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TRANSPORTATION LIBRARY




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Report of the Advisory Board


to the
New Jersey State Highway Commission
L l. -.. *  -,  /,.
VEHICULAR TUNNEL TRAFFIC STUDY
Recommendation for Methods of Handling Traffic in Jersey
City and Vicinity Incident to the Construction of
the Vehicular Tunnel Between New
York and New Jersey
ADVISORY BOARD MEMBERS


W. G. Sloan, Chairman
T. J. Wasser
R. P. McClave
W. A. Stickel
Chas. VanKeuren


E. P. Goodrich
Consulting Engineer
C. M. Holland
J. W. Costello
Charles Fishberg, Sec'y


MacCrellish & Quigley Co.
State Printers
Trenton, N. J.
I924




.






Report of the Advisory Board
to the
New Jersey State Highway Commission


VEHICULAR TUNNEL TRAFFIC STUDY
Recommendation for Methods of Handling Traffic in Jersey
City and Vicinity Incident to the Construction of
the Vehicular Tunnel Between New
York and New Jersey
i      ADVISORY BOARD MEMBERS


I
I
I


W. G. Sloan, Chairman
T. J. Wasser
R. P. McClave
'V. A. Stickel
Chas. VanKeuren


E. P. Goodrich
Consulting Engineer
C. M. Holland
J. W. Costello
Charles Fishberg, Sec'y


MacCrellish & Quigley Co.
State Printers
Trenton, N. J.
1924


__ __ __- _-.      -1,:




24




I...IV I, r7'


TRENTON, New Jersey, August 8, I923.
To the State Highway Commission of New Jersey, Trenton,
New Jersey:
GENTLEMEN-In accordance with the action of your Board at
its meeting on May I Ith, I923, I have to advise that the Advisory
Board has carefully considered the problems submitted to them
by you, concerning the proper handling of the volume of traffic
in the vicinity of Jersey City, and taking into consideration the
increase in such traffic which will be occasioned by the construction of the Vehicular Tunnel between New York City and Jersey
City.
The Board has embodied the result of these studies in a written
report and the conclusions and recommendations embraced therein
cover, in the opinion of the Board, the best method of handling
this most unusual traffic situation.
The report is submitted herewith.
Respectfully submitted,
W. G. SLOAN,
Chairman.


(3)




4


OUTLINE.
A. THE ADVISORY BOARD.
I. Organization of Board.
2. Personnel of Board.
3. Meetings of Board.
4. General Policies.
B. NECESSITY FOR A COMPREHENSIVE PLAN AND POLICY.
I. Geographical limits of investigation.
2. Surveys made of present traffic to justify cost of new
road construction.
(a) Lincoln Highway and other highways entering
Jersey City.
(b) Ferry traffic.
(c) Hackensack and Passaic river traffic.
C. PROBABLE FUTURE TRAFFIC.
I. Points of probable future congestion.
2. Tunnel traffic in I926, and probable future growth.
D. GENERAL CONDITIONS TO BE MET IN CARING FOR FUTURE
TRAFFIC.
I. Grades, economics of.
2. Curves.
3. Grade crossings.
4. Width of pavement.
5. Type of pavement.
6. Hackensack and Passaic rivers.
(a) High bridges.
(b) Low bridges.
(c) Tunnels.
E. ROUTES.
I. Jersey City-Elizabeth.
2. Jersey City-North.
3. Jersey City-West.
4. Jersey City-South.
F. CONSTRUCTION ESTIMATES AND COSTS.
I. Jersey City-Elizabeth.
(a) Section I.
(b) Section 2 and 2A.
(c) Section 3 and 3A.
(d) Section 4.
(e) Section 5 and 5A.
(f) Section 6.
2. Jersey City to connect with Paterson Plank Road and
Route No. I8.
G. RECOMMENDATIONS.




5


ORGANIZATION OF ADVISORY BOARD.
The State Highway Commission, under date of May Resolution.
II, I923, adopted the following resolution appointing
an Advisory Board for the study of the Vehicular Tunnel Traffic:
"WVHEREAS, The importance of the project of taking care of the
traffic from the entrance of the Hudson River Vehicular Tunnel
at Jersey City, and its distribution through Jersey City and
Newark, and points north, west and south, throughout the State,
is such as to require a special study; therefore,
"Be It Resolved, That the State Highway Commission does
hereby appoint an Advisory Board for the special study of this
problem, the said Advisory Board to be composed of Major W.
G. Sloan, State Highway Engineer, as Chairman; Mr. E. P.
Goodrich, Special Consulting Engineer, and Charles Fishberg,
Secretary to said Board; the Chief Engineer of the Bridge and
Tunnel Commission; the County Engineers of the counties of
Hudson, Bergen and Essex; and the City Engineers of the cities
of Jersey City and Newark; and
"Be It Further Resolved, That the Tunnel Commission, the
Boards of Freeholders of the counties of Hudson, Essex and
Bergen, and the authorities of the cities of Jersey City and
Newark, be requested to designate their engineers as members of
this Advisory Board, it being understood that the said Advisory
Board with the exception of the Consulting Engineer and Secretary will give their services to the State without remuneration
other than their necessary expenses, in view of the public good
to be derived from such work, the technical report to be submitted to the State Highway Commission; and
"Be It Further Resolved, That the duties of the said Advisory
Board shall be to study the problems presenting themselves in
connection with the expeditious and economical handling of the
volume of traffic which will converge to and diverge from the
entrance to the vehicular tunnel in Jersey City throughout the zone
in which points of congestion due to such traffic may occur; to
give consideration not only to the probable character and amount
of traffic to be expected at the time of the opening of the.tunnel,
but also its future character and amount; to devise plans for
handling such probable traffic in accordance with the above, such
plans to embrace the location of routes and types of construction;
to compile the results of the above work in a report to be furnished
to the State Highway Commission."




6


PERSONNEL OF BOARD.
Acting upon the call of your State Highway Engineer,
as Chairman, the first meeting of this Advisory Board
was held on May 17, 1923, with all members present as
follows:
W. G. Sloan, State Highway Engineer, Chairman;
E. P. Goodrich, Consulting Engineer;
C. MA. Holland, Chief Engineer, Tunnel Commission;
T. J. Wasser, Hudson County Engineer;
R. P. McClave, Bergen County Engineer;
XV. A. Stickel, Essex County Engineer;
J. WV. Costello, Newark City Engineer;
Chas. Van Keuren, Jersey City Engineer;
Charles Fishberg, Secretary.
MEETINGS OF BOARD.
Meetings of the Advisory Board were held as follows:
Thursday, May 17th, City Hall, Jersey City.
Wednesday, June 6th, Court House, Jersey City.
Wednesday, June 27th, Interstate Bridge & Tunnel
Commission offices, New York.
Wednesday, July i ith, Court House, Jersey City.
Wednesday, July i8th, City Hall, Newark.
Wednesday, July 25th, Court House, Newark.
Inspections.  Inspections were made by the Advisory Board members of the several possible routes to be considered,
before having surveys made.
Engineering parties were put into the field to make
surveys of the physical conditions to be encountered in
the construction of the necessary highways, and traffic
counts were made at important points to ascertain the
present traffic, and such records as were available of
traffic conditions existing during the past ten years were
carefully examined in order that the tendency of traffic
development might be determined, and as far as possible
projected into the future.




7


GENERAL POLICIES.
The recommendations made herein are based on the Assumption..
following assumptions which we believe are consistent
with the wording of the resolution as passed by the
State Highway Commission, and in accordance therewith:
I. The limits of the territory in each direction from
Jersey City, which is to be embraced in this report,
are determined by the probability of present or future
traffic developing to a point where congestion may be
reached at such time as the traffic through the tunnel
shall have reached the capacity of the tunnel.
2. The location and type of construction to be used
is to be the best which would be justified by the present
or future traffic, giving due weight to:
(a) the economical grades;
(b) the elimination of curvature;
(c) the elimination of grade crossings, both as
regards street and rail roads;
(d) the elimination of draw bridges;
(e) other considerations affecting the facility and
safety of travel.
Each of the above points at any particular location is
studied in connection with the cost of securing the result
desired, and the proper selection of route and construction being determined on the assumption that the State
Highway Commission desires information as to the
cost of such best location and type of construction.
3. Recommendations are also based on consideration
of the improvement as a comprehensive unit, and where
it might appear that within certain localities particular
requirements and desires of that locality have not been
met, yet such considerations have had due weight in
making the recommendations for what, in the opinion
of the Advisory Board is the best solution of the whole
problem.




