Amendments of 1990
Coastal Area Facility Review Act
Central Business District
Comprehensive Environmental Response, Compensation, and Liability Act of 1980
Comprehensive Environmental Response, Compensation, and Liability List
The former Central New Jersey Railroad
Coastal Zone Management Act of 1972
Carbon Monoxide
Draft Environmental Impact Statement
Environmental Impact Statement
United States Environmental Protection Agency
Newark International Airport
Final Environmental Impact Statement
Federal Emergency Management Agency
Flood Insurance Rate Map
Federal Highway Administration
Finding of No Significant Impact
Federal Transit Administration
High-Occupancy Vehicle
Industrial Site Remediation Act
Intermodal Surface Transportation Efficiency Act of 1991
Level of Service
Light Rail Transit
Light Rail Vehicles
NJDEP's Land Use Regulation Program
Leaking Underground Storage Tank
Major Investment Study
Municipal Land Use Law (New Jersey)
Metropolitan Planning Organization
National Ambient Air Quality Standards
E
E
NERL – Elizabeth Segment SDEIS
Glossary / List of Abbreviations
25-8
.
1
기
​NEC
Northeast Corridor
NEPA National Environmental Policy Act of 1969, as amended
NERL
Newark Elizabeth Rail Link
NERLOS Newark Elizabeth Rail Links Options Study
NJDEP New Jersey Department of Environmental Protection
NIDOT New Jersey Department of Transportation
NJHPO New Jersey Historic Preservation Office
NJPDES New Jersey Pollutant Discharge Elimination System
NJTPA North Jersey Transportation Planning Authority
NJTCC North Jersey Transportation Coordinating Council
NJ TRANSIT New Jersey Transit Corporation
NOX
Oxide of Nitrogen
NPL
National Priorities List
NRHP
National Register of Historic Places
NWI
National Wetlands Inventory
03
Ozone
OSP
Office of State Planning
PANYNJ Port Authority of New York and New Jersey
pcph
passenger cars per hour
PFC
Passenger Facility Charges
PMSA
Primary Metropolitan Statistical Area (US Census)
PSE&G Public Service Electric and Gas
RCRA
Resource Conservation and Recovery Act
RCRIS Resource Conservation and Recovery Information System
ROW
Right-of-Way
RR
Rail Road
SEL
Source Exposure Level
SIP
State Implementation Plan
SMSA
Standard Metropolitan Statistical Area (US Census)
SHPO
State Historic Preservation Office(r)
SPL
State Priorities List
SWL
Solid Waste Landfills (database)
SDEIS Supplemental Draft Environmental Impact Statement
TAZ
Traffic Analysis Zone
TCU
Transportation, Communication, and Utilities (land use category)
TSM
Transportation Systems Management
TIP
Transportation Improvement Program
USACOE United States Army Corps of Engineers
USDOT United States Department of Transportation
USEPA United States Environmental Protection Agency
USFWS United States Fish & Wildlife Service
USNPS
United States National Park Service
UST
Underground Storage Tank
vlc
Volume to Capacity (ratio)
VHT
Vehicle Hours Traveled
VMT
Vehicle Miles Traveled
vph
Vehicles Per Hour
1
1
1
NERL – Elizabeth Segment SDEIS
Glossary / List of Abbreviations
25-9

L.
1
1

26.0
TECHNICAL REPORTS AND RELATED
STUDIES
This chapter presents a list of the documents that were used in the development of the Newark to
Elizabeth Rail Link – Elizabeth Segment SDEIS. These technical reports are on file at the offices of the
NJ TRANSIT and available for viewing during regular business hours. Please contact Steven Jurow in
Environmental Services, One Penn Plaza East, Newark, New Jersey 07105-2246; Telephone (973) 491-
7210; Fax (201) 491-4634 for information on viewing these documents.
26.1
Technical Reports
1.
Air Quality Analysis Technical Memorandum, BRW, Inc., February 2001.
>
2.
Archaeological 1A Technical Study for the Newark-Elizabeth Rail Link Elizabeth Segment,
Joan H. Geismar, Ph.D., July 2000.
3.
Archaeological 1A Technical Study for the Newark-Elizabeth Rail Link,
Joan H. Geismar, Ph.D., October 1995.
Architectural Historic Sites Survey, ARCH?, Inc., June 2000.
4.
5.
Grade Crossings and Traffic Improvements, BRW, Inc., July 2002.
6.
Newark-Elizabeth Rail Link Project - Historical Architectural Resources Background
Study, Lynn Drobbin & Associates, September 1995.
7.
Newark-Elizabeth Rail Link Supplemental Environmental Impact Statement Ridership
Forecasting Methodology and Results Report, KPMG Consulting LLC, June 2000.
8.
