Point Pleasant Borough Bicycle + Pedestrian Study

DEPA RT

DEP AR T

F TRANS TO PO EN M

ION AT RT

F TRANSPORTAT TO IO N EN M

E

E

D

R

IT

IC

A

UN

TH

ST AT E

OF NE

W JE RSE

Y

ST

M AT E S O F A

E

CO N T EN T S 1

2

PROJECT INTRODUCTION

THE FOUR E’S

01 Introduction

74 Education

02 Background

76 Encouragement

04 Previous Studies

78 Enforcement 80 Engineering

STUDY METHODOLOGY 08 Attractors and Generators 10 Crash Locations

3

4

5

RECOMMENDATIONS 84 Pedestrian Improvements

10 Crash Analysis

100

18 Public Involvement

104 Corridor Improvements

EXISTING CONDITIONS 22 Existing Conditons 24 Pedestrian Facilities 26 Primary Cooridors 34 Signalized Intersections 55 Bicycle Facilities

Bicycle Improvements

120 Bridge Improvements 130 School Access Improvements 136 Connectivity Improvements 137 Next Steps 140 Implementation Matrix

APPENDICES

64 Access to Schools

1 Public Involvement

66 Bridge Crossings

2 Funding Sources

68 Bicycle and Pedestrian Connectivity + Opportunities

3 Complete Streets Policy

70 Summary

4 Straight Line Diagrams

TABLES AND FIGURES FIGURES Figure 1.1 Location

Page 3

Figure 2.1 Major Destinations

Page 9

Figure 2.2 Bike + Pedestrian Crash Locations

Page 11

Figure 3.1 Prominent Corridors and Intersections

Page 23

Figure 3.2 Existing Sidewalks

Page 25

Figure 3.3 Bicycle Improvements Eligibility Map

Page 57

Figure 3.4 Recommended Bike Rack Designs

Page 58

Figure 3.5 Bicycle Facilities

Page 60

Figure 3.6 Bicycle Volumes NJ Route 88 + Herbertsville Rd

Page 62

Figure 3.7 Bicycle Volumes NJ Route 88 + Arnold Ave

Page 63

Figure 3.8 Bicycle Volumes Bridge Avenue

Page 63

Figure 3.9 Access to Schools

Page 65

Figure 3.10 Potential Bike + Ped Connections

Page 69

Figure 5.1 Proposed Sidewalk Network

Page 85

Figure 5.2 Proposed Sidewalk Network (monochrome)

Page 86

Figure 5.3 Example Improvement for Unsignalized Intersection

Page 87

Figure 5.4 Recommendations at NJ Route 88 + Bridge Ave

Page 88

Figure 5.5 Recommendations at NJ Route 88 + River Ave

Page 89

Figure 5.6 Recommendations at NJ Route 88 + Maplewood Rd/Maxson Ave

Page 90

Figure 5.7 Recommendations at NJ Route 88 + Herbertsville Rd (Option 1)

Page 91

Figure 5.8 Recommendations at NJ Route 88 + Herbertsville Rd (Option 2)

Page 92

Figure 5.9 Recommendations at NJ Route 88 + Arnold Ave

Page 93

Figure 5.10 Recommendations at NJ Route 88 + Bay Ave

Page 94

Figure 5.11 Recommendations at Bridge Ave + Bay Ave

Page 95

Figure 5.12 Recommendations at Bridge Ave + Borough Hall

Page 96

Figure 5.13 Recommendations at Bridge Ave + Beaver Dam Rd

Page 97

Figure 5.14 Recommendations at Bridge Ave + River Ave

Page 98

Figure 5.15 Recommendations at Bridge Ave + Northstream Pkwy

Page 99

Figure 5.16 Recommended Bicycle Route Network

Page 101

Figure 5.17 Access to Recommended Bike Network

Page 102

Figure 5.18 NJ Route 88 Existing Conditions

Page 106

Figure 5.19 NJ Route 88 Phase 1: Restripe with Buffered Bicycle Lanes

Page 107

Figure 5.20 NJ Route 88 Existing Conditions (rendering)

Page 108

Figure 5.21 NJ Route 88 Phase 1 (rendering)

Page 109

Figure 5.22 NJ Route 88 Phase 2 Initial Infill Redevelopment (rendering)

Page 110

Figure 5.23 NJ Route 88 Phase 2 Complete Infill Redevelopment (rendering)

Page 111

Figure 5.24 Bridge Ave Existing Conditions

Page 112

Figure 5.25 Bridge Ave Phase 1: Restripe with Bike Lane East of Beaver Dam Rd

Page 113

Figure 5.26 River Ave Existing Conditions

Page 114

Figure 5.27 River Ave Option 1: Shared-Lanes with Sidewalk on Both Sides

Page 115

Figure 5.28 River Ave Option 2: Shared-Lanes with On-Street Parking and Sidewalk

Page 115

Figure 5.29 Herbertsville Rd Existing

Page 116

Figure 5.30 Herbertsville Rd Option 1: 13-Foot Shared Lanes with Sidewalk on Both Sides

Page 116

Figure 5.31 Herbertsville Rd Option 2: 11-Foot Travel Lanes with Wide Shoulders

Page 117

Figure 5.32 Herbertsville Rd Option 3: 11-Foot Travel Lanes with Sidewalk on One Side

Page 117

FIGURES CONT. Figure 5.33 River Ave Existing (photo)

Page 118

Figure 5.34 Enhance River Ave Improvements Utilizing Full Right-of-Way (photosimulation) Page 119 Figure 5.35 Example Shared Sidewalk Sign

Page 121

Figure 5.36 Existing NJ Route 88 Bridge Alignment

Page 122

Figure 5.37 Proposed NJ Route 88 Road Diet (photosimulation)

Page 123

Figure 5.38 Milwaukee Steel Plate Example

Page 123

Figure 5.39 Chicago Lightweight Concrete Example

Page 123

Figure 5.40 NJ Route 88 Bridge (Existing) - Eastbound

Page 124

Figure 5.41 NJ Route 88 (Proposed) Road Diet

Page 124

Figure 5.42 Lovelandtown Bridge (Existing) - Eastbound View

Page 124

Figure 5.43 Lovelandtown Bridge (Proposed) Road Diet

Page 124

Figure 5.44 NJ Route 88 Bridge Existing and Estimated Queue Length

Page 126

Figure 5.45 Lovelandtown Bridge Existing and Estimated Queue Length

Page 127

Figure 5.46 NJ Route 88 + Arnold Ave Bike Box and Upgraded Crosswalks

Page 128

Figure 5.47 NJ Route 88 + Arnold Ave New Alignment and Upgraded Crosswalks

Page 128

Figure 5.48 Route 88 Jughandle Realignment

Page 129

Figure 5.49 School Area Street Improvements

Page 131

Figure 5.50 Spruce St Existing Alignment (photo)

Page 134

Figure 5.51 Spruce St Existing - Eastbound

Page 134

Figure 5.52 Spruce St Proposed Realignment (photosimulation)

Page 135

Figure 5.53 Sprice St Option 1 - One-Way Westbound Configuration

Page 135

Figure 5.54 Existing Canal Right-of-Way (photo)

Page 136

Figure 5.55 Proposed Canal Walk (photosimulation)

Page 137

Figure 5.56 Non-Motorized Connectivity Improvements

Page 139

TABLES Table 2.1 2009-2012 Pedestrian and Pedalcyclist Crash Data Summary

Page 16

Table 3.1 Minimum Conditions for Bicycle Compatibility

Page 56

Table 3.2 Bicycle Rack Locations in Point Pleasant Borough

Page 58

Table 5.1 Preliminary Bridge Crossing Capacity Analysis

Page 126

Table 5.2 Potential Non-Motorized Linkages

Page 138

CHARTS Chart 2.1 Crash Distribution by Location Type

Page 10

Chart 2.2 Crash Distribution by Lighting Condition

Page 12

Chart 2.3 Crash Distribution by Gender

Page 12

Chart 2.4 Crash Distribution by Victim Age

Page 14

Chart 2.5 Crash Distribution by Month

Page 15

1

PROJECT INTRODUCTION

RIVERFRONT PARK POINT PLEASANT BORO

Introduction Point Pleasant Borough in Ocean County has undertaken the development of a bicycle and pedestrian circulation plan as part of the New Jersey Department of Transportation’s (NJDOT) Local Bicycle/Pedestrian Planning Assistance Program, which seeks to foster the development of non-motorized transportation modes in accordance with statewide goals and local needs.

The Circulation Element of Point Pleasant Borough’s Master Plan notes the benefits of creating a bicycle and pedestrian network to link the Borough’s residential areas with schools, parks, and other destinations. This study seeks to support those efforts. This report provides an overview of the existing conditions for bicyclists and pedestrians in Point Pleasant. It includes analysis of crash data, identification of key pedestrian and bicycle traffic generators, assessment of existing infrastructure, review of key corridors and intersections for non-motorized traffic within the Borough, and a review of bicycle compatibility of major roadways within the Borough.

This report also includes recommendations for improved facilities to enhance the overall bicycle and pedestrian network and recommended strategies to encourage safe biking and walking.

These recommendations will improve mobility and safety for all travelers and travel modes.

The recommendations are based on the analysis in the Existing Conditions Technical Memorandum, input from the Stakeholder Advisory Committee, and input from Borough residents via the study’s public mapping website.

These improvement concepts focus on the “4 E’s” – Engineering, Education, Enforcement, and Encouragement. Through this holistic approach, the education, encouragement, and enforcement recommendations focus on policy and program options to improve safety and foster bicycle and pedestrian travel throughout the Borough, while the engineering recommendations identify physical infrastructure improvements at priority locations.

These improvement concepts will also assist the Borough with effectively implementing its Complete Streets policy adopted in June 2011. The recommendations support many of the objectives of the Complete Streets policy, including creating a comprehensive and integrated multi-modal network linking bicycling and walking trip generators; providing functional and accessible pedestrian and bicycle facilities; and addressing the needs for bicyclists and pedestrians to travel along and across corridors in a comfortable, accessible, and convenient manner.

POINT PLEASANT BOROUGH PROJECT INTRODUCTION

1

Background Point Pleasant is a compact, densely populated community along the Jersey Shore, easily accessible via the Garden State Parkway and Interstate 195. It’s large year-round population and influx of seasonal visitors create unique travel patterns that affect the character of the Borough.

Point Pleasant covers 4.2 square miles (16% of which is water) and has a population of 18,392 residents (2010 U.S. Census). The Borough’s population density is 5,272.1 persons per square mile, making it the most densely populated municipality in Ocean County.

Point Pleasant is located on a peninsula. It is bounded by the Manasquan River to the north and the Beaver Dam Creek and Metedeconk River to the south. The Atlantic Ocean is less than 0.5 miles to the east, with the municipalities of Bay Head and Point Pleasant Beach between the ocean and Point Pleasant. This unique geographic location is an enormous asset for tourism, recreation, and scenic reasons. However, the peninsula also presents regional mobility constraints to the north and south. Mobility within the Borough is also constrained by the Point Pleasant Canal through the eastern end of the Borough that links the Manasquan and Metedeconk Rivers.

Completed in 1924, the Canal bisected the pre-existing street network, and connections between the east and west sides of the Borough are now limited to bridges on the two main arterials that traverse the Borough: NJ Route 88 (Lakewood Road) across the northern third and Bridge Avenue (NJ Route 33/CR 632) across the southern third.

All east-west traffic is funneled to these two locations, creating congestion along NJ Route 88 and Bridge Avenue.

A series of inlets along the southern edge of the Borough represent an additional geographic barrier.

Bridge Avenue, were laid out in a traditional neighborhood development pattern, which generally follows a basic grid, offering varying levels of connectivity and mobility options.

Other portions of the Borough have dead end streets or geographic constraints such as inlets and canals that limit connectivity and mobility options. Point Pleasant’s location and principal roadways are depicted in Figure 1.1.

In 2011, Point Pleasant Borough adopted a Complete Streets policy to provide safe access for all users in the design and implementation of transportation options in the Borough. This plan furthers the goals of the Complete Streets Policy.