8


NECESSITY FOR A COMPREHENSIVE PLAN
AND STUDY.
Early Deci-  The early investigations of the Board made it apparent
sios.  that a comprehensive plan covering highway construction over a considerable area would be necessary in order
to provide for facilities to handle the volume of traffic
which it was evident would be developed during the
period under consideration, and further that advantage
must be taken of all routes and methods of construction
which would permit of the handling of this volume of
traffic with a maximum of safety, minimum of delay,
and the greatest economy.
GEOGRAPHICAL LIMITS OF INVESTIGATION.
Traffic     The handling of the traffic which would use the highSouthw ad  ways leading to the west and southwest of Jersey City,
particularly Routes Nos. I and 9 of the State Highway
System, including the inter-state traffic to and from the
metropolitan district, presented the greatest problem.
The volume of traffic over these routes is at the present
time very heavy and the opening of the vehicular tunnel
will increase it to a very great extent.
Congested   Congestion at the present time occurs in Newark and
Points.  Elizabeth, and it was decided by the Board that such reconstruction or building of new highways as is necessary to eliminate these points olf congestion must be
included in the recommendations.
Traffic     Traffic to the north and northwest, embracing the
North and
Northwest. Paterson-Hackensack District is, and probably will
continue to be, considerably less in volume than that to
the south and southwest. It is believed that this traffic
will be taken care of by the construction or improvement of short connecting links in Jersey City, to reach
the existing highways across the meadows and to connect
with State Highway Route No. I8, when that route is
constructed.  The construction involved in order to




9
accomplish this will include the widening and improvement of certain streets on the low level in Jersey City
to connect the primary route with Hoboken, and the
construction of a highway from a point where the
primary route crosses Tonnelle Avenue to connect with
the above mentioned highways across the meadows and
with Route No. i8.
The Paterson Plank Road may require improvement Paterson
at some later date, involving an expense of approximately Plank Road.
$450,000.00.
These are several highways over which travel, coming
through Bergen County, will endeavor to reach the tunnel. At the present time, Bergen County has a State Bergen
frmPae-County
Highway, known as Route No. io, running from Pater- Traffic.
son to the Fort Lee Ferry by way of Dundee Lake and
Hackensack. This highway is located at about a third
point between the Hudson County line and the New
York State Line. There are two other routes, namely
Route No. 17 and Route No. i8, which are in the State
Highway Systemni, but which have not been taken over
by the State Highway Commission.
Route No. 17 starts at the southwest corner of the Route
County and runs in a northerly direction to Hackensack N. 17
and thence continues in a northerly direction through
Hackensack to Suffern. Over this route at the present
time there is a large percentage of New York State
traffic.
Route No. i8 is located on the easterly side of the Route
County and runs at the bottom of the westerly side of No. 18.
the Palisades from the Hudson County Line northerly
to Route No. io, and on the easterly side of the top of
the Palisades from Route No. io northerly to the New
York State line connecting with what is termed New
York State Highway Route No. 3.
At the present time, Route No. 10 is constructed to Route
Hackensack with the exception of the westerly approach No. 10
to the Palisades from Ridgefield to Fort Lee. This




IO


section is now under construction and the route will,
therefore, be complete from the Fort Lee Ferry to
Hackensack by the end of I923. The section from
Hackensack to Paterson is in poor condition and should
be placed under construction at as early a date as possible, for were this route constructed, the traffic from the
north and south County feeders leading into Route 0o
will be intercepted and the traffic in this event could follow Route No. io to Ridgefield, and from Ridgefield
could continue southerly on Route No. I8 to Tonnelle
Avenue in Jersey City, thence along Tonnelle Avenue to
Route No. I, and thence through Route No. I to the tunnel.
Route No. I8 with the completion of Route No. 3 of
the New York State System, will receive traffic from
New York State or carry the traffic through New York
State to West Point and points beyond, along the Hudson River. An extension of Route No. I8, southerly
along Palisade Avenue in the Borough of Fort Lee and
Cliffside Park, to either the Hudson County Boulevard
or to Park Avenue, would be desirable, and in this event
light traffic will be enabled to use the Boulevard as an
approach through Hoboken or the western Boulevard in
Hudson County to the tube entrance.
Route No. 17 will play an important part as a feeder
artery to the tunnel due to the fact that its northerly
terminus, Suffern, N. Y., is the outlet of one of the principal New York State Highway routes carrying through
travel.
In order to control a means of travel through the
lower section of the County, it may be desirable that the
Paterson Plank Road, both in Bergen and Hudson counties be proposed as a highway route for special legislation. This highway now carries a great traffic from the
big industrial sections of Passaic County and the travel
in this particular section must necessarily cross the
meadows on this highway.




II


The facilities already afforded by city streets should Bayonne
take care of traffic to reach Bayonne.              Traffic.
In accordance with the above, therefore, the geo- Summary.
graphical limits of this report confine themselves to Jersey City, a point to the southwest in the City of Elizabeth, and a point to the north on Route No. 10, near
Ridgefield, as shown on the attached keymap.  Con- Proposed
sideration has also been given to the proposed construc- Terds.
tion by the railroad.companies of large terminal storage
yards and warehouses, as contemplated in connection
with Port development plans now being worked out,
and due to which there will be created a very large
amount of truck traffic which will use the vehicular tunnel.
SURVEYS MADI)  OF PRESENT TRAFFIC.
The following traffic information was obtained by the
Board:
I. Traffic counts were taken on each road leading into Traffic
Jersey City, the results of which were combined with  aken.t
similar information furnished by the office of the County
Engineer of Hudson County, covering a period of
four years and adjusted for seasonal variations.
2. Records of traffic counts on Newark streets were
obtained from the City Engineer of Newark.
3. Records of traffic counts in Bergen County were
obtained from the County Engineer of Bergen County.
4. The New Jersey Interstate Bridge and Tunnel
Commission has made careful study of the ferry traffic
extending from I9I9 to date. Prior to their undertaking this work, the Public Service Corporation of New
Jersey had studied the ferry traffic from  I9I3.  In
summarizing and clarifying the data, the ferries were
divided into groups, the first group consisting of the
five ferries nearest the tunnel, from which it is expected
the greatest part of the tunnel traffic would be diverted,
and which, as the figures show, handle approximately




12


Five Ferry 49 per cent of the total ferry traffic. This group is reroup.     ferred to as the "Five Ferries," namely:
Penna. R. R.-Desbrosses Street.
Penna. R. R.-Cortlandt Street.
Erie R. R.-Chambers Street.
D., L. & W. R. R.-Barclay Street.
D., L. & W. R. R.-Christopher Street.
The second group consists of six ferries, farther from
the tunnel, and embraces 27 per cent of the total ferry
Six Ferry  traffic. This group is referred to as the "Six Ferries,"
Group.    namely:
C. R. R. N. J.-Liberty Street.
C. R. R. N. J.-West 23d Street.
Erie R. R.-West 23d Street.
D., L. & W. R. R.-West 23d Street.
I4th St., Hoboken-West 23d Street.
West Shore R. R.-Cortlandt St.
Four Ferry  The third group, referred to as the "Four Ferries,"
Group.    handles 24 per cent of the present vehicular traffic and is
located at such a distance uptown that it is doubtful if
they will be greatly affected by the opening of the tunnel.
They are as follows:
West Shore R. R.-West 42d Street.
West Shore R. R.-West New York.
I3oth Street-P. S. Ry. Co.
Dyckman Street.
Bridge       5. Records of bridge swings on the Hackensack and
Swings.   Passaic River Bridges were obtained from the County
Engineer of Essex.
The results of these traffic counts are shown on the
following tabulations:




'3


i. Highways Entering Jersey City.
24-hour count.
LINCOLN HIGHWAY


Class of Vehicles                1920
Motor trucks...................  3,439
Pleasure cars...................  6,747
Horse drawn....................      397
All vehicles................  10,583


I921
2,141
4,455
327
6,923


1922
3,220
9,984
304
13,510


I923
2,400
14,100
430
16,930


Fairview
Class of Vehicles       I923
Motor trucks,..........    1,130
Pleasure cars,..........   7,069
Horse drawn,...........      58
All vehicles,......  8,257


Palisade Ave.
1923
449
4,792
41
5,292


Anderson Ave.
1923
1,414
4,355
100
5,869


Class of          Newark Turnpike
Vehicles        I920    1922     1923
Motor trucks,..      584   2,143     652
Pleasure cars,..   1,134   3,310    9,929
Horse drawn,..        72     190      30
All vehicles,   1,787    5,643  10,611


Paterson Plank Road
1920    1922   1923
609   1,528    548
1,040   2,876  6,430
140     102     30
1,789   4,506  7,008


SUMMARY OF TRAFFIC COUNTS FOR 1923 ON MAIN ROADS OUT OF
JERSEY CITY.


Yearly
Lincoln Highway....................  5,756,200
Anderson Avenue...................  1,995,460
Palisade Avenue,.................   1,799,280
Fairview,........................ 2,807,380
Paterson PI. Rd....................  2,382,720
Newark Turnpike...................  3,607,740
Totals,.................... 18,348,780


Daily
16,930
5,869
5,292
8,257
7,008
10,611
53,967


Max.
Hour
1,387.7
464.6
434.5
676.8
574.4
861.5
4,399.5


(Note.-Figures taken on Newark Turnpike cover the period of
abnormal traffic in 1922 due to Hackensack River Bridge on Lincoln Highway being out of commission, and are excessive; those
for Lincoln Highway being correspondingly low.)
The above counts show a present Lincoln Highway Lincoln
daily traffic of 16,930 vehicles and a total daily traffic Highway
Travel.for all highways leading into Jersey City of 53,967.
for all highways leading into Jersey City Of 53,967.




