The Teaneck road system is characterized by a series of north-south roads of a decidedly regional nature, intersected by east-west roads which are essentially of a local nature. An exception to this is, of course, Route 4, which is clearly regional. These north-south roads such as River Road, Teaneck Road and Queen Anne Road, because of their good connections, alignment and grades and the absence of better regional roads traveling in this direction have attracted a tremendous amount of regional traffic. Other north-south roads such as Garrison-Sussex Road, Palisades Avenue and Windsor Road have important local functions. There is a serious question as to whether improvements to either Teaneck or River Road--both of which are operating at capacity--will improve the traffic situation. Considering the absence of any good north-south arterial in this area of Bergen County the best available local roads attract the greatest traffic. It might be expected, however, that the proposed extension of Knickerbocker Road by the County from Englewood into Route 4 in Teaneck will attract some of the traffic off Teaneck Road bound for the George Washington Bridge. At the same time, traffic will increase on the section of Teaneck Road between Cedar Lane and Degraw Avenue feeding traffic to the FAI 95-80 interchange.

East-west traffic is, of course, at its greatest on Route 4 which, along with Route 46 to the south of Teaneck, handles almost all of the east-west traffic bound for the George Washington Bridge. Although a decrease in traffic might possibly result on these two routes for a limited time after the opening of the Bergen-Passaic Expressway (FAI 80), the pace of development in the outlying suburban areas will soon push their traffic volumes to new highs.

Of the local streets, Cedar Lane is the most heavily traveled, inasmuch as it is presently serving a regional function; that of linking Hackensack to the north-south roads in Teaneck. Cedar Lane also serves a major function in providing traffic circulation between several neighborhoods on either side of the railroad. In the future, the Bergen-Passaic Expressway will carry the majority of Hackensack traffic bound for the New Jersey Turnpike rather than Cedar Lane. Other important local east-west roads in Teaneck are Fort Lee Road, Degraw Avenue, Roemer Avenue, and New Bridge Road, Tryon Avenue, Liberty Road and Ivy Lane, and State Street. The east-west street system is not as efficient as the north-south system, principally because of the railroad barrier, which is crossed only at three points at the local level.


route4map.jpg (48761 bytes)ROUTE 4
Although Route 4 was never originally designed as a limited access road, the hazardous nature of this highway, its congestion and expected increasing traffic volumes, despite the provision of a new expressway in the future, point up the need for a serious restudy of its generally unrestricted access. Through the foresight of Teaneck citizens, all of the abutting right-of-way not owned by the State was purchased by the Township primarily for the purposes of restricting commercial development. Today this right-of-way provides the opportunity for improving access by the provision of improved ramps and allowing for limited deceleration lane construction. These new ramp connections could also allow for the relocation of the bus stops completely off the traveled right-of-way. Several local street connections into Route 4 should be closed entirely.

A connection between Route 4 and east-west routes to the south have been in the minds of state, county and local officials for years. An underpass was provided in the vicinity of Alfred Avenue when Route 4 was originally constructed. Even today in the design of the ramps at the Degraw Avenue-FAI 80 interchange, the State has made allowance for the future construction of this connector. The expected increase of traffic using Teaneck Road for access from Route 4 to the New Jersey Turnpike and other southerly routes will commence in 1964 when the new expressway is opened. It is imperative that this connector be provided shortly thereafter. The alignment indicated on the Plan was selected to allow for the most efficient and functional planning of the park.

A large amount of traffic passes between Teaneck and Hackensack by means of five bridges. One of these, the Anderson Street Bridge, is particularly overburdened and was recommended for replacement by the Hackensack Planning Board in their Master Plan. The Teaneck Planning Board concurs in this recommendation.

This bridge is presently a serious obstacle to the free flow of traffic on Cedar Lane. While the bridge is only two lanes wide, Cedar Lane itself, feeding the railroad crossing, is four lanes wide. The bridge is also in a general state of disrepair. The bridge should be completely replaced in the future.

MIDTOWN BRIDGE (Bogota-Hackensack) 
The concern of the Planning Board is not so much a traffic problem at this rivercrossing as its relationship to the solution of the Hackensack River flooding and recreational development problem. The Teaneck Planning Board is of the opinion that this is the ideal location for a dam-causeway. It remains for a hydraulic study to be undertaken to firmly establish the feasibility of this location. Representatives of Bergen County, Teaneck, Hackensack, Bogota and Fairleigh Dickenson University and other interested communities have the responsibility of initiating this action.