DEMOGRAPHICS Point Pleasant Borough has a population of children (19 years old and younger) and seniors (65 years old and older) that is very similar to that of the State of New Jersey overall.

According to the 2007-2011 American Community Survey, 24.4 percent of the Borough’s residents are under 19 years old, and 13.7 percent are over 65 years old. This compares to 26.3 percent of state residents who are less than 19 and 13.4 percent who are older than 65.

According to the 2007-2011 American Community Survey, 8.7 percent of Point Pleasant Borough residents 16 yearsor-older commute to work by a means other than an automobile or public transportation, which is identical to Point Pleasant is predominantly residential, with the statewide average, and higher than the Ocean County commercial activity generally clustered along the two average of 6.6 percent. Residents of the Borough take main east-west arterials. Residences are generally dense, public transportation to work far less on average (0.02 detached housing. The Borough is mature and essentially percent) than compared to the state (10.7 percent) and fully built-out; the population reached 18,177 by 1980, in- the county (2.4 percent). Only 2.6 percent of households line with the most recent census. Sections of the Borough, in the Borough do not own a car, which is less than the 6.8 particularly the middle third between NJ Route 88 and percent of New Jersey households who do not own a car.

2

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

Brielle Borough

35

Point Pleasant Beach Borough RI

V

ER

ROA D HE RB ER TS VIL LE RO AD

88

Brick Township

88

Point Pleasant Borough Bay Head Borough BEAVER D AM ROAD

35

Mantoloking Borough

FIGURE 1.1 | LOCATION 0 0.5 POINT PLEASANT BOROUGH POINT PLEASANT BOROUGH PROJECT INTRODUCTION

1 Miles

3

Previous Studies POINT PLEASANT BOROUGH MASTER PLAN CIRCULATION ELEMENT The circulation element of the Point Pleasant Borough Master Plan notes the popularity of cycling and the potential for biking to meet some of the Borough’s transportation needs. It cites the benefit of developing a complete bicycle and pedestrian network to link residential areas to schools, parks, and other areas in order to improve safety. It encourages the implementation of bikeways along existing roadways, where appropriate, and to improve pedestrian conditions through site development reviews and sidewalk construction programs. The circulation element encourages the implementation of the Bridge Avenue Streetscape Plan to enhance the appearance and pedestrian accommodations of the Borough’s commercial district. The use of traffic calming techniques to slow traffic and improve safety for pedestrians and bicyclists is also recommended, particularly in residential neighborhoods to mitigate cut-through traffic and during the development review process.

BOROUGH OF POINT PLEASANT REEXAMINATION REPORT The Borough’s reexamination of the Master Plan had two recommendations for the Circulation Element, both impacting bicycle and pedestrian activity. The reexamination further encouraged the development of bikes lanes, where appropriate, and recommended that the Borough’s Land Use ordinance be updated to require that traffic calming be included in future developments in order to mitigate potential adverse impacts. It also emphasized coordinating land use and transportation improvements to improve access and encourage alternatives to driving. The reexamination reiterated the importance of improving the streetscape to support the long-term vitality of the commercial district, including improved walkways, pedestrian circulation, and a wayfinding program.

OPEN SPACE AND RECREATION PLAN, 2008 The Open Space and Recreation Plan evaluated the Borough’s open space and recreational resources in order to guide future open space acquisitions and recreational development.

Related to bicycle and pedestrian circulation, the plan noted the “Potential Canal Walk” rightof-way, and its use for passive/non-organized recreation and scenic vistas. It recommended the development of a bicycle and pedestrian path along the Point Pleasant Canal, including improvements to the walkway along the east side of the Canal and on the west side of the Canal with a main access point and park along Brook Road. The right-of-way on both sides of the Canal is currently owned by the U.S. Army Corps of Engineers. The plan recommended the trail be at least 10 feet wide and extend approximately 11,150 feet (2.1 miles). The plan cited a feasibility analysis of the trail in the Canal Walk Evaluations and Implementation Plan (2008). The Canal Walk project was a central part of the action plan within the Open Space and Recreation Plan, recommending construction within five years.

PREVIOUS GRANT APPLICATIONS The Borough has previously applied for three grants relating to bicycle and pedestrian issues. In 2012, the Borough applied for a Safe Routes to School grant for pedestrian access improvements along the roadways surrounding the Ocean Road Elementary School. In 2012, the Borough applied for a State Aid grant to construct bike improvements (e.g. bike lanes, bike paths, bike compatible roadways) on Maxson Avenue. Also in 2012, the Borough applied for a Safe Streets to Transit grant for pedestrian safety enhancements (e.g. new sidewalks, traffice calming, new crosswalks) along Northstream Parkway.

4

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

POINT PLEASANT CANAL RIGHT OF WAY POINT PLEASANT BORO

2

STUDY METHODOLOGY

Study Methodology The study methodology has several components to better understand existing bicycle and pedestrian mobility in Point Pleasant and to target more detailed field evaluation efforts. Parsons Brinckerhoff, NJDOT’s consultant on the project, gathered information on bicycle and pedestrian attractors and generators, crash history, key elements of the roadway network within the Borough, and roadway bicycle compatibility. These components of the study were mapped to illustrate the existing bicycle and pedestrian network, to identify any crash “hot spots” where bicycle and pedestrian crashes may be clustered, and to determine areas of confluence among the study components that might indicate specific documented problems, inadequate bicycle and pedestrian facilities, or a combination thereof.

Attractors and Generators Locations that could attract or produce a high number of pedestrian or bike trips were inventoried and mapped, as shown in Figure 2.1. Attractors and generators were sorted into the following categories: Schools – children walking or biking to school Recreation – including parks, recreation centers, marinas, and beaches – many users include children Government services – including libraries and other public facilities Transit – many transit riders arrive at rail and bus stops by foot or bike Retail – some shoppers arrive on foot or by bike.

Places of Worship – people attending local religious services often walk or bike As a compact, mature community, Point Pleasant has bicycle and pedestrian attractors throughout the Borough within walking and biking distance of residential neighborhoods. The High School, Middle School, and many municipal buildings and parks are centrally located within the Borough, making them easily accessible by foot or bike for many residents. Retail generators are concentrated along the Borough’s main arterials – NJ Route 88 and Bridge Avenue (NJ 13/CR 632). Many of the Borough’s recreational facilities, including parks and marinas, are clustered along its shoreline to the north and south.

The Point Pleasant Senior Beehive in the northwest corner of the Borough (located at St. Martha’s Roman Catholic Church on Herbertsville Road) is a significant pedestrian attractor for the Borough’s senior population.

To support aging demographic trends and “aging in place” for residents, ensuring safe senior mobility and access via

8

walking and biking is an important element of a bicycle and pedestrian circulation plan.

Additionally, several external attractors are major drivers of pedestrian and bicycle activity in the Borough. These include the Point Pleasant Beach boardwalk, the beaches of Point Pleasant Beach and Bay Head, and the Point Pleasant Beach and Bay Head NJ Transit rail stations. Trips to each of these external attractors from the majority of Point Pleasant must use the NJ Route 88 or Lovelandtown (Bridge Avenue) bridges to cross the Point Pleasant Canal at some point during the journey. The external attractors in Point Pleasant Beach and Bay Head, in particular, are major drivers of seasonal bicycle traffic, both by individuals going for recreation and employment.

Many transit users walk or bike as part of their journey, making the modes complementary. The Borough has access to two transit services. Point Pleasant Borough is located near two stops on the NJ Transit North Jersey Coast rail line. The Point Pleasant Beach station is located just east of the Borough border along Arnold Avenue (CR 633). The Bay Head station, which is the terminus of the line, is located just off of Osborne Avenue and is accessed via NJ Route 88 and Bay Avenue from Point Pleasant. The North Jersey Coast line provides the Borough with a nearby transit connection to other shore towns to the north, along with service to Newark Penn Station and New York Penn Station.

The Borough is further serviced by transit via the NJ Transit 317 bus, which provides service from Philadelphia to Asbury Park. The bus makes multiple stops in the Borough along NJ Route 88 and Arnold Avenue before turning north towards Asbury Park on NJ Route 35 in Point Pleasant Beach Borough. Service is infrequent, with six to seven trips per day. Stops do not have shelters or other user amenities.

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

E ARNOLD AV RIV

RB ER TS VIL

ER R

AD

O

HE

LE

RO AD

35 Ocean Road Elementary School

RN RO AD

BAY AV E

HIL

TA VE

88

AVEN UE

LE

RN T

Point Pleasant High School RIVE R

PARKW AY L ITT

B E A VER D AM R OAD

NORT HSTRE AM

88

BU

Memorial Middle School

RIVIERA

LR D

PK W Y

Nellie Bennett School

35

0.25 miles

FIGURE 2.1 | MAJOR DESTINATIONS POINT PLEASANT BOROUGH

Marina

North Jersey Coast Line

Park

317 Bus Line

School House of Worship

Major Road Bus Stop

Boardwalk Attractions

Rail Station

Retail Corridor Government ServiceBOROUGH STUDY METHODOLOGY POINT PLEASANT

0.5 miles

9

Crash Locations The project team reviewed Boroughwide crash data from NJDOT’s online database in order to identify recent bicycle and pedestrian crashes and potential areas where repeated incidents or crash clusters may be occurring. The analysis included complete data for 20092011 (inclusive) and partial data for 2012 (through June 2012), as the full year of data was not yet available at the time of the analysis. During the analysis period, 18 crashes involving pedestrians and 37 crashes involving

bicyclists (pedalcyslists) were identified in the NJDOT database.

The crash locations are shown in Figure 2.2, overlaid with the pedestrian and bicycle attractors and generators. As might be expected, approximately half of the crashes are clustered along the primary arterials, NJ Route 88 (22 crashes) and Bridge Avenue (NJ Route 13 / CR 632, 6 crashes), which have the highest traffic volumes.

Crashes were generally distributed along the roadways rather than

occurring in clusters. Three bicycle crashes occurred at the intersection of NJ Route 88 and Arnold Avenue/ Johnson Avenue, while no more than two crashes at the same location were reported elsewhere in the Borough during the analysis period. In addition to the main arterials, six crashes occurred in the vicinity of the Middle and High Schools, and five crashes occurred along NJ Route 88 were in the vicinity of the Ocean Road Elementary School.

Crash Analysis

Approximately 67% of pedestrian crashes (12) occurred at midblock locations, while the remaining 33% (6 crashes) occurred at intersection locations. This is similar to the larger statewide trend during the same analysis period, where 60% of all pedestrian crashes occurred at midblock locations. Pedalcyclist crashes were more balanced, with 45% (17 crashes) occurring at midblock locations, while 54% (20 crashes) occurred at intersections. As with pedestrian crashes, this pattern corresponds to the larger statewide trend for all pedalcyclist crashes (45% at midblock locations, 55% at intersection).

Lighting was a major factor in pedestrian crashes. Two-thirds (12

10

crashes, 67%) occurred at night, dawn, or dusk. This is a significant deviation from the statewide trend, where only 38% of all pedestrian crashes from 2009-2012 occurred during dark conditions. Conversely, the majority of pedalcyclist crashes occurred during daylight (28 crashes, 76%), consistent with the statewide pattern (75%).

The 55 pedestrian and pedalcyclist crashes reported during the analysis period involved 57 victims: the

18 pedestrian crashes involved 19 pedestrians and the 37 pedalcyclist crashes involved 38 pedalcyclists. One of the pedestrian crashes and one of the pedalcyclist crashes resulted in a fatality. Eighty-six percent of all the crashes resulted in injury, including one severe pedalcyclist injury.

In general, the crashes involved a higher proportion of males than females. Pedestrian crashes were twice as likely to occur to males, and

Chart 2.1 | Crash Distribution by Location Type Not at Intersection At Intersection 25

NUMBER OF INCIDENTS

The project team also analyzed Borough-wide bicycle and pedestrian raw crash data from NJDOT’s online database and Plan4Safety in order to identify any common roadway, environmental, behavioral, or demographic factors in the data.

Trends revealed in this data could indicate areas where targeted engineering or educational strategies might improve pedestrian and bicyclist safety.