14
The New Jersey Interstate Bridge and Tunnel Commission, in traffic studies over a period of years, developed
the factor of I2.2 as representing the relation between
daily and maximum hourly traffic, and if used in connection with the above figures results in a maximum
hourly traffic on the Lincoln Highway of 1,387 vehicles,
and a'maximum total hourly traffic on all highways entering Jersey City of 4,400.
2. Newark City Streets.
Io-hour count-8 A. M. to 6 P. M.
Percentage
Year      of Traffic
Stlret and Observation Pt.          I912   1922   Increase
Plank RoadBlanchard St. and Penn. R. R.,...... 1,090  1,785    64
Market StreetCommerce St. and Ferry St.,........ 1,179 2,857       142
Market StreetBeaver and Broad Sts.,.............. 4,232 8,315      97
Elizabeth AvenueGrumman and Keer Aves.,..........     964  4,281    344
Elizabeth AvenueMiller and Wright Sts.,.............. 1.430 7,140     399
Clinton Avenue19th  and  20th  Sts.,..................  1,593  4,537  185
Clinton AvenueMilford and Elizabeth Aves.,........ 2,495 7,300      193
Clinton AvenueBroad and Halsey Sts............... 2,390 10,134    338
Broad StreetAstor and Murray Sts..............    643 8,250    1,183
Broad StreetM/arket and Mechanic Sts.,.......... 5,149 18,899   267
Jackson Street BridgeNewark and Harrison Sts.,..........   772 4,277     454
Bridge Street BridgeNewark and Harrison Sts.......... 2,937 8,204        179
Frelinghuysen AvenueNoble and Meeker Ave.,.............    753 6,133     715
Frelinghuysen AvenueVanderpool and Pioneer Sts.,........ 1,057 3,263     209
Frelinghuysen AvenueVirginia Ave. and McClleland St.........   5,777...




I5


3. Bergen   County    Traffic Counts.
I6-hour day counts.
1921
Daily
Average.
Paterson Plank Road, Borough of Carlstadt,.............. 8,989
Bergen Turnpike, Borough of Ridgefield,.................  927
Anderson Avenue, Borough of Cliffside Park,............ 8,108
Bergen Turnpike, Fairview,..............................  551
Note: In making comparison of these counts with other traffic
counts in this report it must be noted that these are for 16-hour
days, other counts being for 24-hour days. Also, these counts
are for pneumatic-tired vehicles only.
This traffic has very much increased as will be seen by reference
to tabulation on page 13, which shows for Paterson Plank Road,
Fairview and Anderson Avenue, all of which lead to Bergen
County road system.
USE Of NEW     JERSEY HIGHWAYS BY FOREIGN TRAFFIC.
As a matter of interest, from the traffic counts used in Foreign
formulating this report, we are able to furnish the fol- Cars.
lowing figures as representing the percentage of foreign
traffic using New Jersey highways.
The average of 14 traffic stations, extending to all
parts of the State and including the summer period,
shows that the percentage of foreign cars is 20.8 per
cent.
The Station at Absecon, on Labor Day, based on a
24-hour count of 11,572 vehicles, showed a percentage
of foreign cars of approximately 50 per cent.
The main through Bergen County highways show
an average of about 30 per cent foreign cars, while
counts on the Lincoln Highway would seem to indicate
an average percentage of I8.5 per cent.




<4. Ferry Traffic.
Average day counts supplied by New Jersey Interstate Bridge and Tunnel Commission, of all figures adjusted for seasonal variations of traffic.
"FIVE FERRIES" GROUP.
Class of Vehicle.                    I919.    I921.     1922.
Motor trucks,.....................  3,358     4,784     4,349
Pleasure cars.....................  2,032     2,076     2,916
Horse drawn,.....................   5,277     4,467     4,320
All vehicles,.................. 10,667   11,327    11,585
"SIx FERRIES" GROUP.
Motor trucks,.....................  2,289     3,113     3,100
Pleasure Cars,....................  1,327     1,719     1,835
Horse drawn,.....................   3.390     2,909     2,347
All vehicles,..................  7,006    7,741     7,282
"FOUR FERRIES" GROUP.
Motor trucks.....................   1,092     1,936     2,005
Pleasure cars,.....................  3,274    4,940     7,515
Horse drawn,.....................     429      438       431
All vehicles,..................  4,795    7,314     9.946
Note:   No record made of
West New York Ferry in 1922.
TOTALS ALL FERRIES-AVERAGE DAY.
Motor trucks,.....................  6,739     9,833     9,454
Pleasure cars,.....................  6,633    8,735    12.266
Horse drawn,.....................   9,096     7,814     7,098
All vehicles,...................  22,468  26,382   28,818
MAXIMUM    HOURLY COUNT ALL FERRIES (12.2 FACTOR USED).
1,841     2,162     2,362
YEARLY AVERAGES ALL FERRIES (340 x
AVERAGE DAILY).
1919.     I921.     1922.
7,639,120  8,969,680 9,798,120
Pages Nos. 17 to 20 show curves of ferry increase and decrease.




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20




2I


FERRY TRAFFIC DISTRIBUTON.
Six Ferry Five Ferry Four Ferry  %
Hudson,        Grou     p. G     rou pAverage
Pass aic.. *r  o%     3r9%59
-De  gen,......   74%     29
Essex-Union.    6%      3       2% 520
21%     23%     52%      9%
1970%   21%
100% 1   00 %   100%    100




22


HACKENSACK AND PASSAIC BRIDGE TRAFFIC.
The situation created by the two drawbridges over the
HIackensack and Passaic Rivers, respectively, is one
which has received the careful consideration of the
Board. The opening of these bridges to accommodate
the requirements of navigation creates a serious delay to
the traffic over the highway. From records which have
been kept by the counties of Essex and Hudson there is
shown that, due to the opening of the bridges, traffic was
blocked for an average of 10.4% of the time. The detailed records are shown in the following tabulations.
There is also shown a tabulation on page 24 covering a
period of six months, which shows the number of openings and the character of craft on account of which the
openings were made. Page No. 25 illustrates the height
of vessels on both rivers.
5. Bridge Swings Showing Time Lost to Vehicles on
Passaic River Bridge-Lincoln Highway —9,23.


Swings Hour by Hour for One
Year for Passaic River Bridge.
A.. 12- 1         70
1- 2         70
2- 3         61
3- 4         64
4- 5         64
5- 6         75
6- 7        151
7- 8        339
8- 9        484
9-10        624
10-11        578
11-12        502
P.M. 12- 1         450
1- 2        506
2- 3        480
3- 4        456
4- 5        417
5- 6        415
6- 7        265
7- 8        182
8- 9        139
9-10        153
10-11         96
11-12         76
Totals,......... 6,717


Vehicles
Crossing
Bridge Daily.
758
277
163
122
98
93
91
182
417
425
682
743
657
543
959
1,123
1,022
993
1,204
1,297
1,137
1,106
1,606
1,232
16,930


Total Time
(Min.) Lost by
All Vehicles
Daily.
6.6
2.4
1.0.9.7.9
3.6
37.1
174.1
294.9
404.9
333.8
237.0
247.8
393.8
416.2
316.7
304 8
150.7
76.5
39.1
46.2
26.3
12.6
3,528.6




23
Economists figure the value of the time of a motor
vehicle at 5 cents a minute and upward. On this basis
the following computation would seem to be justified:
3,529 minutes lost by halted vehicles per day (58.8 hours).
For 365 days lime lost would be 1,288,085 minutes, or 21,468
hours.
At 5 cents per minute time lost amounts to $64,404.25.
Capitalizing this loss, at 5 per cent per year, gives a possible
investment of $1,288,085.00.
Bridge S~wings Showing Time Lost to Vehicles, Hackcnsack River Bridge —Lincoln Highway-I9.23.


Szwings Hour by Hour for One
Year for Hackensack River
Bridge.
A. MI. 12- 1        9
1- 2        11
2-3          7
3-4          4
4-5         11
5- 6        25
6- 7        66
7- 8       146
8- 9       263
9-10       368
10-11       382
11-12       349
P. M. 12- 1       344
1- 2       342
2- 3       326
3- 4       278
4- 5       251
5- 6       192
6- 7        98
7- 8        42
8- 9        34
9-10        15
10-11         9
11-12         7
Totals,.........  3,579


Vehicles
Crossing
Bridge Daily.
758
277
163
122
98
93
91. 182
417
425
682
743
657
543
959
1,123
1,022
993
1,204
1,297
1,137
1,106
1,606
1,232
16,930


Total Time
(Min.) Lost by
All Vehicles
Daily..1.05.001.0003.002.009.1
6.3
46.8
93.2
161.0
146.6
125.9
102.8
165.1
140.5
104.3
59.2
18.7
3.7
2.1.04.02.01
1,176.5323


1177 minutes lost by halted vehicles per day (19.6 hours.)
429,605 minutes lost in one year (7,160 hours).
$21,480.00 capitalized money value of time lost in one year at 5
cents per minute.
$429,605.00 capitalized possible investment.




24


Passaic River Bridge-19,23.


Lighters,
Schooners,
Tankers and
Steamers.
January.......... 197
February......... 154
March,..........194
April,...........170
May..........214
June...........257
Totals.......1,407


Total
Swings.
539
396
523
602
633
681
3,374


Per Cent of
Lighters, etc.,
to Total
Swings.
36.5
38.8
37.0
28.2
33.8
37.0
35.3


Hackensack River Bridge-I9,23.


Lighters,
Schooners,
Tankers and
Steamers.
January.......... 294
February......... 146
March.........298
April........... 385
May...........384
June...........309
Totals.......1,816


Total
Swings.
388
196
383
464
453
446
2,330


Per Cent of
Lighters, etc.
to Total
Swings.
75.8
74.4
77.8
82.9
84.7
69.2
77.4




25




26


PROBABLE FUTURE TRAFFIC.
Licenses     The growth of highway travel has of late depended
by States.  primarily upon growth in the use of the automobile for
pleasure and business purposes. There is reason to believe that future growth will follow the same tendencies.
The tabulation on Page 27 shows the number of motor
vehicle licenses issued from I9I4 to 1922, inclusive, in
twelve States, those being selected which, in 1922, had
the greatest number of motor vehicles licensed per capita.
In the same tabulation are included figures which show
the number of persons per licensed vehicles in each of
four years. The diagram on Page 28 visualizes the
tabulated figures. Examinations of the tabulation and
the diagram indicate that the States selected, at least, are
fast approaching a saturation point in automobile ownership. This saturation figure may be assumed for the
present at four persons per licensed vehicle. In 1922 the
ratio of motor vehicles to population gave New Jersey
9.2 persons per motor vehicle. In the diagram, the New
Jersey line has been projected into the future along a
curve which seems logical in the light of past experience.