As an alternative scheme to the recommendation contained in the 1958 Hackensack Planning Board Report regarding the extension of Passaic Street via a new bridge to connect with River Road, it is recommended that Passaic Street be extended in a southerly manner so as to connect with the dam-causeway and a new Midtown Bridge.

Collector streets are designed to serve the internal movements within areas of the Township. Usually they do not carry through traffic of heavy volumes. They are relatively short routes providing service from the local streets to the major arterial highways.

  1. It is recommended that a new bridge be constructed to connect Vandelinda Avenue with Kipp Street. This would provide easier traffic movement between the two neighborhoods on either side of the West Shore Railroad; direct access from the neighborhood on the east side of the railroad to the public parking lots on Front Street serving the Cedar lane shops; and safer pedestrian movement for the school children en route to the Longfellow Elementary School.
  2. It is recommended that Windsor Road be extended under the Cedar Lane Bridge to connect with Kipp Street. Although this would require vacation of part of Front Street and the removal of several buildings, it would result in increased opportunity for more efficient and functional industrial development in the area. It could only be accomplished, however, with the replacement of the Cedar lane Bridge.
  3. It is recommended that the Sagamore Avenue Bridge be replaced and realigned to connect Grayson Place with Sagamore Avenue.
  4. It is recommended that Cedar Lane be extended to connect with the proposed Route 4-FAI 80 when the latter road is constructed. This will greatly reduce the traffic on Teaneck Road traveling from Cedar Lane via Degraw Avenue to the FAI 95-80 interchange.

Several minor street vacations and extensions are presented in the Circulation Plan. These represent some of the more important street changes that should be undertaken in the near future in the direction of reorganizing the neighborhood street system. Further street closings will be recommended from time to time under the Planning Board's continuous planning program. This simple device removes much of the through traffic, resulting in more intimate and private streets. It also provides, in the case of removing a short connector street, an area which can be successfully used for passive recreation by transforming the rights-of-way into "greenways." This has already been demonstrated to be workable in other communities.


By usual standards the absolute number of parking spaces available to the shopper at the Plaza area and the Cedar Lane shops does not reflect a critical deficiency. Much of the parking is at curb spaces, however, which tends to create hazardous traffic conditions. Also, parts of several of the major public lots are at such distance from the main shops that walking is discouraged. There is little opportunity in either area to substantially increase the number of off-street spaces without the taking of buildings. This is especially the case in the Cedar Lane shopping area.

The existing parking ratio (square feet of parking to square feet of commercial floor space) for the Plaza shopping center, including curb space, is 1.2 to 1 and for the Cedar Lane shopping district is 1.4 to 1. Authorities advocate 1.5 to 1 and 2 to 1 for off-street parking exclusively.The Planning Board recommends a nominal increase in the amount of off-street parking spaces for both shopping areas, in the following locations:

  1. LOT #1 -- Vacant land, together with several buildings, used for private parking in the block bordered by Elm Avenue, Beverly Road and Garrison Avenue. 65 cars.
  2. LOT #2 -- Land and buildings adjacent to public parking lot between Windsor Road and Garrison Avenue. 130 cars.
  3. LOT #3 -- Railroad property adjacent to Palisades Avenue and the Plaza. 165 cars.
  4. LOT #4 -- Land and buildings rear of the public parking lot and adjacent to Pa1isades Avenue. 35 cars.
  5. LOT #5 -- Vacant land used for private parking adjacent 10 the Plaza between Palisades Avenue and Tryon Avenue. 50 cars.

Turning movement studies have been conducted at a number of the more important intersections in the community. Recommended improvements to expedite the flow of traffic embrace the prohibition during certain times of the day for various turning movements, the provision of storage lanes and the widening of the street corners. Improvements are considered urgent at the following locations:


  1. Teaneck Road and Cedar Lane
  2. Teaneck Road and Degraw Avenue 
  3. River Road and New Bridge Road
  4. Cedar Lane and River Road


  1. Teaneck Road and Tryon Avenue
  2. Cedar Lane and Queen Anne Road 
  3. Cedar Lane and Palisade Avenue
  4. Degraw Avenue and Queen Anne Road


  1. The Plaza and West Englewood Avenue


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