20 15 10 5 0 Pedestrian

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

Pedalcyclist

ARNOLD AVE

35 RIV ER

RO

D

A

HE RB ER

TS V

ILL E

RO AD

OCEAN ROAD ELEMENTARY SCHOOL

RN

ROA D

BAY AVE

HIL

RN TT AV E

88

AD

LE

HIGH SCHOOL

B EA VER D AM RO

L ITT

RIVE R AV ENU E

NOR THS T R E A M PA RKWA Y

88

MIDDLE SCHOOL

BU

RIVIERA

LR D

PK W Y BENNETT ELEMENTARY SCHOOL

35

0.25 miles

FIGURE 2.2 | BICYCLE AND PEDESTRIAN CRASH LOCATIONS POINT PLEASANT BOROUGH 2009-2012

0.5 miles

Bicycle Crash Pedestrian Crash Fatality Destination Major Road

POINT PLEASANT BOROUGH STUDY METHODOLOGY

11

Chart 2.2 | Crash Distribution by Lighting Condition Daylight Dark/Low-light Subtotal 30

NUMBER OF INCIDENTS

25 20 15 10 5 0 Pedestrian

the proportion was further skewed in pedalcyclist crashes, which involved approximately three times as many males as females. This is generally consistent with national and statewide trends, where males tend to be more frequently involved in pedestrian and pedalcyclist crashes. The proportion of male pedestrian crashes in the Borough exceeds the statewide proportion (63% vs. 52%), while

Pedalcyclist

the proportion of male pedalcyclist crashes in the Borough is comparable to the statewide share (76% vs. 81%).

Chart 2.3 illustrates the distribution of crashes by gender.

Crashes were also reviewed by the age distribution of the pedestrian(s) or bicyclist(s) involved.

Among pedestrian crashes, the majority of crashes (68%) involved adults (6 crashes – ages 45 to 64, 4 crashes – ages

Chart 2.3 | Crash Distribution by Gender Male

Not Specified

Female 35

NUMBER OF CRASHES

30 25 20 15 10 5 0 Pedestrian

12

Pedalcyclist

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

18 to 24, and 3 crashes – ages 25 to 44).

Pedalcyclist crashes predominantly involved young people. The largest number of crashes (12, 32%) involved children around middle school age (ages 10-14), followed closely by those around high school age (ages 15-18; 8 crashes, 21%), and young adults (ages 18-24; 6 crashes, 16%). The age distribution of crashes is illustrated in Chart 2.4.

An increase in crashes may be expected during the summer season (June-August) due to an increase in bicycle and pedestrian activity associated with the seasonal attractions and trip generators along the Jersey Shore, as well as warmer weather and school vacation. A review of the crash data indicates that a slightly higher portion of crashes occurred during the summer season; however, it was not significantly higher than the statewide average for the same period. For pedestrian crashes, 28% (5 crashes) occurred during the summer season, compared to 22% statewide.

Pedalcyclist crashes tend to peak during the summer months. Point Pleasant, in particular, had a pronounced spike with 9 pedalcyclist crashes in August.

BIKING AGAINST TRAFFIC NJ ROUTE 88 POINT PLEASANT BORO POINT PLEASANT BOROUGH STUDY METHODOLOGY

13

Chart 2.4 | Crash Distribution by Victim Age Pedestrian Pedacyclist 14

NUMBER OF CRASHES

12 10 8 6 4 2 0

Overall, 18 pedalcyclist crashes (49%) occurred during the summer season, comparable to 41% statewide. The monthly distribution of crashes is illustrated in Chart 5.

While a larger number of pedestrian and bicycle crashes occurred during the summer season, the trend does not appear to be strongly related to an influx of seasonal visitors.

Approximately 75% of all pedestrians and bicyclists involved in the crashes were Point Pleasant residents or from neighboring municipalities (Brick or Point Pleasant Beach). Similarly, 67% of the drivers involved were also local residents.

Crash reports identify up to two “contributing factors” by vehicles and up to two “contributing factors” by pedestrians/bicyclists that led to the crash. This information can identify behavioral factors contributing to crashes that could be addressed through engineering or education strategies. Among the 18 pedestrian

14

crashes, only 7 involved a driver contributing circumstance – 5 for “driver inattention”, 1 for “failed to yield the right of way”, and 1 for “backing unsafely”. A variety of pedestrian contributing circumstances were cited, though there was no clear leading factor. Pedestrian factors cited in more than one crash included: “running/darting across traffic” (4 crashes), “dark clothing/low visibility to the driver” (3 crashes), and “walking in road when sidewalk present” (2 crashes).

Among the 37 pedalcyclist crashes, 15 cited a driver factor – 11 for “driver inattention”, 3 for “failed to yield the right of way”, and 1 for “following too closely.” Five different pedalcylist actions were noted as contributing circumstances, including: “driver inattention” (6 crashes), “failed to yield the right of way” (4 crashes), “wrong way” (3 crashes), “failure to keep right” (3 crashes), and “failed to obey traffic control device” (2 crashes). The crash

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

data also indicated that alcohol was involved in 6 of the pedestrian crashes, and 1 of the pedalcylist crashes.

The crash data also identifies the “precrash action” of the pedestrian, bicyclist, and vehicle before the crash occurred. Among the 18 pedestrian crashes, 5 involved crossing actions 2 “crossing at a marked crosswalk (at intersection)”, 2 “crossing/jaywalking (at midblock)”, and 1 “crossing at an unmarked crosswalk (at intersection).”

Other pedestrian precrash actions with more than one instance included “standing/lying/kneeling in road” (3 crashes) and “walking/jogging with traffic” (2 crashes). One crash involved “walking to/from school.”

Among the 37 pedalcylist crashes, most bicyclists and drivers were traveling straight ahead at the time of the crash (20 and 19, respectively). Other pedalcylist actions included “merging/ entering traffic lane” (3 crashes) and “crossing at a marked crosswalk (at intersection)” (2 crashes). Vehicles

Chart 2.5 | Crash Distribution by Month Pedestrian Pedacyclist 10

NUMBER OF INCIDENTS

9 8 7 6 5 4 3 2 1 0 Jan Feb Mar Apr May Jun

making right-turns (not turn on red), was another common precrash action, noted in 10 crashes. Vehicles making left-turns were involved in 2 crashes.

Both the fatal pedalcyclist crash and fatal pedestrian crash occurred at intersections along NJ Route 88, at Benedict Street and Albert Clifton Avenue, respectively, and both occurred at night.

Contributing circumstances to the pedalcylist crash were riding the wrong-way and inattention by the pedalcyclist. The fatal pedestrian crash involved “dark clothing/low visibility to the driver” and “running/darting across traffic.”

The crash data is summarized in Table 2.1.

Jul Aug Sep Oct Nov Dec

TABLE 2.1- 2009 – 2012 PEDESTRIAN AND PEDALCYCLIST CRASH DATA SUMMARY

Crash Type

2009

2010

2011

2012

Total

Pedestrian

5

6

6

1

18

33%

Pedalcyclist

16

9

11

1

37

67%

Total

21

15

17

2

55

100%

2009

2010

2011

2012

Total

% of Total

Fatal

1

0

0

0

1

6%

Injury

4

5

6

1

16

89%

Property Damage

0

1

0

0

1

6%

Total

5

6

6

1

18

100%

2009

2010

2011

2012

Total

% of Total

Fatal

1

0

0

0

1

3%

Injury

15

7

10

1

33

89%

Property Damage

0

2

1

0

3

8%

Total

16

9

11

1

37

100%

Crash Type

Pedestrian

Crash Type

Pedacyclist

Crash Type

Pedestrian

16

Severity

Severity

Location

2009

2010

2011

2012

Total

% of Total

At Intersection

2

1

2

1

6

33%

Not At Intersection

3

5

4

0

12

67%

Total

5

6

6

1

18

100%

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

Crash Type

Pedacyclist

Crash Type

Pedestrian

Crash Type

Pedacyclist

Location

2009

2010

2011

2012

Total

% of Total

At Intersection

10

5

5

0

20

54%

Not At Intersection

6

4

6

1

17

46%

Total

16

9

11

1

37

100%

2009

2010

2011

2012

Total

% of Total

Daylight

2

3

1

0

6

33%

Dawn, Dusk, or Dark

3

3

5

1

12

67%

Total

5

6

6

1

18

100%

2009

2010

2011

2012

Total

% of Total

Daylight

12

6

9

1

28

76%

Dawn, Dusk, or Dark

4

2

2

0

8

22%

Total

16

8

11

1

36

97%

Lighting

Lighting

Source: 2009-2012 NJDOT crash data; NOTE: Data for 2012 is only a partial year

NJ Route 88 Bridge, facing east

POINT PLEASANT BOROUGH STUDY METHODOLOGY

17

Public Involvement A key element of the study was the involvement of Point Pleasant Borough residents and stakeholders, who provided invaluable local qualitative information that may not have been represented through the numerous field visits and data analysis. Local input and feedback was gained through three methods: a community mapping website, local steering committee meetings, and a public information center.

ONLINE COMMUNITY MAPPING

LOCAL STEERING COMMITTEE

The project team utilized an online mapping tool as a means to collect a wealth of information about existing bicycle and pedestrian conditions, routes, and major destinations from Borough residents. The team created a project site* and the Borough publicized the tool to residents through its Facebook page and email blasts. Through the mapping interface, residents were asked to highlight major destinations, locations they felt were problem areas for walking and biking, and routes they frequently used for walking and biking. The online community mapping tool generated 287 comments from 91 different users. The information was used to help target the field data collection efforts and guide the existing conditions analysis.

The steering committee included representatives from the Point Pleasant Borough Council, the Borough’s consultant engineer, police department, board of education, climate action committee, chamber of commerce, department of public works, and interested residents. The group met formally on three occasions to discuss the project: Kick-off Meeting: June 25, 2013 – Discussed goals and objectives of the study and gathered preliminary local input on major bicycle and pedestrian issues in the Borough.

Meeting 1: August 30, 2013 – Presented analysis of existing conditions and obtained feedback on data collection efforts, key bicycle and pedestrian

Online Community Mapping

*http://wikimapping.net/wikimap/Point-Pleasant-Bicycle-Pedestrian-Circulation-Plan.html

18

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

generators, existing bicycle and pedestrian deficiencies, and other problem roadways and locations.

Meeting 2: November 13, 2013 – Presented and gathered feedback on proposed bicycle and pedestrian improvement concepts.

The steering committee also provided information throughout the project.

anecdotal

PUBLIC INFORMATION CENTER A Public Information Center (PIC) was held on December 12, 2013 to provide local residents with the opportunity to review project efforts and provide feedback to the study team. Steering committee members were encouraged to attend the public open house to provide additional feedback as well. The PIC was held during the evening at the Ocean Road Elementary School. The Borough advertised the PIC through a variety of methods, including the Point Pleasant Patch online newspaper, the Borough’s Facebook page, and email blasts. The PIC provided an informal setting

for residents to come and go at their convenience; review analysis and recommendations from the study; and engage with project staff to discuss the project, ask questions, and provide feedback. A series of nine display boards illustrated the key findings on existing conditions for biking and walking in the Borough and highlighted proposed improvement concepts. A PowerPoint presentation also ran on a continuous loop, providing additional information on study recommendations. Attendees were asked to complete a comment form in order to document their feedback on the study findings.

Public involvement materials, including meeting minutes, presentations, handouts, comment forms, and output from the community mapping are included as appendices to this report.

Following the PIC, the Point Pleasant Patch summarized the project efforts and provided residents with contact information for the project team. Several emailed comments were received from local residents and have been documented as an appendix to this report.

December 12, 2013 | Public Information Center

POINT PLEASANT BOROUGH STUDY METHODOLOGY

19

3

EXISTING CONDITIONS

Existing Conditions Overall, the crashes, trip generators, and the priority roadway network map provided by Point Pleasant Borough were analyzed together to identify focus areas within the Borough for more detailed field analysis.

A focus area could be a crash “hot spot”, where multiple crashes involving pedestrians or bicyclists occurred during the study period. For example, a high number of pedestrian crashes near a large generator (like a school) might indicate a recurring problem, or could be based on the expected travel patterns given the roadway network and generator locations.