NEW JERSEY STATE HIGHWAY COMMISSION.


REGISTRATION OF PASSENGER AND COMMERCIAL MOTOR VEHICLES FOR STATES OF MAXIMUM CARS PER CAPITA.
STATE.           1914.        1915.         1916.     1917.         1918.        1919.        1920.       1921.         1922.
California,..........  123,504   163,797 17.74  232,440    306,916     407,761  7.89  477,450x  568,892  6.04   663,251   861,807  4.29
Iowa,...............  106,087    145,109 15.92  198,587    254,462     278.313  8.52   363,079  437,378  5.51   461,084   500,158  4.90
Nebraska,...........   16,385     59,000 21.10  101,200    148,101     173,374  7.36   200,000  219,000  5.92   238,704   256,654  4.97
Dist. of Columbia,..    4,853     8,009 48.00    13,118     15,493      30,490 13.64   35,400c   34,161 12.811  40.625d   52,792  5.12a
South Dakota,.......   20,929    28,724 21.21    44,271     67,158      90,521  6.92   104.628  120,395  5.28   119,274   125,241  5.19
Kansas,.............   49,374     72,520 23.90   112,122   159,343     189,163  9.28   227,752  294,159  6.02   289,539   327,194  5.47
Colorado,............  17,756     28,894 30.08   43,296     87,460      83,244 10.94   104,865  129,255  7.27   145,739   162,328  6.01
Oregon,..............  16,147     23,585 30.80   33,917     48,632      63,324 12.02    83,332  103,890  7.56   118,095   134,123  6.05
Nevada..............    1,487     2,009 39.70     4,919      7,160       8,159  9.60    9,305    10,464  7.41    10,821    12,116  6.12
Indiana,.............  66,500     96,915 29.10   139,065   192,194     227.164 12.72   227.255  333,067  8.82   400,342   469,939  6.36
Washington,.........   30,253     38,823 32.19   60,734     91,337     117,278 11.19   148,7io  173,920  7.81   185,359   210,716  6.39
New Jersey,.........   62,961    81,848 34.78   109,414    141,918     155,519 19.47   190,873  227,737 13.87   272,994   342,286  9.71
* Persons Per Vehicle.
(x) Does Not Include 10.000 Cars Operated Under Exempt Licenses.
(c) Does Not Include Non-Resident Registration.
(d) Does Not Include 8,439 Non-Resident Passenger Cars and 1,023 Non-JResident Trucks.
(a) Does Not Include 19,926 Non-Resident Cars or 1,836 Non-Resident Trucks.




28


50


Year




29
These studies lead to the conclusion that the number Future
Licenses.
of licenses which will probably be issued in future years
will depend upon the growth in population and within
the next decade will reach a saturation point at about
one vehicle for each four persons. In order to determine,
therefore, the number of vehicles which will probably be
licensed, the future population must be estimated.
Studies of past growth down to the present time, of
countries, States and cities, show conclusively that a
general law is universally followed which results in the
following general characteristics:
Growth is at first slow, but at an accelerated rate,
the acceleration itself first increasing and then decreasing so as to become negative. Thus the rate
of growth eventually slows down, even though the
actual increment, year by year, may be large, until
finally a condition is reached when the increments
themselves agree less and less until a state of approximate stability or saturation is reached, when
population statistics reveal themselves in a population curve with a general "S" shape.
The diagrams on pages 30 and 31 illustrate these Population
statements. The curve for the City of Passaic on page Growth.
No. 30 is typical. Examination of the curves for the
United States and the State of New Jersey indicate
that in each case the maximum rate of growth has
been reached, and while the country, as a whole, and
the State itself will increase in population, the rate of
this increase for each decade will be at a falling rate. An
estimate on this basis for the State of New Jersey for
the next three decades would be as follows:
Population  in  1930,.................... 3,750,000
Population  in  1940,.................... 4,260,000
Population in 1950,..................  4,700,000
In other words, it is estimated that by 1950 the population of the State will have increased not quite 50 per
cent over that of the year 1920. Applying the factor of




30
POPULATION CURVES


mw
'/
z
F- 1 ---nat  Sruz


z
A
0
x


z
0
0?


PASSAIC, N.J.


RLOUISVILLE, KY.
LOUISVILLE, KY.


I

ITS I I  I   PI ISA I  T I I I
PITTSBURGH, PA.


YEAR
I 0
MR I


I


STATE of VERMONT


YEARSt I ~ I 4j 8 6 I I I rI
STATE of KENTUCKY




3I




32
four persons per licensed vehicle to the I950 population,
gives an estimated number of licenses for that year aggregating I,I75,000. Based on the number of licenses
issued up to July I, I923, compared with the number
which had been issued up to the same date last year, it is
estimated that the total for the year I923 will be about
438,000 exclusive of motorcycles and manufacturers'
and dealers' cars. By 1950, then, it is to be expected
that the number of licensed vehicles will be 2.7 times
that of the present year.
Horse-       It cannot be assumed that, necessarily highway traffic
eDrawe    will increase in direct proportion to the number of
Vehicles.
licensed motor vehicles.  In this connection the factor
introduced by the existence of horse-drawn vehicles must
be considered. As long ago as 1912 it was found that
the percentage of horse-drawn vehicles on Massachusetts
State highways was 37% compared with 6I%    for the
year I19o9. In the City of New York the total number
of horses for which the Health Department issued
licenses has remained practically stationary for a considerable period. In New York City horse-drawn vehicles in 19I7 were 34~%   of the total street traffic.
In the State of New Jersey the total number of horses
on farms as reported by the 1920 census, as of January
first, was 72,621, whereas on April I5th, I9I0 the number was 88,239. Assuming that horse-drawn vehicles
in I917 constituted one third of the total and that there
has been no falling off, the large increase in motor
vehicles means that horses now constitute only 20% of
the total traffic.
If motor travel doubles while horse-drawn traffic
remains constant the percentage of horse-drawn travel
falls to 11.1%. It may therefore be ignored without
material error.
Compari-     A tabulation on page No. 34 shows the number of
sos.    automobile licenses issued in various States in comparison with the traffic on streets and highways indicated.




33
An accompanying diagram on page No. 35 visualizes
these statistics.  They have been plotted on logarithmic
paper so that the rate of increases can be directly
measured.   The several lines are seen to, be fairly
parallel, those for New Jersey points leing quite consistent. Measured by the slope of the lines in diagram,
it is found that traffic has increased in New Jersey as
the square root of the increase in the number of licenses.
Considering all the points examined, it is seen that the
variation runs from the one-half to the one power.
Assuming that licenses will increase 2.7 times, while Traffic
Assumpstreet traffic will increase as its square root, it is seen tion.
that the highway travel will increase slightly more than
one and one-half times. If the extreme assumption is
nade that the traffic will increase as the first power of
the numbl)er of licenses the highway travel will increase
2.7 times.
EPxperience in the State of New Jersey as a whole
does not indicate any such probable increase of 2.7
times. How-ever, the situation which we have before
us is not representative of the State of New Jersey as
a whole, and it is believed that the extreme assumption,
that traffic in this particular district will increase as the,numbler of licenses, should be used.
In this connection, the relation of New Jersey to
through traffic should also receive consideration.  Its
highways are the connecting links for a heavy through
traffic between centers of congested population at either
end, as for instance, New York City to Atlantic City,New York City to Trenton, and to Philadelphia.




3-1




I


IELATION OF AUTOMOBILE LICENSE5 TO STREETTRAFFIC


T RE: r.TRAFF IC
DATE AUTO LICE.NSE5 %iNc. LOCATIONS   NUMBERi 7,INC. IATIO-OF7,
I   (09     40pp0rx  I005o LINGOLN HNWAY  12000  4    Z4
19Z3  440'000.000
(/W  J SRffY)
isia   44000 Io O1'0
(       w - - /, e, F rv)
191Z  434000,   704'o NEWARK          000   136. 8  5 11
193   354oo'000                       4looo
(/'vff J'f Y)        HUS ON
191b  104.'000            RIVE__. 18'000
22 354-000        Z40.5  FERY 0.               60o.8  39.5
(/vow YoARK)
1914  16 8'Z3                         18'7 780
l  779344     362.5'o E.RVEKB<IE, B514E.   193.67  1.8
19El  779'344                         55'184 -(OHIO)
1918  413'000                          76'000
Z     72100        74.5% CINCIN NATI  I          0.
191     44'000                        167' 000
90 86.3   r',EWA~K.8        2.4.5  o. 8
191E    8Z'ooo      862    o' ooo