Project Definition Report for the Newark-Elizabeth Rail Link -Elizabeth Segment
Supplemental Environmental Impact Statement/Preliminary Engineering,
BRW, Inc., April 2000.
9.
Public Involvement Plan, BRW, Inc., February 2000.
10.
Supporting Engineering Information, Raytheon Infrastructure, Inc., July 2000.
11.
Traffic Impact Analysis Report, BRW, Inc., June 2002.
12.
Kapkowski Road Transportation Study, Union County, July 2002.
NERL-Elizabeth Segment SDEIS
Technical Reports and Related Studies
26-1
26.2
Related Studies
1.
Draft Environmental Impact Statement for the Newark-Elizabeth Rail Link,
BRW, Inc., January 1997.
>
2.
Newark to Elizabeth Rail Options Study-Environmental Screening Technical Report,
BRW, Inc. Edwards & Kelcey, Inc., and A. Reginatto Consulting Engineers, P.C., January 1994.
3.
Regional Transportation Plan for Northern New Jersey,
North Jersey Transportation Planning Authority, 1995.
4.
Transportation Improvement Program (TIP), 2001-2003,
North Jersey Transportation Planning Authority, 1999.
5.
South Extensions in Union County Report, BRW Rail Link Team, December 1995.
6.
Union County Corridor Cross County Rail Link Study,
Raytheon Infrastructure, Inc., September 1999.
7.
Update to Regional Transportation Plan for Northern New Jersey,
North Jersey Transportation Planning Authority, 1998.
8.
Union County Transportation Development District (TDD) Draft Transportation
Implementation Plan, Edwards and Kelcey, Inc., June 1999.
9.
Union County Port Master Plan, Edwards and Kelcey, Inc., April 1999.
>
10.
Union County Port Master Plan, Appendices, Edwards and Kelcey, Inc., April 1999.
11.
Guidelines for Modeling Carbon Monoxide from Roadway Intersections, USEPA, 1992.
12.
Guideline for Design of Rapid Transit Facilities, APTA, 1981.
13.
NEPA Compliance Manual,
Freeman, March, & Spensley, Government Institutes, Inc., Second Edition, 1994.
14.
Transit Noise and Vibration Impact Assessment Final Report,
US DOT, Federal Transit Administration, April 1995.
NERL-Elizabeth Segment SDEIS
Technical Reports and Related Studies
26-2


TH
)
27.0
PERMITS REQUIRED
1
27.1
Regulatory Issues
27.1.1
Federal
1
Section 404, Clean Water Act
Although the United States Army Corp of Engineers (ACOE) has delegated the Section 404 Regulatory
Program to NJDEP for most freshwater wetlands in New Jersey, the ACOE retains jurisdiction over
coastal wetlands. Therefore, the Build Alternative, if implemented, will require a jurisdictional
determination and a Section 404 Permit from the ACOE.
a
Section 7, Endangered Species Act
This Act requires that federal agencies ensure that any project they authorize will not jeopardize the
continued existence of any listed species or result in the destruction or adverse modification of critical
habitat. To meet this requirement, it will be necessary to consult with both the United States Fish and
Wildlife Service (USFWS) and the National Marine Fisheries Service (NMFS).
Section 307, Federal Consistency Review,
Coastal Zone Management Act of 1972 (CZMA)
This act requires that any federal action that is reasonably likely to affect any land or water use or natural
resource of the coastal zone be consistent with the enforceable policies of a state's or territory's federally
approved coastal zone management program. The Build Alternative must meet New Jersey's federally
approved program as described below.
27.1.2
State of New Jersey
Coastal Consistency Determination
In accordance with the federal CZMA, New Jersey developed the Rules on Coastal Zone Management
(NJAC 7:7E) that set forth the standards for use and development of coastal resources in Ne Jersey.
Any project that requires a Waterfront Development Permit, Coastal Area Facility Review (CAFRA), or
Tidal Wetlands Permit from NJDEP must comply with these rules. Since the Build Alternative is located
in a coastal area that is not within the CAFRA zone of the state, the project may require a Waterfront
Development Permit.
NERL – Elizabeth Segment Draft SDEIS
Permits Required
27-1
NJDEP Freshwater Wetland and Open Waters Permit
In the State of New Jersey, any wetlands or State open water that is not mapped as a tidal wetland
pursuant to the Wetlands Act of 1970, is regulated under the Freshwater Wetlands Protection Act Rules
(NJAC 7:7A). The disturbance of wetlands, State open waters, or wetland transition areas will require a
freshwater wetlands permit from the NJDEP Land Use Regulation Program.
Title 23, Fish and Game, Wild Birds and Animals
In the State of New Jersey, any species or subspecies of wildlife that is found to be endangered must be
accorded special protection to maintain and, to the extent possible, enhance their numbers. Prior to
approving any permit, NJDEP LURP reviews these issues and evaluates impacts to threatened and
endangered species.