Based on the analysis, the project team sought to gather more detailed information on the Borough’s existing pedestrian and bicycle network in the following areas.

PEDESTRIAN FACILITIES The project team conducted a sidewalk inventory of the entire priority roadway network identified by Point Pleasant Borough, as well as additional segments that provide linkages between generators and residential areas. This was intended to provide a high-level overview of pedestrian accommodations throughout the Borough.

The project team collected more detailed information at several corridors and spot locations. The crash data indicated that there were few crash “hot spots.” Instead they tended to be distributed along the main arterials, which also serve many of the key trip generators within the Borough, including retail, schools, recreation, and government services. The corridors selected for further analysis included: NJ Route 88 Bridge Ave (NJ 13/CR 632) Herbertsville Rd (CR 549 Spur 1) Beaver Dam Rd (CR 630) Arnold Ave (CR 635) Bay Ave (CR 604) The high traffic volumes on NJ Route 88 and Bridge Avenue also present barriers to north-south pedestrian mobility.

Therefore, the signalized intersections and crossings along these roads are critical nodes for pedestrians. Pedestrian accommodations at each were reviewed, including: NJ Route 88 at Bridge Ave (CR 632) NJ Route 88 at River Ave NJ Route 88 at Beaver Dam Ave (CR 630)/Herbertsville Rd (CR 549) NJ Route 88 at Arnold Ave (CR 635) NJ Route 88 at Bay Ave (CR 604) Bridge Ave (NJ 13) at Bay Ave (CR 604) Bridge Ave (CR 632) at Community Park/Borough Hall

22

Bridge Ave (CR 632) at Beaver Dam Rd (CR 630) Bridge Ave (CR 632) at River Ave Bridge Ave (CR 632) at Northstream Parkway The sidewalk inventory and each corridor and spot location are described in more detail in the following sections. The corridors and spot locations were evaluated for appropriate pedestrian facilities and accommodations, including presence of shoulders (approximate widths), crosswalks, roadway widths/number of lanes, on street parking, sewer grates, speed limit, sidewalks, grading, lighting, driveways, ADA-compliant curb ramps, obstructions, and bus stops.

Additionally, signalized intersections were examined for pedestrian signals (including the presence of MUTCDcompliant countdown pedestrian signal heads) and push buttons.

Crosswalk markings can be either lateral (perpendicular to the travel lanes and driver’s field of vision) or longitudinal (parallel to the travel lanes and driver’s field of vision).

Standard crosswalks consist of two parallel lateral lines and are used at most signalized intersections. Longitudinal crosswalks include ladder or continental style striping. A ladder crosswalk looks like the name suggests – a pair of parallel lateral stripes connected with longitudinal stripes, while a continental crosswalk is a series of wide, longitudinal stripes that enhance crosswalk visibility by appearing larger and more visible to the driver at a distance than lateral markings.

NJ Transit bus stops were noted in the field where practicable.

Figure 3.1 indicates the locations of the pedestrian corridors and intersections selected for analysis and field conditions evaluation.

BICYCLE FACILITIES As with the sidewalk inventory for pedestrians, the project team based the analysis of the bicycle network

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

ARNOLD AVE

35 RIV ER

RO

D

A

RO AD

NORT HST

REAM

PKWY

RIVE R

88

BAY AVE

88

ER D AM RO AD

ILL E

BEAV

TS V

AVEN UE

HE RB ER

L ITT

LE

HIL

RIVIERA

LR D

PK W Y

35

0.25 miles

FIGURE 3.1| PROMINENT CORRIDORS AND INTERSECTIONS POINT PLEASANT BOROUGH

0.5 miles

Signalized Intersection Prominent Corridor Destination Major Road

CROSSWALK TYPES Standard two-stripe crosswalks (such as shown below) have low visibility to drivers as they approach the crossing. Crosswalks with longitudinal stripping (such as shown at right) improve visibility to drivers from a greater distance, allowing greater reaction time and increased expectation of potential pedestrian crossing activity.

Continental

Standard

on the priority roadway network identified by Point Pleasant Borough. This network was assessed for bicycle compatibility based on NJDOT’s criteria. The location of non-bike-safe drainage grates and the location, type, and capacity of bicycle parking at trip generators within the Borough was inventoried. Additionally, PB conducted bicycle counts at the two bridge crossings on NJ Route 88 and Bridge Avenue to better understand existing bicycle demand and travel patterns. The bicycle analysis is summarized in the following sections.

CRITICAL GENERATORS AND BARRIERS Two major issues overlapping both bicycle and pedestrian facilities were apparent in the preliminary analysis.

Given the relatively dense and traditional neighborhood development patterns of the Borough and the proximity of its schools to residential neighborhoods, safe bicycle and pedestrian access to the Borough’s schools is vital. The crash analysis also indicated that multiple crashes occurred

Ladder

on roadways surrounding several of the schools. Therefore the project team also assessed bicycle and pedestrian facilities and circulation patterns at each of Point Pleasant’s schools.

Point Pleasant’s unique location and proximity to several water resources also impacts mobility for all modes, including bicycles and pedestrians. One of the most notable barriers is the Point Pleasant Canal linking the Manasquan and Metedeconk Rivers, spanning the entire Borough from north to south. East-west connections are limited to the two bridge crossings on NJ Route 88 and Bridge Avenue. Given the significant transportation bottleneck this creates, the project team also reviewed the existing facilities for pedestrians and bicyclists at the bridges, general behaviors and travel patterns observed, and roadway geometry of the crossings.

The following sections detail the field observations and analysis for Pedestrian Facilities, Bicycle Facilities, and Critical Generators and Barriers in Point Pleasant Borough.

Pedestrian Facilities SIDEWALK INVENTORY An inventory of existing sidewalks was conducted along major roadways throughout the Borough. Recently constructed or reconstructed sidewalks are in good condition and serve as the foundation for a solid sidewalk network. However, there are numerous gaps in the network due to wide commercial driveways, physical obstacles, or property owners who never constructed a sidewalk in front of their property. Thus, few sidewalks have been constructed on the local street network.

Older sidewalks are in a variable state of maintenance and repair throughout the Borough. In some cases,

24

smooth concrete walkways provide a comfortable walking environment. In other locations, vegetation has overgrown the sidewalk or older pavement has cracked and led to less walkable pedestrian environments.

Public buildings and park spaces serve as the primary destinations of pedestrian trips in the Borough. Around many of these key destinations, heavy pedestrian activity has created informal walking paths and worn paths or “cattle trails” through existing grass or other vegetated areas. These illustrate unmet pedestrian demand, indicating where people would like to go and on which links it may be most critical to install sidewalks. Figure 3.2 depicts the existing sidewalk network.

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

ARNOLD AVE

RIV ER TS V

ILL E

D

RN

ROA D

BAY AVE

RIVIERA

LR D

RN TT AV E

88

AD

HIL

BU

B EA VER D AM RO

LE

RIVE R AV ENU E

L ITT

35

RO AD

NOR THS T R E A M PA RKWA Y

88

RO

A

HE RB ER

PK W Y

35 0.25 miles

FIGURE 3.2 | EXISTING SIDEWALKS POINT PLEASANT BOROUGH

0.5 miles

Existing Sidewalk No Sidewalk Worn-Path Major Road

Primary Corridors NJ ROUTE 88 (LAKEWOOD DR/OCEAN RD) – FROM BRICK BORDER TO NJ ROUTE 35 regional through traffic, traveling the entire length of NJ Route 88 to cross Point Pleasant Borough from NJ Route 70 to NJ Route 35 and Point Pleasant Beach.

NJ Route 88 is one of two major eastwest roadways through Point Pleasant Borough, connecting Brick Township with the beach community of Point Pleasant Beach Borough. This heavily traveled urban principal arterial carries an approximate annual average daily traffic (AADT) of 17,400 vehicles.

The 2.6-mile corridor is composed of two-lane and four-lane sections with a speed limit of 35 mph, and seven signalized intersections within the Borough.

Traffic entering Point Pleasant from the west travels along a two-lane section of roadway and encounters the signalized intersection at Bridge Avenue (CR 632). East of Bridge Avenue, side streets lead immediately to residential neighborhoods, while a large portion of the Borough’s commercial activity is centered around NJ Route 88. At Oakwood Road, the roadway widens to four lanes for the intersection at Beaver Dam Road and the northern of two lift bridges across the Point Pleasant Canal. Shoulder width along the segment is variable, ranging from 6 to 12 feet in the two-

NJ Route 88 is largely a commercial corridor with frequent driveways and unsignalized intersections with side streets. Left-turning traffic waiting for gaps in opposing flows cause significant congestion during peak periods. As with Bridge Avenue, a significant portion of traffic is likely

549

Beyond the Point Pleasant Canal and the intersection of Arnold Avenue, the roadway name changes from Lakewood Drive to Ocean Road and the corridor becomes more residential in nature. AADT drops to approximately 11,900, since a significant portion of traffic uses Arnold Avenue to reach Point Pleasant Beach. Side streets lead to more residential areas and the Ocean Road School, which abuts the corridor. This segment has a striped shoulder of approximately four feet.

Pedestrian accommodations along NJ Route 88 vary throughout the Borough. Sidewalks on both sides

633

6

604

88

9M

WILMINGTON ST

S RICHMOND

MADISON ST

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

DALLAS ST

604

LISTER ST BROWN ST

TYLER ST AVE

AVE

POLHEMUS AVE

SHERMAN AVE

FLEMING AVE

AVE

10

BENEDICT ST

JOHNSON AVE

MEMORIAL DR

BEAVER DAM RD

OOD R D

ALBE R T C L IFTON AVE OAKW O OD R D CENTR AL AVE

MAPLE W

AVE

AVE

AVE

S U N S ET AVE LYNN AVE

630

Straight Line Diagram - NJ Route 88 (Lakewood Drive/Ocean Road) – from Brick Border to NJ Route 35

26

35

NJ 88

BAY

GOWDY

BORDEN AVE

RUE

ARNOLD DR

OAKLAND ST BENEDICT ST

HERBERTSVILLE RD

FLORANCE AVE

MAXSON AVE

RIVER

CURTIS

BARTON

BOULTON AVE

BUTLER AVE

AVE 632

AVE

AVE

BEAVER DAM C.K.

JORDAN RD 56

HARDENBURGH AVE

ACADIA

BRIDGE

MISSTLETOE

ARTHUR

8M

P.T. PLEASANT CANAL

632

lane section, and no shoulder at the four-lane section. The shoulder temporarily drops out at signalized locations to provide turn lanes.

NJ Route 88, heading east near Maplewood Rd

of the roadway run almost the entire length of the Borough and vary in width from four to seven feet.

However, in the section west of the Canal, sidewalks are interrupted by frequent, wide commercial driveways.

Crossings of NJ Route 88 are striped with standard crosswalks only at

signalized intersections, as the high volumes of fast-moving vehicles create intimidating crossing points.

There are no enhanced crossings at unsignalized intersections, and the crosswalks at major intersections do not always feature ADA-compliant ramps. Crossings of side streets are

unmarked and typically lack ADAcompliant curb ramps. There is no pedestrian-scale lighting along the corridor. Lighting is limited to a few utility pole mounted fixtures and minimal ambient light coming from adjacent developments.

The NJ Route 88 bridge is one of only two connections across the Point Pleasant Canal. The funneling of all east-west traffic to these structures leads to high traffic volumes, numerous turning movements, and expanded roadways to provide additional capacity at the bridge approaches, creating a less welcoming environment for walking and biking. (NJ Route 88 at Herbertsville Road, facing E)

NJ Route 88 transitions to a four-lane cross section for an approximately 0.4 mile segment at the Point Pleasant Canal crossing. (NJ Route 88 EB at Albert Clifton Avenue, facing W)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

27

BRIDGE AVENUE – CR 632/NJ 13 FROM BRICK BORDER TO BAY HEAD BORDER Bridge Avenue is the second of two major east-west roadways through Point Pleasant Borough. With an AADT of approximately 12,200, this heavily traveled arterial connects Brick Township with the beach community of Bay Head Borough via Point Pleasant Borough. The 2.3-mile corridor features sections of two-lane and four-lane roadway, speed limits varying between 35 and 50 mph, and six signalized intersections as it traverses the Borough.

access control, and buildings set back from the street to provide frontage parking. Frequent driveways and unsignalized intersections with side streets generate a high number of vehicle turning movements, causing significant congestion during peak periods and conflicts among motorized and non-motorized traffic.