35




36


POINTS O PROBABLE FUTURE CONGESTION.
Congested    Tmwo points at which future congestion will occur, and,
Points.
as a matter of fact are now congested to the limit, are
the main streets of the City of Newark, and the City
of Elizabeth.  In making recommendations, it is necessary to provide for new highways at each of these points
which will carry traffic outside of the congested districts.
Congestion will, of course, also accur through the city
of Jersey City, unless provision is made to take care
of traffic increase.
TUNNEL TRAInIC IN 1926 AND PROBABLE GROWTH.
Tunnel       The Chief Engineer of the New Jersey Interstate
Traffic.  Tunnel Commission estimates that traffic through the
tunnel wNill more than double within eight years after
the tunnel opens.
On pages Nos. 17 to, 20 are shown graphically the
vehicular traffic count on the three ferry groups previously mentioned, and on page No. I6 there is a chart
showing the vehicular count on all ferries.  Page No.
21 shows curves taken from the report of the New
York and New Jersey Interstate Tunnel Commission,
showing the traffic on the Five Ferries and the Six Ferries groups, and also the estimated tunnel traffic.
Traffic      From this chart, it is interesting to note the following
Totals.
figures. The total ferry traffic on the "Four Ferries"
group for the year I922 is 3,381,640; for the "Five
Ferries" group it is 3,938,900; and for the "Six Ferries"
group it is 2,475,880,-or approximately Io,ooo,ooo
vehicles per year for all ferries in 1922.  Projecting
the curve to include I926, it shows a total ferry traffic
of that year equal to II,424,000, or 33,600 as a daily
traffic and 2,754 as a maximum hourly traffic.
From the diagram on page No. 21 it is to be noted that
the estimated tunnel traffic as of the year I926 is
6,770,0o0, and that within eight years thereafter the tun



37
nel traffic will more than have doubled, amounting to Traffic
I5,640,000, which would mean an average daily traffic in 1937
of 46,000 or at the maximum hourly rate of 3,770, which
is approximately the estimated capacity of the tunnel.
It is fair to assume that most of this travel will continue through Jersey City, or at least to the westerly
limits of same, and that such part as does not continue
will be at least made up for by traffic originating on
the water front in Jersey City, and this figure can therefore reasonably be assumed to represent the traffic
which, in I937, when the tunnel will have reached its
capacity, will be delivered to the viaduct and route
through Jersey City.
It is further to be expected that the ferries will con- Traffic
tinue to operate with at least their present volume of Estimates.
traffic, a considerable part of which will pass through
Jersey City. Present maximum hourly ferry traffic is
2,362. It is fair to assume that 50% of this traffic will
proceed through Jersey City by way of Route No. I,
which, added to the maximum hourly traffic which it is
assumed will be received from the vehicular tunnel and
Jersey City water front amounting to 3,770, makes a
total of 4,95I which would appear to be the maximum
traffic demand which would be placed on the highway
leading out of Jersey City to Elizabeth, at the time the
tunnels have reached their maximum carrying capacity.
Again, if the present maximum hourly traffic entering
Jersey City is 4,399, and the proposed highway will
carry 50% of the total, which at present is the per cent
carried by both the Lincoln Highway and the Newark
Turnpike, and the extreme increase of 2.7 be assumed,
then the resulting maximum hourly traffic for the new
highway would be 5,937. A mean between the two estimates, say 5,444, maximum hourly traffic, would appear
to le a safe estimate.




38


to


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N. in
0
iq               co               2
a                 m               OM               m                Ch




1 2 3 4 5 6 7 8 9 1011t1213714 15. 6 17 18 19 20 21 22 23 24 25 26 27 28 29 30.
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I I  II  I I I   1 IIRelat-on behween I I        II    2
Poulation, Regist-ration and
I  I  I  5ate oF New Je rs ey I1IHFAVYIJNIE SHWf. T~RAFFIC OW A"L yojps. ENTE-RING yEr~seYr c(rT5AAD q1S ~9A


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Month of....___ 19_




3)


ECONOMICS OF GRADE.
In the study of the economics of grades and rise and
fall on highways used by motor vehicles, the Advisory
Board was confronted with a problem on which very
little work has yet been done. It is to be appreciated,
however, that this is a very vital consideration, and
effort has been made to embody in the recommendations such conditions as regard grades as would seem
to be justified by the information at hand.
The factors to be considered in connection with Grade
grades and the economy of operation are (I) the delays Factors
incident to the slowing up of traffic due to the necessity
for using low gears; (2) the additional consumption
of gasoline, and (3) the extra wear and tear on the
vehicle.
So far as the first consideration is concerned, the Viaduct
limiting condition as to grade on the highway which G
will be recommended herein is based on the viaduct, from
the tunnel plaza to the high ground in Jersey City. The
grade required to accomplish the elevation in the distance is 3.2.
The only exception to this maximum is on Broadway, Grades:
in Jersey City, where for a distance of approximately
750 feet, 4.6 and 5 per cent grades will be necessitated
if the present street grade is used and the approaches
to the tunnels under the Hackensack and Passaic Rivers
where 4 per cent grades are used in making up the estimates. It is entirely feasible to build a short viaduct
which would bring the grade on Broadway within the
above-mentioned limit, if it is later determined to be
necessary, but the line of the highway at this point
being on a tangent, and for other considerations, it has
not been deemed necessary to recommend this viaduct
at this time. The tunnel approach grades could also
be reduced if it were on further study considered desirable. It is questionable whether this grade of 3.2 per




40
Truck        cent will permit all loaded commercial trucks to negotiate
Grades.  it on high gear.   Studies made by the Board on the Warren Street hill, in Trenton, where the grade is 3 per cent
for 126 feet, and 5.7 per cent for 200 feet indicated that
29.5 per cent of the motor trucks were compelled to
shift gears before reaching the top of the hill.           In
studies made on Montgomery Street hill, in Jersey City,
the figures show that 43.8 per cent of the trucks shifted
gears to negotiate the hill. The grades are 2.7 per cent
for 700 feet and 4.4 per cent for another 700 feet.
However, it must be borne in mind that both of these
streets are in a congested district, with frequent cross
streets, and under traffic regulations. It is believed that
the conditions on the grades adopted will be considerably better than the showing made in Trenton and
Jersey City, but it is still doubtful as to whether all
trucks will be able to accomplish the grades using high
gears.   However, physical conditions determine these
grades and they could not be reduced without an unwarranted expenditure of money.
Economics.     The effect of grade and total rise and fall on gasoline
consumption, and wear and tear on vehicles is susceptible
of analysis, and, on the basis of experiments of Professor T. R. Agg, of the Engineering Experiment Station,
Ames, Iowa, we deduce the following for each ten feet
in reduction of total rise or fall:
Per  cent  of  grade,.....................  5.1     3.7
Tons miles per gallon...................  11.22     13.20
Tons miles on flat grade,............... 29.7       29.7
G(allons per ton mile on grade,..........  0.0892    0.0757
Gallons per ton  mile  flat,...............  0.0337  0.0337
Gallons per toi mile difference,.........  0.0555    0.0420
Rise feet per mile,...................... 269.28   195.36
Gallons per ton mile to rise one foot,....  0.000265  0.000215
Lincoln Highway travel, 1923, per 24-hour day,.........  16,930
Estimated Lincoln Highway travel when tunnel is at
capacit............................................  66,368
Estimated  cut in  hill,.................................  10  feet
Estimated average total weight of car and load,.......  3 tons
Estimated days per year,..............................   300
Estimated cost of gasoline per gallon,..................  25c
Istimated factor for gasoline per ton mile to rise one
foot,................................................ 0.000215




41
Computed annual saving on a basis of 66,368 cars
per day-$32,I05 per year. Assuming this amount to
be capitalized at 5 per cent, indicates a maximum expenditure of not to exceed $642,100 to accomplish the
gasoline saving for each Io-foot rise eliminated. The
saving in wear and tear on vehicles would undoubtedly
equal a like amount, or a total round figure of
$1,250,000.00 for each ten feet of rise and fall eliminated.
CURVES.
Curves on highways are objectionable from the point Curves.
of view of dangers incident to their presence, and also
due to the fact that in rounding curves, particularly if
sharp, there is a slowing up of traffic. From the information before us, we believe that a curve having a
radius of not less than I50 feet can be accomplished by
motor trucks without changing gears, and we have
limited the curvature on the recommended route to
curves having a radius not less than the above mentioned
figure.
GRADE CROSSINGS.
The presence of grade crossings with either highways Grade
Crossings.
or railroads, likewise, presents conditions which tend to  sss
slow up traffic, as well as creating the element of danger.
The recommendations for the route and construction, as
submitted herewith, are prepared and based on the elimination of such crossings so far as possible. With the
exception of Tonnelle Avenue, in Jersey City, this has
been practically accomplished between the entrance to
the tunnel and the Newark city line. The Tonnelle
Avenue crossing can be later eliminated by the elevation
of Tonnelle Avenue, if it seems advisable.
From our study of the situation, we believe the capi- Economics.
talized value of elimination of a grade crossing on this
highway to be approximately $I,7,0,000.00.




42


WI'DTH OF ROAD\WAY.
Width.       Numerous traffic observations on various streets and
highways have estallished the maximum number rwhich,
under normal conditions of congestion, will pass a given
point on roadways of different widths. For example,
on roadways without car tracks and where no parking
is permitted on either side, but where cross traffic will
interrupt travel at distances from 400 to 800 feet apart,
only 2,400 vehicles can normally use a roadway 40 feet
Total      wide. Without interruption from cross travel this numVehicles   ler caln )e increased to well over 4,000. In a few cases
Served.
as many as 5,000 have been observed. The Chief Engineer of the Bridge and Tunnel Commission estimates
the maximum hourly capacity of two tubes, each designed for two lines of travel, to be 3,800 per hour.
Higher speeds, with increased facility and increased
traffic are provided for by additional roaldway widenings,
an a(dditional speed amounting to as much as 25 per
cent resulting from an increase in width from 10 to 12
Maximum    feet for each traffic lane. With the estimate as shown
Traffic.   above, the maximum   of the traffic over the highway
from Jersey City to Elizabeth will be close to this maximum figure, and it is felt that the roadway should be of
sufficient width to provide for two moving lines of travel
in each (lirection, and accommodation for disabled vehicles as well. Therefore, the Advisory Board has assumedl that the width of highway should be 50 feet on
all viaducts and subways, where parking along the side
will not be required, and that it should be 60 feet at all
other points.
Right of     The Board has further decided that the right of way,
Way.       excepting through the congested part of Jersey City,
where the highway is depressed, should be 1oo feet.