Tidelands Riparian Rights
The Build Alternative traverses land areas that are now or were formerly below mean high with water
level. These lands are considered riparian lands owned by the State of New Jersey. The use of these
lands will require a lease, license or grant from the State of New Jersey Tidelands Resource Council.
401 Water Quality Certification
This certificate (from NJDEP) will be required before NJDEP gives the wetlands permit.
Transition Area Waiver
As part of the Wetlands Buffers Policy (regulated under the Freshwater Wetlands Protection Act of 1987)
Transition Area Waivers are required from NJDEP when freshwater wetlands buffers (transition areas)
are likely to be disturbed. A Waiver would be associated with the transition area at the Northern
Mitigation site.
Erosion and Sediment Control
The Build Alternative is subject to New Jersey's Soil Erosion and Sediment Control Act that is
administered in Union County by the Somerset-Union Soil Conservation District. The Build Alternative
must be designed in accordance with the Standards for Soil Erosion and Sediment Control in New Jersey.
27.2
Regulatory Review of Other Actions in the
Project Study Area
The Build Alternative for the Elizabeth Segment runs through the Elizabeth Waterfront which is currently
undergoing extensive redevelopment. Several of the redevelopment projects are under construction,
while others are in the final planning stages and will likely coincide with the approval and construction of
the rail link. It is therefore important to review the relationships between the projects and evaluate the
wetlands and water resources issues that may influence the planning, approval and construction of the
Elizabeth Segment.
The Jersey Gardens Mall was recently constructed on the property identified by the City of Elizabeth as
tax account # 1380. The Build Alternative would be located along the northern and eastern boundaries of
the property. The planning and construction of the mall brought forth many environmental concerns that
included impacts to wetlands, use of State-owned tidelands, proper closure of the landfill and
NERL – Elizabeth Segment Draft SDEIS
Permits Required
27-2
conformance with coastal zone management policies. The Jersey Gardens Mall project was the subject of
natural-resources-related reviews by both the United States Army Corp of Engineers (ACOE) and the
New Jersey Department of Environmental Protection (NJDEP).
A review of the NJDEP LURP files indicated that a combined Waterfront Development and Freshwater
Wetlands General Permit #4 was issued on April 13, 1994. This permit and the ACOE Section 404
Permit authorized the filling of wetlands on the project site and required the construction of
approximately 11 acres of mitigation area. The mitigation sites include the Northern Mitigation Site,
which is associated with the Allied Pond, and the Triangle Mitigation Site (tax account #1286 and 1287),
located adjacent to the Newark Bay just northeast of the Singer property. The Northern Mitigation Site
wetlands are classified as “exceptional,” and therefore, a 150-foot transition area is associated with the
wetland. The proposed alignment may cross a portion of this transition area and that portion of the
alignment would require a transition area waiver from NJDEP.
The NJDEP Land Use Regulation Department's files further indicate that permits are pending or have
been issued for construction projects along the waterfront. These include Statewide General Permits and
Individual Permits for construction of new buildings, roadway improvements, utility work and
miscellaneous activities relating to redevelopment of the waterfront. A review of the existing permits and
the potential impacts of the Build Alternative indicates that the cumulative effects on wetlands in the
project study area would not limit the NJDEP wetlands permitting for the proposed alignment.
The OENJ Cherokee Corporation is currently moving forward with a waterfront project on the property
known as Tax Accounts #1375 and #1380. The project proposes construction of a boardwalk, marina,
ferry terminal and associated parking facilities. NJDEP Waterfront Development and Freshwater
Wetlands Statewide General Permit #4 was issued on June 9, 1999. To date, a large portion of the
permitted fill has been placed in the wetlands along the Newark Bay. To mitigate the total 0.9 acres of fill
to be placed in the wetlands, this permit requires that the applicant create wetlands on the site. It is
important that the planning of the Build Alternative be coordinated with the OENJ project and NJDEP to
ensure that the created wetlands are not constructed in areas that will be disturbed by the proposed
alignment. This OENJ permit also requires that the applicant deed restrict a conservation easement along
the waterfront area and install a waterfront walkway. The proposed alignment runs along the waterfront
and may impact this conservation easement. The construction of the alignment or construction of any
structure within the conservation easement would require authorization by the NJDEP.
Union County and OENJ have initiated contact with the NJDEP LURP to discuss environmental issues
associated with locating and building the proposed alignment. Some of the above issues are currently
being discussed. However, once plans for the proposed alignment are adequately defined, pre-application
meetings will be held with NJDEP to review these plans. The pre-application meetings will allow
detailed discussion of environmental issues and potential mitigation measures that will permit project
construction while fully satisfying environmental requirements.
NERL - Elizabeth Segment Draft SDEIS
Permits Required
27-3
- HTT
udd
3 5556 034 587329