A significant portion of traffic is likely regional through traffic, traveling the entire length of Bridge Avenue to cross Point Pleasant Borough.

Development along Bridge Avenue is largely commercial and retail in nature. The commercial development is generally not pedestrian friendly, with wide driveway openings, limited

Traffic entering Point Pleasant from the west travels along a four-lane 50 mph section of roadway and encounters the signalized intersection at NJ Route 88 (Lakewood Road) after

630

604

AVE

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

P.T. PLEASANT CANAL

RUE LIDO

RUE RIVOLI

630

RUE CAMBON RD

ROAD

ROAD

AVE

AVE

AVE

4

Straight Line Diagram - Bridge Avenue CR 632/NJ 13 from Brick Border to Bay Head Border

28

BAY

5M

AVE

AVE

ROAD

MOSSBANK RD

PKWY

AVE

AVE

88

HOLLYWOOD BLVD DUFF PL

4M

LEONARD RD

PATTERSON RD

BEAVER DAM

ROBERTS PL

LOUIS RD

DORSETT DOCK

WOODALE AVE

RIVER

BARTON

SUNRISE

CURTIS

SLEEPY HOLLOW

SUNSET

TREENEEDLE RD

NORTHSTREAM

MADAPAN

COHOCKTON

RIVERWOOD AVE

16

88

which the speed limit decreases to 35 mph. East of the large commercial center anchored by Stop n’ Shop, the roadway narrows to one lane in each direction with 12 foot travel lanes and a 4 to 7-foot shoulder. Near the center of the Borough, Bridge Avenue crosses Beaver Dam Road at a major signalized intersection. Continuing eastward, an enhanced pedestrian actuated signalized crosswalk allows pedestrians to cross from the Borough municipal building to the Community Park. Commercial and retail development on both sides of the roadway continues until the intersection with Hollywood Boulevard/Rue Lido.

604

Lovelandtown Bridge (Bridge Avenue), facing west

Bridge Avenue crosses the Point Pleasant Canal via the Lovelandtown lift bridge. The 50-foot wide cross section comprises two travel lanes in each direction with no shoulder.

Pedestrian accommodations along Bridge Avenue vary throughout the Borough. Sidewalks on both sides of the roadway run almost the entire length of the Borough and vary in width from four to seven feet.

Sidewalks typically feature a four-foot pedestrian throughway zone with a three-foot brick furnishings zone for utilities and signage, providing a buffer between the throughway zone

and curb. Sections of the corridor have street trees within the furnishings zone, improving the pedestrian environment. However, sidewalks are frequently interrupted by wide commercial and retail driveways.

The driveways typically cut through the sidewalk, rather than pulling the sidewalk through the driveway apron, which would create a more continuous sidewalk environment.

Crosswalks are striped at most intersections, both signalized and unsignalized. Unsignalized crossings typically have standard striping, while the signalized crossings typically use high-visibility continental striping.

Signage alerts motorists to the presence of pedestrians in the vicinity of crossings along routes to schools.

During the field visit, drivers typically failed to stop for pedestrians waiting at marked, unsignalized crosswalks.

There is no pedestrian-scale lighting along the corridor. Lighting is limited to ambient light coming from the commercial properties on both sides of the roadway and fixtures mounted to utility poles periodically throughout the corridor (typically at intersection locations).

Limited access control and frontage parking is common along Bridge Avenue, increasing conflicts between motorized and nonmotorized traffic. (Bridge Avenue EB, near River Avenue intersection, facing E)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

29

HERBERTSVILLE RD (CR549 SPUR 1) – FROM BRICK BORDER (WEST) TO NJ ROUTE 88 Herbertsville Road is one of the major east/west connectors across Point Pleasant west of the Point Pleasant Canal.

The two-lane roadway features approximately 9,500 AADT, two signalized intersections in the Borough, and speed limits which vary from 30 to 40 mph. It has a three-foot shoulder.

ADELAIDE RD

CHURCH RD

SUMMIT DR

CRESTVIEW TER OAK TER

HILLSIDE AVE RIVERWOOD AVE

GREENTREE AVE

1 MILE

PINE TREE PL

PLEASANT PL

PEARCE AVE

PAULISON AVE PASSAIC AVE IDA DR JAEHNEL PKWY

RIVER EDGE RD JACOB CT

BARBARA DR

CLARIDGE CT

16

MATT ROBINSON LN

AVE

AVE

AVE

634

HALL ST

88

HARDENBURG AVE

BUTLER AVE

BOULTON AVE

CURTIS AVE

BARTON

RIVER

MAXSON

0.5 MILES

OSBORN AVE

Several curves in the roadway create challenging sight distances and serve to reduce vehicle speeds. Near

Pedestrian amenities along Herbertsville Road are poor. Sidewalks are available along only a few properties which have been recently developed. Crosswalks are unmarked at nearly all intersections and lighting in this section is very sparse.

16

88

VET MEMORIAL DR

Vehicles entering Point Pleasant eastbound from NJ Route 70 often use Herbertsville Road to travel through the heavily residential area along the north side of the Borough. Frequent side streets meet the corridor at offset intersections, creating a disproportionately high number of T-intersections in very close proximity to one another. The Point Pleasant Senior Beehive senior center is located along Herbertsville Road at the western end of the Borough.

the eastern terminus, it abuts the commercial corridor along NJ Route 88 before encountering a skewed jughandle intersection immediately west of the NJ Route 88 lift bridge.

Straight Line Diagram - Herbertsville Road (CR549 Spur 1) – from Brick border (west) to NJ Route 88

Driveway Design Standards: To create a pedestrian friendly environment, driveway access design should maintain a continuous, level sidewalk across the driveway opening. Driveways designed as intersections should be avoided, as they segment the sidewalk network by using curbing and/or requiring curb ramps, prioritize vehicular movement, and allow higher speed turning movements.

30

Driveway cutting through sidewalk on Bridge Avenue

Preferred driveway design on NJ Route 88

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

Beaver Dam Road CR 630), facing south

BEAVER DAM ROAD (CR630) – FROM NJ ROUTE 88 TO BRICK BORDER (SOUTH) Beaver Dam Road is a key north/ south connection across the Borough.

Representing the only drawbridge connection to Brick Township at the south edge of the Borough, Beaver Dam Road carries approximately 9,800 AADT along a two-lane roadway section with speed limits of 30 to 40 mph and two signalized intersections.

There is a variable striped shoulder of five to seven feet.

Beaver Dam Road past the library and entrance to the high school/middle school complex. The corridor provides connections to small residential streets and neighborhoods, which would be difficult to reach via other major roadways in the Borough. About halfway from south to north, travelers along Beaver Dam Road encounter the busy signalized intersection Bridge Avenue (CR 632).

Vehicles departing NJ Route 88 from the north-central portion of the Borough travel southbound on

Pedestrian facilities along Beaver Dam Road are limited. Sidewalks north of Bridge Avenue create a pleasant 632

88 CHRISTOPHER RD

MILLER RD

PANTHER PATH

PULASKI DR

BERT AVE

DORSETT DOCK RD

BRIDGE

HOLLYWOOD RD

OAK TREE RD

DELLWOOD RD BENNETT AVE

BALLE LN CARDINAL DR

HARBOR DR

ORIOLE WAY

4 MILES

3.5 MILES

ANDERSON PL BEAVER DAM CT

MAHONEY DR

NORTH RD

TAYLOR AVE

ROGERS RD

KILKARE PKWY

FOSTER RD

EDGAR RD

AVE

RIVERA PKWY

CHRISTINE CT CHRISTINE CT

MIDDLE AVE GLENWOOD DR

WEST END DR

Straight Line Diagram Beaver Dam Road (CR630) – from NJ Route 88 to Brick border (south) to NJ Route 88

walking environment, but offer few opportunities to cross the roadway at marked crossings. This is particularly problematic at Panther Path which connects the school complex with the public library. Sidewalks south of Bridge Avenue have long gaps due to commercial driveways and residential properties developed with no sidewalk. There is no pedestrian-scale lighting along the corridor. Lighting is limited to fixtures mounted to utility poles at key intersections.

632

POINT PLEASANT BOROUGH EXISTING CONDITIONS

88

31

Arnold Avenue, facing north-east

LINCOLN AVE

E ON AV TRENT MORRIS AVE

PINE BLUFF AVE

LAWRENCE AVE

FRONT ST

CLARK LANDING DR

88

ARNOLD AVENUE (CR 633) – FROM NJ ROUTE 88 (OCEAN ROAD) TO POINT PLEASANT BEACH BORDER

0.5 MILES

UNITS IN MILES

71

RIVERWOOD PK

TRENTON AVE

MAPLE AVE

0

PHILADELPHIA AVE

88

0.7

Straight Line Diagram - Arnold Avenue (CR 633) – from NJ Route 88 Ocean Road to Point Pleasant Beach border

32

Arnold Avenue is a key connecting roadway between the northern Point Pleasant Canal crossing and NJ Route 35 leading to Point Pleasant Beach Borough. Approximately 5,000 AADT use the roadway as a shortcut across the northeast corner of Point Pleasant Borough and to access the residential neighborhoods along the corridor.

The 0.7-mile section is composed of two lanes and a constant speed limit of 35 mph. There is an approximately five-foot striped shoulder. The only signalized intersection along the corridor in the Borough is at NJ Route 88 (Ocean Road).

Arnold Avenue is a predominantly residential corridor.

It serves a relatively high volume of traffic compared to similar roadways in the Borough due to its connection

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

to Point Pleasant Beach. Pedestrian facilities along Arnold Road include a complete sidewalk network both northbound and southbound. There are no marked crossings of Arnold Avenue within the Borough. Side street intersections are generally not striped, and curb ramps are generally not ADA-compliant. The NJ Transit 317 bus makes one signed stop both northbound and southbound within the segment. There is no pedestrianscale lighting along the corridor.

Lighting is limited to utility pole mounted fixtures installed periodically along the southbound side of the corridor.

BAY AVENUE (CR 604)- FROM POINT PLEASANT BEACH BOROUGH BORDER TO METEDECONK RIVER Bay Avenue is a key north-south route at the eastern side of the Borough on the municipal border with Bay Head Borough. It is an alternative route to NJ Route 35 farther east, providing connections between Bridge Avenue and Point Pleasant Beach Borough.

The segment within Point Pleasant is 1.37 miles. Bay Avenue is two lanes throughout, with a 30 mph speed limit south of Park Avenue, and a 35 mph speed limit to the north. There is an approximately three-foot striped shoulder south of NJ Route 88, and a seven-foot striped shoulder north of NJ Route 88 that is used for on-street parking.

and southbound north of NJ Route 88 and a continuous sidewalk on the northbound side only between NJ Route 88 and Bridge Avenue. South of Bridge Avenue, there is sidewalk on both sides for one block to Howe Street, and no sidewalks south of

Bay Avenue is predominately residential, with the exception of commercial development at the intersections with NJ Route 88 and Bridge Avenue. The southern terminus of the roadway provides access to marina facilities.

Bay Avenue also provides access to the Bay Head NJ Transit rail station via Osborne Avenue.

Pedestrian facilities along Bay Avenue include a continuous sidewalk both northbound

Bay Avenue (CR 604) is a two-lane roadway with threefoot shoulder throughout most of its length within the Borough. A continuous northbound sidewalk is provided between Bridge Avenue and NJ Route 88. (Bay Avenue NB near Bridge Avenue, facing N) 10

13

12

69

88

ARNOLD

AVENUE

TRENTON

FORMAN

71

AVENUE

LAUREL AVE

Point Pleasant Boro

69

AVENUE

88

AVENUE

MANETTA DR

Bay Head Boro

1ST AVE

2

633

1.5 MILES

OSBORN AVE

CEDAR DR

EVERGREEN DR

PARK AVE

STREET

AVENUE

MEADOW AVE

LANE

13

AVENUE

1 MILE

71

ATLANTIC

NEW JERSEY

OLD FARM RD

BURNT TAVERN RD

FRANKLIN ST

SOUTH ST

HANCE PL

PARTRIDGE RUN

BRIDGE

HOWE

MOUNT PL

CANAL ST

HARBOUR

BEGIN DEAD END

0.5 MILES

Point Pleasant Beach Boro

Howe Street. There is no pedestrianscale lighting along the corridor.