43


TYPE OF PAVEIMENT.
The Board recommends that a granite block pave- Granite
Block Pavement, on concrete base, be used for the pavement on the k Pant
recommendedl line. Considering the character of traffic,
it is believed that this will give a longer life per unit of
cost than any other pavement type.
HIIl(I BRIDGES, LOW BRIDGES, TUNNELS.
Three methods of accomplishing the crossing of the Alternates
Hackensack and Passaic Rivers have been given con- OJvers
sideration by the Board, namely, bridges at or about the
level of the present structures; bridges having a 40-foot
underclearance; and by the construction of tunnels.
As previously stated in this report, traffic with bridges
at the present level is held up approximately 10.4 per
cent of the time, as shown on page No. 22. The total
time lo;t to vehicles at the Passaic River is 3,528 minutes
per (lay. Economists figure the value of time of a motor
vehicle at 5 cents per minute and upward. Capitalizing
the 3,528 minutes lost daily, at 5 per cent per year,
justifies a capital expenditure of $I,288,085.00. The
tabulation and calculation given is based on present conditions.  With the increase in traffic, which has been
estinated, this capitalized amount will be increased to
approximately $5,ooo,ooo.oo.
The tabulation on page No. 24 shows the character of
craft passing through the bridges.
The separation of the special classes of vessels noted
wias made in order to separate those with masts or upper
wTorks requiring more than 40-foot clearance from water
level. It should be noted that 78 per cent of the openings on the Hackensack River are for vessels requiring
more than 40-foot clearance, while only 42 per cent is
the case on the Passaic River. It should also be noted
that the total number of openings on the Hackensack
River is less than that on the Passaic so that the number




44
of openings for the special class of vessels listed is not
River     widely different in the two cases. It should also be obraffic.  served, however, that traffic on the Hackensack river has
been increasing while that on the Passaic River has been
decreasing. A special investigation was made of the
actual heights above water level to which lighter masts,
tug boat funnels, and the upper works'of various other
kinds of vessels extend. The results are shown on the
diagram  on page 25.   The statistics cover only the
vessels actually noted on an inspection trip along the
banks of both rivers and the proportions do not correspond accurately to, the number of vessels to pass
through either drawbridge.
It is to be noted, however, that a 40-foot bridge
elevation will clear the highest tug boat smokestack and
Bridge    all barges and scows. The establishment of movable
Clearance.  bridge floors at higher clearances than 40 feet does not
seem economically sound, but the additional cost of constructing the bridges with 40-foot under-clearance over
that of bridges at approximately the present level is
amply justified.
TUNNIELS.
Tunnel       The general location for the proposed tunnel crossing
Location.  linking the Hudson River Vehicular Tunnel with the
road system of the State is on a direct line from the
foot of Broadway, Jersey City, to the point where the
present Lincoln Highway passes under the Penna. R. R.,
in the vicinity of Newark. The limiting grade in both
directions might have to be slightly in excess of the
maximunl grade as fixed by the viaduct approach to
Jersey City, due to excessive cost on the west approach
of the Passaic River, where expensive work exists, due
Tunnel     to the crossing under the P. R. R. embankment. It is beGrades.   lieved, however, that it can be accomplished without this
excessive cost, and with a maximum grade of 4 per
cent. Provision has been made for future dredging




45
plane 35 feet below mean low water, which is probably
in excess of the War Department requirements.
The Board has had the advice of one of its members,
the Chief Engineer of the Bridge and Tunnel Commission, in the consideration of the proposed tunnel, and
the preparation of estimates of cost.
ROUTES.
I. Jersey City —Elizabcth.
The selection of the route between the entrance to the
tunnel and the westerly outskirts of Elizabeth, on Route
No. i. was given very careful study and consideration,
and it is believe(l to represent the best route which can
be selected, -iving due weight to the economics involved.
The route has been divilded into six (6) sections, on
three of which alternates appear to have sufficient importance to justify their submission to the Commission
with comparative estimates of cost.
Section No. I is 2,500 feet in length, and consists of Section
a viaduct fromn Jersey;\Avenue, via Twelfth Street, to No. 1"
the high grounll in Jersey City.
Section No. 2 and 2A is 7,400 feet in length, and ex- Section No.
ten(ls fronm the end of the viaduct to the foot of Broad- 2 and 2A.
way, in Jersey City. Alternate estimates are sublitted
covering subway construction from the end of the viaduct to Tonnelle \Avenue, and thence by the surface to
the foot of Broadw-ay; and for surface construction
over the whole length, with the exception that undercrossings are made at Baldwin Avenue and the Hudson
Boulevard.  In either case, the necessary ramps to provide for traffic entering upon and leaving the highway
are provided at both Baldwin Avenue and the Hudson
Boulevard. The route between the end of the viaduct
and Tonnelle Avenue is largely over private right of
way to be acquired, and where not on private right of
way between these points it has been assumed that the




46
City will vacate the streets in the event the open-cut
type of construction were adopted.
Through      It is believed that the route is the most direct that
Jersey City.
can reasonably be secured through Jersey City, that the
type of developmlent through which the line passes is
such that property damage is minimized to the greatest
possible extent, and that even though the open-cut
type of construction is used, adequate facilities for meeting the needs of Jersey City traffic in connection with
the highway have been provided for.
Section      Section No. 3 is I3,ooo  feet in length. This is a
No. 3.
straight line from Jersey City to Newark, across the
meadows. This route is the shortest possible between
the two points, and, effects a saving in distance of some
3,900 feet over Section No. 3A.   The line consists
almost entirely of meadow fill for which all of the excavation from the Jersey City open cut is available.  It
has the advantage of being free from trolley tracks,
which would not be the case if Section No. 3A were
used.
It is believed ample provision has been made in the
estimates for additional quantities which may be required to do the work, due to subsidence and shrinkage
of embankments across the meadows.
Section      Section No. 3A runs from the foot of Broadway to
o. 3A.  the 'crossing of the Lincoln Highway, at the Pennsylvania Railroad, in Newark, and is I6,900 feet in length.
This route involves the construction of about 8,ooo feet
of embankment to connect the foot of Broadway with
the Lincoln Highway, and thence by the Lincoln Highway to Newark. It would involve the reconstruction of
the present Hackensack and Passaic River bridges, or
the construction of new bridges. It would also necessitate the widening of the present Lincoln Highway and
presents the complication of having to take care of
trolley traffic over the bridges. The trolley company




47
has a perpetual right over this highway and these
bridges.
Section No. 4, from Newark Plank Road to Weston Section
Avenue, is 22,200 feet. This section lies entirely without the congested section of Newark, and yet is readily
accessible thereto, as it will likewise be to the developments projected by the railroads in connection with the
Port development now under consideration. It lies for
a considerable part of its length immediately adjoining
and parallel to the tracks of the Pennsylvania Railroad
Company, and right of way will have to be acquired at
this point. Through London Street, it is believed that
satisfactory arrangements can be made with the city for
the vacation of this street, and from that point westerly
advantage has been taken of the meadow fill which the
City of Newark has already made. Advantage will also
be taken of the contract which the City of Newark has
with the Lehigh Valley Railroad for the viaduct over
the Oak Island Yard.
Section No. 5, via Carnegie, McClellan, King to Section
No. 5.
North Avenue, Elizabeth, is I6,900 feet long. This
section of the route lies largely over private right of
way to be acquired across meadow land. The underpass
under the Pennsylvania Railroad will have to be
widened, and in order to eliminate the grade crossing at
Frelinghuysen Avenue an underpass will have to be
built at that point. This route is somewhat longer than
Section No. 5A, but has the advantage that it does not
interfere with the park development in WNeequaic Park,
and the property damage will be considerably less.
Section No. 5A is on a line via Dayton Avenue. The Section
No. 5A.
distance of this section is 15,500 feet. The construction
of this route would involve building a viaduct over the
Pennsylvania Railroad Waverly Yards, and also over
Frelinghuysen Avenue, and the acquiring of certain of
the property now forming part of Weequaic Park. The
curvature on this line is more objectionable than on




48
Section No. 5, and it affects adversely more highly developed property than does Section No. 5.
Section     Section No. 6, running from North and Irvington
No. 6.
Avenues to Elmora Avenue, in Elizabeth, is 4,200 feet
in length, and from the intersection with Elmora Avenue to Rahway Avenue is 5,400 feet, or a total length
of 9,600 feet. This route occupies the above named
streets and affords an easy connection with State Highway Routes Nos. I and 9.
2. Jerscy City-North.
Tonnelle     The route and construction necessary to provide for
Avenue.   the traffic proceeding north and northwest of Jersey City
includes the reconstruction and extension of Tonnelle
Avenue to the route described in the statute as Route
No. I8, or locally known as the Bergen Turnpike, and
Route     thence along the Bergen Turnpike northerly (Route
No. l8.
No. I8) to Route No. Io, located in Bergen County.
This route would connect with what is known as Edgewater Crossing, in Ridgefield.
Paved       The proposed width of pavement on this highway
Width.
would be 40 feet, and the pavement recommiended is
granite block pavement on a concrete base.
A considerable part of the work involved in this section will come within the regular State highway construction program, and such cost is not included in the
total cost shown on estimates given later in this report.
Jersey City  For the accommodation of traffic, proceeding north,
North.                     '                        -
immediately from the entrance to the tunnel to Hoboken
and the river front in that vicinity, the widening and
improvement of Henderson and Grove Streets would
be desirable. It has seemed to the Board, however, that
this is a local condition which should be taken care of
by the municipalities involved.




49
ESTIMATES.
Estimates on the above mentioned routes, route sections and
alternatives are made up as follows, including engineering and
contingencies:
ESTIMATE OF QUANTITIES AND COSTS.
Route No. i Extension-Vehicular Tunnel Entrance to Elizabeth.
Section No. I.-Jersey Avenue to        Palisade Avenue, via
Twelfth Street. Distance, 2,500 feet.
Description.                         Quantities.   Estimate.
Twelfth St. Viaduct........................  2,500 x 50'  $975,000.00
Right of Way (assumed Erie will grant easement).
$975,000.00
Contingencies, 10%,  97,500.00
Engineering,  5%,   48,750.00
Total,......... $1,121,250.00
Section No. 2.-Palisade Avenue to Broadway and Halleck
Street. Length, 7,400 feet.
(Under Palisade Ave.-Grade at Baldwin; Under Hudson
Boulevard-Grade at P. R. R. Crossing.)


Description.
Excavation (rock) open cut at
Palisade and Hudson Boulevard,.........................
Excavation (earth) consisting of
block paving and street widening on Broadway,.............
Pavement-Granite block on concrete base, 50' wide in cut, 2,300
ft.,...........................
Pavement-Granite block on concrete, 60' wide on surface exclusive of bridge over P. R. R.,
4,900   ft.,......................
Street intersections,.............
Drainage structures,............
Moving substructures,...........
Retaining walls at top of cut,....
Curbing (grante),..............
Right of way,..................
Overhead bridge at Palisade Avelnue,..........................
Overhead   Bridge   at  Hudson
Boulevard,...................
Bridge over P. R. R. cut,........


Quantities.


55,000 cu. yds.
9,000 cu. yds.
12,800 sq. yds.


Unit.    Estimate.
$10.00   $550,000.00
2.00      18,000.00
7.50     96,000.00


32,700 sq. yds.    7.50    245,250.00
2,000 sq. yds.    7.50      15,000.00
Lump sum.                   50,000.00
Lump sum.                   50,000.00
100,000.00
10,400 lin. ft.   2.50      26,000.00
1,250,000.00
60 x 50'                   68,000.00
100 x 50'                  115,000.00
200 x 50'                   110,000.00
$2,693,250.00
Contingencies, 10%,  269,325.00
Engineering,   5%,   134,662.50
$3,097,237.50




50
Sectiont No..2A.-Same location as Section No. 2, but in open
cut from Palisade Avenue to P. R. R., with approach ramps at
Baldwin Avenue and        Iudson Boulevard.        Length, 7,400 feet.
Dcscription.                      Quantities.       Unit.     Estimate.
Excavation (rock) il open cut, 50'
wide and approach ramps with
slopes % to 1,................  160,000 cu. yds.   $9.00   $1,440,000.00
Excavation    (earth),  etc.,  on
Broadway,....................    9,000 cu. yds.     2.00       18,000.00
Pavement, granite block, 50' wide
in cut, 3,700 feet,.............  20,600 sq. yds.   7.50      154,500.00
Pavement, granite block, 60' wide
on surface, exclusive of bridge
over P. R. R., 3,500 feet,.......  23,400 sq. yds.  7.50      175,500.00
Street intersections and ramps,..  6,000 sq. yds.     7.50      45,000.00
Curbing (granite),..............   7,000 lin. ft.     2.50       17,500.00
Drainage structures..........................................    50,000.00
Retaining   walls..............................................  200,000.00
Moving substrulctures.........................................  150,000.00
Right  of  ay,................................................  1,250,000.00
Bridge at Palisade Avenue,......     60 x 50'                   68,000.00
Bridge at Baldwin Avenue,......   60 x 50'                      68,000.00
Bridge at Oakland Avenue,......   60 x 50'                      68,000.00
Bridge at Cook Avenue,.........   35 x 50'                      40,000.00
Bridge at Elevated Railway,.....  60 x 50'                      68,000.00
Bridge at Newark Avenue,......    70 x 50'                      80,000.00
Bridge at Summit Avenue,......    60 x 50'                      68,000.00
Bridge at Hudson Boulevard,...   100 x 50'                      115,000.00
Bridge at P. R. R.,.............. 200 x 50'                     110,000.00
$4,185,500.00
Contingencies, 10%,   418,550.00
Engineering,    5%,   209,275.00
$4,813,325.00
Sectiont  No. 3.-Jersey        City-Newark,      Meadow     Location.
Length, 13,000 feet.
(Using Excavation from       Section 2 in embalnkment.)
HIGH BRIDGES AND 1,O\W BRIDGES.
IDescription.                     Quantities.       Unit.      Estimate.
Embankment,    13,000  feet, less
3 000 ft. for bridges, 80' wide on
top, 7' high, with 120% allowed
for subsidence,...............  519,000 cu. yds.
Allow  excavation  from   Section
No. 2, with 1.7 as estimated
swell in rock cut, 64,000 x 1.7,.. 108,000 cu. yds.
Borrow   (with low   bridge  and
Section No. 2 excavation),.... 411,000 cu. yds.    $1.00    $411,000.00




Description.
Embankment, total............
Excavation from Section 2A, with
allowance of 1.7 for swell in
rock cut, 169,000 x 1.7,.........
Borrow, with low    bridges and
Section 2A excavation,........


51
Quantities.
519,000 cu. yds.
287,000 cu. yds.
232,000 cu. yds.


Unit.     Estimate.
1.00     232,000.00


Embankment for 4 high bridges,
approaches, allowing 50%  for
subsidence,...................
Borrow, with high bridges and
Section 2:
519,000 cu.yds.
487,500 cu. yds.
1,006,500 cu. yds.
Deduct:   108,000 cu. yds.
Borrow, with high bridges and
Section 2A:
1.006,500 cu. yds.
Deduct:   287,000 cu. yds.


487,500 cu. yds.


898,500 cu. yds.
719,500 cu. yds.


1.00    898,500.00
1.00    719,500.00


Pavement, 10,000' x 60',..........  67,000 sq. yds.  $7.50
Curbing,........................  20,000 lin. ft.     2.50
Right of way (meadow land),................................
Drainage,....................................................
Bridge at Passaic River, 28' clearance,........................
Bridge at Passaic River, 40' clearance,........................
Bridge at Hackensack River, 28' clearance....................
Bridge at Hackensack River, 40' clearance....................
Connection between Passaic River
Bridge and present Lincoln
Highway, 1,000':
Borrow,........................   51,000 cu. yds.     1.00
Pavement,......................    6,700 sq. yds.     7.50
Curbing.........................  2,000  lin. ft.  2.50


$502,500.00
50,000.00
150,000.00
50,000.00
1,345,000.00
2,000,000.00
2,477,000.00
3,250,000.00


51,000.00
50,250.00
5,000.00


Total  for  connection,.................................  $106,250.00


SUMMARY (INCLUDING CONNECTION).
Low  bridges  and  Section  No. 2,..............................  5,091,750.00
Low  bridges  and  Section  No. 2A,............................  4,912,750.00
High  bridges  and  Section  No. 2,..............................  7,007,250.00
High bridges and Section No. 2A................... 6,828,250.00
Contingencies,  10%   682,825.00
Engineering,    5%    341,412.50
Total high bridges and Section No. 2A,.................. $7,852,487.50




52
Section No. 3.-Hackensack-Passaic Tunnel Location. Length,
I3,000 feet.


Description.
Embankment-5,000'    long,  80'
wide. 7' high. 120% allowed for


Quantities.


Unit.      Estimate.


subsidence, is..................  257,000 cu. yds.
With Section No. 2,............. 108,000 cu. yds.
149,000 cu. yds.   $1.00
With Section No. 2A............ (None required.)
Pavement,......................  33,400 sq. yds.    7.50
Curbing,........................  10,000 lin. ft.  2.50
Drainage,.....................................................
R ight  of  w ay,...............................................
Tunnels, Passaic River, 3,550 ft., 2 tunnels...................
Tunnels, Hackensack River, 3,700 ft., 2 tunnels,................
Depressed approaches to tunnels
(includes retaining walls, floor
slabs, excavation and paving),..  2,200 ft.      500.00


$149,000.00
250,500.00
25,000.00
50,000.00
150,000.00
6,100,000.00
6,400,000.00


1,100,000.00


SUM MARY.
Tunnels  with  Section  No. 2,.................................$14,224,500.00
Tunnels with Section No. 2A.............................. 14,075,500.00
Contingencies, 10%, 1,407,550.00
Engineering,    5%,   703,775.00
Total Tunnels with Section No. 2A,................$16,186,825.00
Section No. 3A.-Broadway, via Halleck and Marcy Streets,
to present Lincoln Highway, and by same to P. R. R. in Newark.
Length, 16,900 feet.


Description.
Embankment, Broadway to Lincoln Highway, 80' wide, allowing 50% for subsidence,.......
Used with Section No. 2 no borrow would be required.
Embankment for high bridges, allowing 50% subsidence,.......
With high bridges and Section
No. 2, deduct..................
With highwav bridges and Sec

Quantities.