Lighting is limited to fixtures mounted to utility poles sporadically along the corridor, predominantly at major intersections.

633

Point Pleasant Beach Boro

Straight Line Diagram - Bay Avenue (CR 604)- from Point Pleasant Beach Borough border to Metedeconk River

POINT PLEASANT BOROUGH EXISTING CONDITIONS

33

Signalized Intersections NJ ROUTE 88 AT BRIDGE AVENUE (CR 632) The busy intersection of NJ Route 88 and Bridge Avenue is the junction of Point Pleasant’s main arterials.

Located on the western edge of the Borough, the north-south (Bridge Avenue) and east-west (NJ Route 88) approaches of the intersection are the primary external links with the Borough from points west.

The northbound and southbound approaches of Bridge Avenue are both three lanes (left, thru, thru/right) with a raised concrete curb median, while the NJ Route 88 eastbound and westbound approaches are each two lanes (left and thru/right) with no median barrier. The intersection is at the western/northern end of the retail commercial corridors of NJ Route 88 and Bridge Avenue. Major generators in the vicinity of the intersection include a Walgreens pharmacy at the northeast corner, a commercial plaza with a grocery at the southwest corner, and a NJ Transit stop for the 317 bus along NJ Route 88 eastbound near the southeast corner. Numerous driveways and curb-cuts near the intersection for adjacent businesses contribute to significant turning movements and conflicts among motorized and non-motorized traffic.

One pedestrian and one bicycle crash occurred at the intersection during the crash analysis period.

Existing pedestrian facilities at the intersection are provided at all approaches except the southbound approach of the intersection. The westbound, northbound, and eastbound approaches of the intersection all have standard crosswalks and curb ramps that are ADA-compliant. The curb ramps are generally diagonal rather than perpendicular design and follow the curvature of the radii of the corners.

This has the disadvantage of directing pedestrians towards the center of the intersection rather than directly across the crosswalk with which the curb ramp is aligned. The issue is most pronounced at the northwest and northeast corners. The ramp at the southeast corner accesses crosswalks on both the northbound and westbound approaches of the intersections, but lacks the required 4-foot-by-4-foot clear space at the base of the curb ramp within the crosswalks for wheelchair maneuverability between crosswalks.

A drainage grate is located within the crosswalk of the eastbound approach of the intersection, but it is a bike-safe design and flush with the pavement, mitigating potential conflicts with wheelchairs, strollers, and pedestrians as much as possible in the grate’s current position.

The traffic signal lacks pedestrian signal heads and countdown timers at all approaches of the intersection.

Pedestrian push buttons are provided at each corner; however, not all are ADA-compatible. The buttons at the southeast and northwest corners are mounted within grass buffers and not within a 10-inch reach from the sidewalk.

Sidewalk connections to the intersection are provided at all corners except along NJ Route 88 west of the intersection. At the northwest corner, there is a sidewalk gap along NJ Route 88 westbound at the gas station property. Worn paths in this area indicate significant pedestrian traffic. At the southwest corner, there is a wide driveway opening to the grocery shopping plaza adjacent to the intersection along NJ Route 88 eastbound, and a second driveway opening slightly farther west.

Potential obstructions to sidewalk construction at this corner include a utility pole, signs, and a traffic signal utility cabinet.

There is no pedestrian-scale lighting along the corridor. At the intersection, utility pole mounted fixtures are located at the southwest and southeast corners only, directed along NJ Route 88 eastbound.

The pedestrian push button at the southeast corner is not accessible from the sidewalk (SE corner, facing E)

34

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

E 88

OUT NJ R

VE GE A BRID

NJ Route 88 at Bridge Ave

ADA-compliant curb ramps are provided at all corners. However, the diagonal design tends to direct users toward the center of the intersection, particularly at the NW corner. There is no marked crossing of the southern approach of the intersection. (NW corner, facing SE)

There are numerous driveways and curb cuts adjacent to the intersection, increasing the number of conflict points between turning vehicles and nonmotorized traffic. There is no sidewalk connection along NJ Route 88 WB to the NW corner, and a worn path indicates unmet pedestrian demand. (NW corner, facing W)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

35

NJ ROUTE 88 AT RIVER AVENUE The intersection of NJ Route 88 and River Avenue provides the first signalcontrolled crossing opportunity of NJ Route 88 for pedestrians east of Bridge Avenue, a distance of 0.73 miles. The eastbound and westbound approaches along NJ Route 88 are each two lanes – a left-turn lane and thru/right lane. The northbound and southbound approaches are both onelane. The intersection is along the NJ Route 88 retail commercial corridor, and trip generators in the immediate vicinity of the intersection include restaurants at the northwest and southeast corners. The intersection also provides a signal-controlled crossing of NJ Route 88 for residents on the north side of the Borough walking or biking to the Middle and High Schools, located about 0.25 miles from the intersection via River Avenue, as well as the McKennan Lake athletic fields one block east of River Avenue along NJ Route 88 eastbound.

One bicycle crash occurred at this intersection during the crash analysis period.

Existing pedestrian crossing facilities are provided at all approaches of the intersection, which each has standard crosswalks and curb ramps. All of the curb ramps are diagonal ramps, located near the apex of the corner.

The northeast corner curb ramp is not

ADA-compliant, as it lacks a detectable warning surface. A manhole is located within the ramp, which may prevent this treatment from being installed.

The other three curb ramps are ADAcompliant; however, the ramps at the southeast and southwest corners are covered with debris. The ramps at the northwest, southwest, and southeast corners all lack the required 4-foot-by4-foot clear space at the base of the curb ramp within the crosswalks for wheelchair maneuverability between crosswalks. Crossing enhancements include school crossing signs at the eastbound and westbound approaches.

The traffic signal provides pedestrian signal heads and countdown timers with pedestrian push buttons at the eastbound approach of the intersection only for the crossing of NJ Route 88. The push button at the southwest corner is not accessible from a concrete pad. The countdown timer indicates a pedestrian change interval of 13 seconds. Based on the MUTCD guidance of a pedestrian walking speed of 3.5 feet per second, this is sufficient pedestrian clearance time for the approximately 40foot crossing distance. All other approaches of the intersection lack dedicated pedestrian signals.

Sidewalk connections are only provided at the northeast corner; however, this existing sidewalk segment terminates at the next property both north and east of the intersection. A worn path along NJ Route 88 westbound indicates significant unmet pedestrian demand. All the other corners lack sidewalk connectivity. At each of these corners, access to the curb ramps is obstructed by landscaping, and very wide driveway access create numerous conflict points between turning vehicles and other vehicles and pedestrians. Utility and signal poles at the northwest and southwest corners are potential constraints to sidewalk construction.

There is no pedestrian-scale lighting along the corridor. At the intersection, a utility pole mounted fixture is provided at the southwest corner.

This likely provides sufficient lighting for the crossing of the eastbound approach of the intersection where existing pedestrian facilities are most complete. However, it would likely provide limited lighting at the other crossings, particularly at the northeast corner.

Pedestrian signal heads with countdown timers are provided at the eastbound approach of the intersection. There is no sidewalk connection to the crossing and debris covers the ADA-compliant curb ramp. (SW corner, facing N)

36

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

E

UTE NJ RO

88

MAP LE

WOO D

RD

RIVER AV

BARTON A VE

NJ Route 88 at River Ave

MCKENNAN LAKE PARK

A worn path at a sidewalk gap along NJ Route 88 WB east of the intersection indicates unmet pedestrian demand. (near NE corner, facing E)

Three of the four corners have ADA-compliant curb ramps. However, all have obstructions and lack sidewalk connectivity. (SE corner, facing NW)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

37

NJ ROUTE 88 AT BEAVER DAM ROAD/HERBERTSVILLE ROAD (CR 630/CR 549) The intersection of NJ Route 88 and Beaver Dam Road/Herbertsville Road is at the western approach to the NJ Route 88 bridge over the Point Pleasant Canal. As such, it is a major intersection for vehicular traffic in Point Pleasant. Along NJ Route 88, the eastbound approach is two lanes (left/thru, thru/right) while the westbound approach is three lanes (thru, thru, right). A jug-handle west of the intersection is provided for vehicles traveling from NJ Route 88 westbound to Beaver Dam Road southbound. Along Beaver Dam Road, the northbound approach is two lanes (left/thru, right), while the southbound approach along Herbertsville Road is also two lanes (left/thru, thru/ right). The intersection is located at the eastern end of the NJ Route 88 retail commercial corridor. There are few trip generators in the immediate vicinity, but the intersection is an important link for pedestrians, bicyclists, and motorists seeking to travel to/from Shore destinations, the retail commercial corridor, or the library and Middle and High Schools via Beaver Dam Road. Two bicycle crashes occurred at this intersection during the crash analysis period.

Several pedestrians and bicyclists were observed during the field visit.

The intersection alignment contributes to conflicts among through and turn movements, confusion among users of all travel modes, constrains intersection throughput, and creates queuing during periods of peak demand. This condition creates diminished mobility and safety for bicyclists and pedestrians.

This leads to avoidance behaviors by bicyclists and pedestrians in an effort to increase perceived safety. During the field visit, for example, bicyclists were typically observed riding on the sidewalk, often while riding against traffic. Midblock crossing was also observed just west of the intersection,

38

particularly by bicyclists, as eastbound bicyclists sought to cross to the westbound sidewalk at an opportune break in the traffic rather than crossing at the signal.

Existing pedestrian crossing facilities are provided at all approaches of the intersection, each of which has standard crosswalks and curb ramps.

The curb ramps are all generally ADA-compliant except the southwest corner, where the detectable warning surface has been torn off. The ramp at the northeast corner for the crossing of the southbound approach of the intersection follows the radius of the curbing, causing it to direct pedestrians towards the middle of the intersection rather than directly into the crosswalk. The crossing of the jughandle along NJ Route 88 eastbound has ADA-compliant curb ramps, but lacks crosswalk striping.

The traffic signal provides pedestrian signal heads and countdown timers with pedestrian push buttons at all approaches of the intersection.

The countdown timer indicates a pedestrian change interval of 15 seconds for the NJ Route 88 crossing, and 22 seconds for the Herbertsville Road and Beaver Dam Road crossings.

Based on the MUTCD guidance of a pedestrian walking speed of 3.5 feet per second and assuming an additional buffer interval of 3 seconds is provided in the signal timing (per MUTCD), this is a sufficient pedestrian clearance time for the approximately 83-foot crossings of Herbertsville Road and Beaver Dam Road. However, it is an insufficient clearance time for the approximately 80-foot crossing distances of NJ Route 88.

Sidewalk connections are provided at all approaches of the intersection, except at the northwest corner, where there is no sidewalk along the Herbertsville Road southbound approach.

The sidewalk along Herbertsville Road northbound terminates approximately 100 feet north of the intersection, and a worn path along the curb indicates significant unmet pedestrian demand.

There is no pedestrian-scale lighting along the corridor. At the intersection, traffic signal pole mounted fixtures are provided at the northeast, southeast, and southwest corners to illuminate the crossings.

The intersection alignment, heavy volume traffic, and wide cross section creates difficult crossings for bicyclists and pedestrians. (NJ Route 88 EB, facing E)

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

NJ ROUTE 88

LE

RD

NJ ROUTE 88 BRIDGE

RD DAM

MCKENNAN LAKE PARK

HERBERT SVIL

VER BEA

NJ Route 88 at Beaver Dam Road/ Herbertsville road

The existing alignment and traffic conditions lead to avoidance behaviors such as riding on the sidewalk, which was commonly observed at the intersection.