Unit.     Estimate.


90,000 cu. yds.
487,500
577,500
108,000
469,500 cu. yds.


$1.00    $469,500.00


tion No. 2A, deduct,..........  287,000
290,500 cu. yds.     1.00
Pavement, 14,900 x 60',..........  99,400 sq. yds.    7.50
Curbing,....................... 12.000 lin. ft.     2.50
Curbing, reset,.................  17800 lin. ft.      1.00
Drainage,.....................................................
Right of Way,................................................
Bridge over outlet from city park............................
Bridge over Hackensack River, 28' cl...........................


290,500.00
745,500.00
30,000.00
17,800.00
30,000.00
75.000.00
5,000.00
2,477,000.00




53
Bridge over Hackensack River, 40' cl.,......................... 3,250,000.00
Bridge  over Passaic  River, 28' cl.,..............................  1,345,000.00
Bridge over Passaic River, 40' cl.,.............................. 2,000,000.00
SUMMARY.
Low Bridges and Section 2, or 2A........................... $4,725,300.00
High Bridges and Section 2,...........................    6,622,800.00
High Bridges and Section 2A................................ 6,443,800.00
Contingencies, 10%,   644,380.00
Engineering,    5%,   322,190.00
Total,.. $7,410,370.00


Section No. 4.-Newark Plank Road to Weston Ave. Length,
22,200 feet.


Description.                       Quantities.      Unit.
Excavation (earth).............  55,000 cu. yds.   $1.50
Borrow (earth and cinders),.... 500,000 cu. yds.       1.25
Pavement (granite block on concrete), 19,200 x 60',............ 128,000 sq. yds.  8.00
Curbing, granite,................  38,400 lin. ft.    2.50
Drainage....................................................
Right of way,.................................................
Bridge over C. R. R. Mfs. Branch, 60 x 50',....................
Bridge over Plum Point Road, 75 x 50',........................
Bridge over C. R. R. (New York Branch),....................


Estimate.
$82,500.00
625,000.00
1,024,000.00
96,000.00
100,000.00
300,000.00
68,000.00
130,000.00
300,000.00


$2,725,500.00
Contingencies,  10%  272,550.00
Engineering,    5%   136,275.00
Total,........... $3,134,325.00


Section No. 5.-Carnegie, McClellan, King to North Ave.,
Elizabeth. Length, I6,900 feet.


Description.
Embankment on Carnegie Ave.,
5,800 x 80'x 7',  allowing  75%
subsidence,...................
Less 74,000 cu. yds. available from
cu t...........................
Excavation,.....................
Pavement. granite blocks:


Quantities.


Unit.     Estimate.


237,000 cu. yds.
74,000 cu. yds.
163,000 cu. yds.
92,300 cu. yds.


$1.25    $203,750.00
1.50    138,450.00


15,100 x 60',................... 100,700 sq. yds.
1,800 x 50',...................  10,000 sq. yds.
900 x 20' ramps,............  2,000 sq. yds.
112,700 sq. yds.     8.00
Curbing........................  30,200 lin. ft.     2.50
Retaining walls.................   4,000 cu. yds.    15.00
Drainage,.....................................................
R ight  of  w ay,................................................


901,600.00
75,500.00
60,000.00
25,000.00
450,000.00




54
Bridges:
Bridge over P. R. R. single track, 50 x 20',...................  30,000.00
Bridge over P. R. R. four-track, 50 x 60',.....................  68,000.00
Underpass at Frelinghuysen Avenue, 50 x 100',...............  115,000.00
$2,067,300.00
Contingencies,  10%   206,730.00
Engineering,    5%    103,365.00
Total........... $2,377,395.00
Section No. 5A.-Intersection Weston and Carnegie Aveuue,
via Dayton Avenue, to North Avenue in Elizabeth. Distance,
I5,500 feet.


Description.                       Quantities.      Unit.
Embankment, extending approach
grades to viaduct over P. R. R.,
16,900 cu. yds. to be made with
excavated material.
Excavation,.....................  58,000 cu. yds.    $1.50
Pavement, 13,000 x 60',..........  87,000 sq. yds.    8.00
Curbing,........................  26,000 lin. ft.     2.50
Drainage,.....................................................
Viaduct over P. R. R. (Wavcrly Yards), 1,200 x 50'............
Bridge, including.viaduct over Frelinghuysen Avenue, 1,200 x 50',
Ramps at Frelinghuysen Avenue..............................
Right of way,...............................................


Estinimate.


$87,000.00
696,000.00
65,000.00
25,000.00
470,000.00
538,000.00
100,000.00
150,000.00


$2,131,000.00
Contingencies,  10%  213,100.00
Engineering,    5%   106,550.00
Total,..........  $2,450,650.00
Section No. 6.-North and Irvington Avenues to Elmora Avenue, in Elizabeth, length, 4,200 feet, and from intersection with
Elmora Avenue to Rahway Avenue, length, 5,400 feet. Total
length, 9,600 feet.
NORTH AVENUE ESTIMATE.


Description.                      Quantities.     l(nit.
Excavation,.....................  15,700 cu. yds.  $1.50
Pavement. granite blocks. 4,200x


Estitatlc.
$23,550.00


60'.........................    28,000 sq. yds.      8.00     224,000.00
Curb..........................  8,400             2.50       21,000.00
Drainage.....................................................   20,000.00
R ight  of  w ay................................................  50,000.00
$338,550.00
Lump sum estimate to carry to Rahway Avenue,................    150,000.00
$488,550.00
Contingencies,  10%    48,885.00
Engineering,     5%    24,427.50
Total,........... $561,832.50




55
JERSEY   CITY CONNECTING       LINKS-NORTH        AND   NORTHWEST.
Tonnelle Avenue and State Highway Route I8.
HUDSON COUNTY-33,000 FEr'.
c scrip tion.                                               Estimate.
Grading  and  Drainage.........................................  $300,000.00
Paving- Granite  Block,......................................  1,098  750.00
Curbing,......................................................  165,000.00
BERGEN COUNTY-8,000 FEET.
Grading and Drainage,.........................................  60,000.00
Paving and Curling,..........................................  200,000.00
$1,823,750.00
Contingencies,  10%   182,375.00
Engineering,     5%    91,187.50
$2,097,312.50
Less work now embraced in State Highway program,..........     750,000.00
$1,347,312.50
RECOMMENDATIONS.
As regards Route No. I extension, the Advisory Board respectfully recommends the selection of the following sections as representing the route and type of construction best fulfilling the
requirements laid down in the resolution of the State Highway
Commission, namely:
Estimate.
S'cctioin No. r. Jersey Avenue to Palisade Avenue, Viaduct via
Twelfth   Street...........................................  $1,121,250.00
Section No. 2A. Palisade Avenue to Broadway and Halleck
Street, in open cut from Palisade Avenue to P. R. R., with
approach ramps at Baldwin Avenue and Hudson Boulevard,..    4,813,325.00
Section No. 3. Jersey City to Newark over the Meadow location, using tunnels under the Hackensack and Passaic Rivers,. 16,186,825.00
Section No. 4. Newark Plank Road to Weston Avenue,......     3,134,325.00
Section No. 5.    Carnegie Avenue, McClellan    Street, King
Street to North Avenue, Elizabeth. Undercrossing at Frelinghuysen Avenue,...........................................   2,377,395.00
Section No. 6. North and Irvington Avenue, to Elmora Avenue,
to Rahway Avenue,.......................................     561,832.50
Total Route No. 1,.................................... $28,194,952.50
Bergen County Connecting Links,...........................  1,347,312.50
Grand  Total,...................................... $29,542,265.00
It is to be noted from the estimate sheets included in this report that if
the bridges using an underclearance of 40 feet are used, instead of tunnels,
the above estimated amount would be reduced by $8,334,337.50.




56


ROUTES.
As regards the connection with the Paterson Plank Road and
Route No. I8, the Board recommends the widening, reconstruction and extension of Tonnelle Avenue to an intersection with
Route No. 18, and thence along the Bergen Turnpike to Route
No. Io.
WIDTH OF ROADWAY.
The width of roadway recommended on Route No. I Extension is a minimum of fifty (50) feet, to be used where parking of
automobiles will not be permitted, namely on viaduct and in open
cut, and sixty (60) feet at all other places.
On the extension to the north, a width of roadway of forty
(40) feet is recommended.
GRANITE BLOCK PAVEMENT.
A granite block pavement on concrete base is recommended for
all the above construction.
CONSTRUCTION NECESSARY.
The tentative date fixed for the completion of the vehicular
tunnel is I926. Attention is called to the fact that if these highways are to be ready to receive the traffic on the opening of the
tunnel, it is essential that construction be started at the earliest
possible moment. The construction of tunnels under the Hackensack and Passaic rivers will occupy all the intervening time, and
it is particularly desirable that in the case of meadow fills, as much
time as possible be given for the settlement of same before
placing permanent paving thereon.
RIGHT OF WAY.
It is also to be noted that the large amount of right of way to
be acquired through Jersey City will take considerable time and




57


the removal of rock incident to the construction of the open cut is
also an operation which would delay the opening of this highway
beyond the completion of the tunnel, if it is not started at an early
date.                     Respectfully submitted,
Chai rmnan
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Date Due


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90ER15 0M228 0II 26
3 9015 02328 0269


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New Jersey. St.ate Highway Corrain.ssion. Advrisory Board on Vehicular Tinneri Traffic
Jtudy.
Report of the Advisory
Board.
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