Pedestrian signal heads with countdown timers and accessible push buttons are provided at all crossings. The detectable warning surface has been removed at the SW corner. (SW corner, facing N)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

39

NJ ROUTE 88 AT ARNOLD AVENUE (CR 635)/JOHNSON AVENUE The intersection of NJ Route 88 and Arnold Avenue (CR 635) is at the eastern approach to the NJ Route 88 bridge over the Point Pleasant Canal.

Along NJ Route 88, the eastbound and westbound approaches are two lanes (left, thru/right; and left/thru, right, respectively). The southbound approach of Arnold Avenue is two lanes, with a combined left/thru lane and a channelized right-turn only lane. The northbound approach of the intersection along Johnson Avenue is one-way southbound, away from the intersection. Other than a Dunkin’ Donuts at the northeast corner, there are few trip generators in the immediate vicinity. However, given its location at the foot of the bridge, the intersection is an important link for pedestrians, bicyclists, and motorists seeking to travel to/from destinations on the Shore and the west side of the Canal. The intersection is also less than 0.1 miles from the Ocean Road Elementary School. Several pedestrians and bicyclists were observed during the field visit. The majority of bicyclists typically rode on the sidewalks. Three bicycle crashes occurred at this intersection during the crash analysis period.

Existing pedestrian crossing facilities are provided at all approaches of the intersection, each of which has standard crosswalks and curb ramps.

The crosswalk at the westbound approach of the intersection is slightly skewed, extending the crossing distance. The stop bar for the southbound approach is within four feet of the crosswalk, closer than recommended by the MUTCD. The curb ramps are all generally ADAcompliant except at the crossing of the channelized right-turn, whose curb ramps lack detectable warning surfaces.

The channelized rightturn island is large and used as a pedestrian refuge island. However, the large turning radius provided by the right-turn island encourages high speed turns from Arnold Avenue to NJ Route 88 westbound. Crossing enhancements include school crossing signs at the eastbound and westbound approaches.

The traffic signal provides pedestrian signal heads and countdown timers with pedestrian push buttons at all approaches of the intersection, except the channelized right-turn, which is not stop or yield controlled.

The countdown timer indicates a pedestrian change interval of 13 seconds for the NJ Route 88 crossing.

Based on the MUTCD guidance of a pedestrian walking speed of 3.5 feet per second and assuming an additional buffer interval of 3 seconds is provided in the signal timing (per MUTCD), this is sufficient pedestrian clearance time for the approximately 56-foot crossing of eastbound approach of the intersection, but insufficient for the westbound approach, whose crosswalk skew extends the crossing to approximately 64 feet.

Sidewalk connections are provided at all approaches of the intersection.

The area sidewalk network is generally complete, except along Johnson Avenue, whose sidewalk ends approximately 200 feet south of the intersection.

There is no pedestrian-scale lighting along the corridor. At the intersection, utility pole mounted fixtures are provided only at the southwest corner and channelized right-turn.

Pedestrian signal heads with countdown timers are provided at all crossings.

(NE corner, facing S)

40

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

AV E OL D

BEN

EDIC T

ST

AR N N

U J RO

8 TE 8

JOHNSON A VE

NJ Route 88 at Beaver Arnold Avenue/ Johnson Avenue

OCEAN ROAD ELEMENTARY SCHOOL

Existing pedestrian refuge island facilitates pedestrian crossings.

The curb ramps for the crossing of the channelized right-turn are not ADA-compliant, as they lack detectable warning surfaces. (rightturn island, facing NW)

The stop bar at the southbound approach of the intersection is located close to the crosswalk. (right-turn island, facing E)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

41

NJ ROUTE 88 AT BAY AVENUE (CR 604) The intersection of NJ Route 88 and Bay Avenue (CR 604) is located at the eastern end of the Borough just west of NJ 35. All four approaches are two lanes with a left-turn lane and thru/right lane. Trip generators at the intersection include a 7-11 at the northwestern corner and a Family Dollar at the northeast corner. The intersection is also along a main route to/from Shore attractors. One bicycle crash occurred at this intersection during the crash analysis period.

Existing pedestrian crossing facilities are provided at all approaches of the intersection, each of which has standard crosswalks and ADAcompliant curb ramps. All the curb ramps are diagonal curb ramps

positioned at the apex of the corner, and the crosswalk striping provides an adequate clear space at the base of the ramp.

The traffic signal provides pedestrian signal heads and countdown timers with pedestrian push buttons at all approaches of the intersection.

The countdown timer indicates a pedestrian change interval of 13 seconds for the NJ Route 88 crossing.

Based on the MUTCD guidance of a pedestrian walking speed of 3.5 feet per second and assuming an additional buffer interval of 3 seconds is provided in the signal timing (per MUTCD), this is sufficient pedestrian clearance time for the approximately 50-foot crossing of NJ Route 88.

Sidewalk riding along both NJ Route 88 and Bay Avenue was observed during the field visit. (SW corner, facing E)

42

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

Sidewalk connections are provided at all approaches of the intersection.

The area sidewalk network is generally complete, except along Bay Avenue southbound, whose sidewalk ends approximately 80 feet south of the intersection.

There is no pedestrian-scale lighting along the corridor. At the intersection, traffic signal pole mounted fixtures are provided at the southwest and northeast corners to illuminate the crossings.

Intersection was recently upgraded with new pedestrian signal heads and ADA-compliant curb ramps.

NJ R OUT

TYLE

R ST

BAY AVE

AN ROAD MENTARY HOOL

AVE

NJ Route 88 at Bay Avenue

E 88

BEN

EDIC T

ST

1ST

Pedestrian signal heads with countdown timers and ADA-compliant curb ramps are provided at all approaches of the intersection. (west of NW corner, facing E)

Sidewalk along Bay Avenue southbound terminates just south of the intersection (SW corner, facing S)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

43

BRIDGE AVENUE (NJ 13) AT BAY AVENUE (CR 604) The intersection of Bridge Avenue and Bay Avenue (CR 604) is located at the eastern end of the Borough on the municipal border with Bay Head. It is the first intersection east of the Lovelandtown Bridge over the Canal, approximately 0.25 miles from the westbound approach. Within this segment of Bridge Avenue, the roadway is classified as NJ 13 and maintained by NJDOT. The westbound and eastbound approaches on Bridge Avenue are each three lanes (left, thru, thru/right). The eastbound approach has a raised concrete curb median. The southbound approach of Bay Avenue is two lanes (left/thru, right), while the northbound approach is one lane.

Trip generators in the vicinity include restaurants and a seafood market at the northwest corner, and a small commercial plaza at the southeast corner with a convenience store/small grocer. As the first intersection east of the bridge, it is also an important node for pedestrian, bicycle, and vehicular traffic to/from Point Pleasant and points along the Shore, such as the beaches in Bay Head. There were no bicycle or pedestrian crashes at the intersection during the crash analysis period.

Several pedestrians and bicyclists were observed during the field visit, predominately traveling along Bridge

Avenue eastbound and westbound through the intersection, with some additional activity turning to/from Bay Avenue. Bicyclists were typically observed riding on the sidewalk.

Additionally, several bicyclists and pedestrians were observed crossing Bridge Avenue midblock approximately 600 feet west of the intersection. This location has a worn path on both sides of the roadway indicating frequent pedestrian activity. The path south of the Bridge Avenue connects to a park and residential area, while the path to the north connects to Partridge Run and residential areas. This crossing area between the paths is across the fourlane cross section of Bridge Avenue, with limited visibility due to the curvature of the roadway coming off the bridge and high vehicular speeds.

Existing pedestrian crossing facilities are provided at all approaches of the intersection, each of which has standard crosswalks and curb ramps.

The crosswalk striping is worn at the northwest corner. The crosswalks at each approach are slightly skewed.

The skew is most dramatic at the eastbound approach, where the crossing is extended to approximately 100 feet from a 75-foot roadway width. The existing curbed median is a barrier to straightening the crossing.

The curb ramps at the northeast, southeast, and southwest corners are not ADA-compliant, as they lack a detectable warning surface. Each of the curb ramps is a diagonal ramp positioned near the apex of the corner, providing access to two crossings. The crosswalk at the northeast corner, however, lacks a 4-foot-by-4-foot clear zone within the crosswalk at the base of the curb ramp to allow wheelchair maneuverability between the two crosswalks.

The traffic signal provides pedestrian signal heads with no countdown timers for the crossings of Bay Avenue.

There are no pedestrian signal heads for the crossings of Bridge Avenue.

Pedestrian push buttons are provided at each corner.

Sidewalk connections are provided at all approaches of the intersection.

The area sidewalk network is generally complete, except along Bay Avenue southbound, which has no sidewalk north of the intersection.

There is no pedestrian-scale lighting along the corridor. At the intersection, signal pole mounted fixtures are provided at the southwest and northeast corners to illuminate the crossings.

There is no sidewalk connection along Bay Avenue southbound at the NW corner. (NW corner, facing S)

44

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

S PARK

AVE

UN PARTRIDGE R

BR I DG E

HOW

E ST

AVE

BAY AVE

Bridge Avenue at Bay Avenue

Skew of the crosswalk alignment creates a very long crossing of Bridge Avenue for pedestrians.

The curb ramp lacks a detectable warning surface and is not ADAcompliant. (SW corner, facing N)

Crosswalk striping at the NW corner is well-worn.

(NW corner, facing E)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

45

BRIDGE AVENUE (CR 632) AT COMMUNITY PARK/BOROUGH HALL This location is a pedestrian-activated traffic signal for a midblock crossing of Bridge Avenue. The approaches along Bridge Avenue are both a single lane with a striped shoulder. It is the first stop-controlled crossing opportunity for pedestrians west of the Lovelandtown Bridge over the Point Pleasant Canal, approximately 0.5 miles to the east. The mid-block crossing links several major pedestrian trip generators, including the Borough offices, post office, Community Park, and a bank. Several pedestrians were observed in the area and motorists quickly stopped when the traffic signal was activated during the site visit.

There were no bicycle or pedestrian crashes at the intersection during the crash analysis period.

The existing pedestrian crossing includes a 10-foot wide brick crosswalk. While it has aesthetic value, brick is generally poorly visible to motorists compared to other striping options due to the low color contrast

between the brick and roadway surface. Wide curb ramps provide access to the crosswalk; however, they are not ADA-compliant as they lack a detectable warning surface.

The vehicle stop bars for the traffic signal are positioned well ahead of the crosswalk, providing a comfortable 20-foot buffer for pedestrians at the eastbound approach and wider, approximately 40-foot buffer at the westbound approach, due to the proximity of a driveway entrance to the Borough offices. The crossing is further enhanced with advance pedestrian crossing warning signs approximately 200 feet before the crossing and pedestrian crossing signs adjacent to the crossing.

The traffic signal provides pedestrian signal heads with countdown timers and pedestrian push buttons with an audible chirp to indicate they have been activated. Pedestrian delay for the signal to activate the walk phase was less than ten seconds during

Signalized midblock crossing connects the Community Park, Borough offices, post office, and surrounding businesses.

Pedestrian crossing signage and advance stop bars enhance the crosswalk visibility.

(Bridge Avenue EB, facing NW)

46

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

the site visit. The countdown timer indicates a pedestrian change interval of 25 seconds. Based on the MUTCD guidance of a pedestrian walking speed of 3.5 feet per second and assuming an additional buffer interval of 3 seconds is provided in the signal timing (per MUTCD), this provides ample pedestrian clearance time for the approximately 44-foot crossing.

Sidewalk connections are generally complete. There is a full sidewalk network along Bridge Avenue in the vicinity of the intersection, which is approximately 4 feet wide with an additional 3-foot brick buffer or furnishings zone between the pedestrian throughway zone and the curb.

There is no pedestrian-scale lighting along the corridor. There is no direct lighting at the crossing. The nearest utility pole mounted fixture is approximately 60 feet east of the crossing along the eastbound side.

Bridge Avenue at Community Park/ Borough Hall

BOROUGH HALL

BRIDGE AVE

POINT PLEASANT COMMUNITY PARK

Wide crosswalk has pedestrian signal heads and countdown timers.

Brick treatment reduces crosswalk visibility to motorists. Curb ramps lack detectable warning surfaces and are not ADA-compliant. (Bridge Avenue EB, facing N)

Signalized midblock crossing connects the Community Park, Borough offices, post office, and Streetscape Bridge surrounding along businesses.

Avenue near the crossing Pedestrian crossing includes pedestrian signage and advanced amenities such as street stop bars enhance the trees, benches, and crosswalk visibility. (NJ buffer the Route zone 88 EB,between facing NW) sidewalk and roadway. (E of crossing, facing W)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

47

BRIDGE AVENUE (CR 632) AT BEAVER DAM ROAD (CR 630) At the intersection of Bridge Avenue and Beaver Dam Road (CR 630), the eastbound and westbound approaches of Bridge Avenue and the southbound approach of Beaver Dam Road are each two lanes (left and thru/ right). The northbound approach of Beaver Dam Road is three lanes (left, thru, right). The intersection is located near several pedestrian trip generators. It is within the Bridge Avenue retail commercial corridor, including several food establishments and retail in the immediate vicinity of the intersection. The Point Pleasant Community Park is located at the southeast corner. The intersection is also the crossing of major north/ south and east/west routes, providing an important link to more distant trip generators. There were no bicycle or pedestrian crashes at the intersection during the crash analysis period.

Existing pedestrian crossing facilities are provided at all approaches of the intersection, each of which has highvisibility crosswalks with continental striping and curb ramps. The curb ramps are not ADA-compliant, as they lack a detectable warning surface.

Each of the curb ramps is a diagonal ramp positioned near the apex of the corner, providing access to two crossings.

The traffic signal provides pedestrian signal heads with countdown timers and push buttons at each crossing. The pedestrian signal head at the northeast corner is twisted out of position and not properly aligned with the Bridge Avenue crossing. The countdown timers indicate a pedestrian change interval of 24 seconds for the crossing of Bridge Avenue. Based on the MUTCD guidance of a pedestrian

walking speed of 3.5 feet per second and assuming an additional buffer interval of 3 seconds is provided in the signal timing (per MUTCD), this provides sufficient pedestrian clearance time for the approximately 70-foot crossing.

Sidewalk connections are provided at all approaches of the intersection.

The area sidewalk network is generally complete.

However, uncontrolled driveway access along the properties at the southwest and northeast corners creates conflicts between turning vehicles, pedestrians, and other vehicles.

There is no pedestrian-scale lighting along the corridor. At the intersection, traffic signal pole mounted fixtures are provided at the southwest and northeast corners to illuminate the crossings.

Street trees along Bridge Avenue improve the pedestrian environment; however, new growth occasionally narrows the effective sidewalk width for pedestrians and shoulder width for bicyclists. (NW corner, facing W)

48

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

M RD

BR

IDG

E AV

E

BEAV ER D A

Bridge Avenue at Beaver Dam Road

POINT PLEASANT COMMUNITY PARK

Wide driveways and minimal access control near the intersection, typical of Bridge Avenue, create many conflict points between turning vehicles and bicyclists and pedestrians. (SW corner, facing W)

Continental striping improves crosswalk visibility. Curb ramps lack detectable warning surfaces and are not ADAcompliant. (NE corner, facing S)

POINT PLEASANT BOROUGH EXISTING CONDITIONS

49

BRIDGE AVENUE (CR 632) AT RIVER AVENUE River Avenue is the only street that traverses the entire Borough from north to south, providing significant mobility and connectivity to Borough residents and a lower speed alternative to the heavily traveled major streets.

At the intersection of Bridge Avenue and River Avenue, all of the approaches are one lane. The intersection is located within the Bridge Avenue retail commercial corridor, and there are several food establishments and retail in the immediate vicinity of the intersection. The intersection may also be a major node and crossing point on routes to the Middle and High Schools for residents living south of Bridge Avenue. The schools are approximately 0.50 miles north of the intersection via River Avenue. There were no bicycle or pedestrian crashes at the intersection during the crash analysis period.

Existing pedestrian crossing facilities are provided at all approaches of the intersection, each of which has high-visibility crosswalks with continental striping. The southeast

corner has a curb ramp; however, it is not ADA-compliant due to lack of a detectable warning surface. The southwest corner does not have an existing curb ramp. The northeast and northwest corners lack a curbed delineation between the roadway and pedestrian realm or private properties. At the northeast corner, there is open driveway access along both River Avenue and Bridge Avenue.

At the northwest corner, there is open access along River Avenue. Crossing enhancements include school crossing signs at the eastbound and westbound approaches.

The traffic signal provides pedestrian signal heads with countdown timers and push buttons at each crossing.

The countdown timers indicate a pedestrian change interval of 15 seconds for the crossing of Bridge Avenue.

Based on the MUTCD guidance of a pedestrian walking speed of 3.5 feet per second and assuming an additional buffer interval of 3 seconds is provided in the signal timing (per MUTCD), this provides

sufficient pedestrian clearance time for the approximately 40-foot crossing. The push buttons at the northwest and southwest corners are not ADA-compatible, as they are not accessible from the sidewalk surface.

They are located within a gravel area and grass buffer, respectively, and not within a 10-inch reach from the sidewalk area.

Sidewalk connections are generally complete along Bridge Avenue. The westbound approach to the northeast corner lacks a defined pedestrian area, as the entire length of the property is open driveway access.

River Avenue lacks sidewalk connections at all corners except the southwest corner. However, the sidewalk along River Road southbound terminates approximately 100 feet south of the intersection.

There is no pedestrian-scale lighting along the corridor. At the intersection, a utility pole mounted fixture is provided at the southwest corner only.

No sidewalk, wide driveway, and minimal access control near the intersection, typical of Bridge Avenue, create many conflict points between turning vehicles and bicyclists and pedestrians. (NE corner, facing E)

50

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

AVE

R AV RIVE

AVE

E

BR I DGE

BART ON

Bridge Avenue at River Avenue

Pedestrian signal heads with countdown timers are provided at all crossings.

However, the pedestrian push buttons at the NW and SW corners are not accessible from the sidewalk. The crosswalk striping in the WB lane is heavily worn. (NW corner, facing S)

Continental striping and school crossing signage enhance crosswalk visibility. NE corner lacks curbing or delineation between roadway and pedestrian realm. (NE corner, facing W).

POINT PLEASANT BOROUGH EXISTING CONDITIONS

51

BRIDGE AVENUE (CR 632) AT NORTHSTREAM PARKWAY At the intersection of Bridge Avenue and Northstream Parkway (CR 630), the eastbound and westbound approaches of Bridge Avenue are two lanes (left, thru/right). The Northstream Parkway approaches are one lane. The intersection is located within the Bridge Avenue retail commercial corridor, and there are several food or retail establishments in the immediate vicinity of the intersection. There was one bicycle crash at the intersection during the crash analysis period.

Existing pedestrian crossing facilities are provided at all approaches of the intersection, each of which has highvisibility crosswalks with continental striping. Curb ramps are provided at all corners except the southeast corner. The existing curb ramps are not ADA-compliant because they

lack a detectable warning surface. A manhole cover is located within the curb ramp at the northeast corner, which may prevent a detectable warning surface from being installed.

The traffic signal provides pedestrian signal heads with countdown timers and push buttons at each crossing.

The countdown timers indicate a pedestrian change interval of 15 seconds for the crossing of Bridge Avenue.

Based on the MUTCD guidance of a pedestrian walking speed of 3.5 feet per second and assuming an additional buffer interval of 3 seconds is provided in the signal timing (per MUTCD), this provides sufficient pedestrian clearance time for the approximately 54-foot crossing. The push button at the southeast corner is not ADA-compliant, as it is not easily

There is no sidewalk connection along Bridge Avenue EB to the SE corner, and a worn path indicates unmet pedestrian demand. (SE corner, facing E)

52

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

accessible due to lack of curb ramp and sidewalk.

Sidewalk connections are incomplete at the intersection. Along Bridge Avenue, there is no defined sidewalk west of the intersection at the northwest corner due to open driveway access along the length of the adjacent property. There is also no sidewalk at the property east of the southeast corner; a worn path indicates significant pedestrian activity. Along Northstream Parkway, there are sidewalk connections at the northeast and southwest corners.

However, there is not a continuous sidewalk network along Northstream Parkway. There is no pedestrian-scale lighting along the corridor. At the intersection, a utility pole mounted fixture is provided at the southeast corner only.

SLEE

PY H O

LLOW

RD

Y HSTR EAM P KW NORT

DLE RD TREEN EE

SB AN

KR

D

BRI DG EA VE

MO O

Bridge Avenue at Northstream Parkway

Curb ramps are not ADAcompliant due to lack of detectable warning surfaces. A manhole cover within the curb ramp may prevent this improvement at the NE corner. (NE corner, facing W)

There is no sidewalk connection at the SE corner, either along Bridge Avenue or Northstream Parkway, making the pedestrian push button inaccessible.

POINT PLEASANT BOROUGH EXISTING CONDITIONS

53

BEAVER DAM ROAD POINT PLEASANT BORO

Bicycle Facilities Bicycle facilities and infrastructure were inventoried in the Borough. Paved multi-use trails exist within the Community Park, where bicycles can ride unimpeded by vehicle traffic. Elsewhere, bicycle flows are combined either with vehicle flows on roadways or with pedestrian flows on sidewalks. Bicycle parking facilities exist at some major destinations such as schools and parks. Outdated infrastructure such as drainage grates sometimes impede bicycle travel in the Borough. Bicyclists in Point Pleasant commonly exhibit avoidance behaviors that affect bicycle use and safety, particularly for a large population of minors.

Avoidance behaviors include sidewalk riding, wrong way riding, left-turn avoidance, midblock crossings, and seeking the shortest path, all of which are a reaction to existing conditions and facilities and an attempt to increase their perceived safety.

BICYCLE COMPATIBILITY OF ROADWAYS A bicycle compatible roadway is intended to reduce conflicts and provide a comfortable environment for all roadway users. The NJDOT criteria for bicycle compatibility include roadway and shoulder width, posted speed limit, roadway usage and type, and area type, as indicated in Table 3.1.

The intention is that bicyclists ride on the roads, sharing the available capacity with vehicles and other roadway users.

The project team assessed major roadways and other key roadways in Point Pleasant for bicycle compatibility using a variety of data sources, including base mapping, GIS data files, NJDOT Straight Line Diagrams, and traffic data from both NJDOT and bicycle counts. The team also conducted field evaluations on at least three occasions to take measurements and verify the various roadway features, character, parameters, and user behavior. A hierarchical assessment was undertaken to assess bicycle compatibility of roadways in the Borough, shown in Figure 3.3.

Primary Roadways – state and county roadways, including portions of Route 88, Bridge Avenue, Beaver Dam Road, Arnold Avenue, and Herbertsville Road.

Many primary streets are bicycle compatible, but are very wide and lack appropriate lane and shoulder striping. Busy commercial areas with numerous driveways and frequent vehicle conflict areas discourage bicycle activity along major roadways.

Only the high-speed portion of Bridge Avenue at the western edge of the Borough is deemed incompatible based on NJDOT criteria. The two bridges over the Point Pleasant Canal, which feature four-lane cross sections with no shoulders, are considered bicycle compatible based on the NJDOT criteria and have been

observed with bicycle activity; however, it may not be recommended as appropriate for most bicyclists due to the high traffic volumes and multi-lane cross section with no dedicated bicycle facility. See page 60 for a more detailed assessment of the bridges.

Secondary Streets – county or municipal streets that provide access to key bicycle and pedestrian generators or support local and regional mobility within the Borough, including River Avenue, Dorsett Dock Road, River Road, Northstream Parkway, Burnt Tavern Road, Curtis Avenue, and Bay Avenue. Nearly all secondary streets are compatible, but many are very wide and lack appropriate lane and shoulder striping.

Recreational connections – roadways or other passable bicycle thoroughfares that provide access to the Borough’s community parks, marinas, and beaches.

While dedicated bikeway connections exist exclusively in the Community Park, there are many residential streets with low vehicle volumes and speeds that are a critical component of the Point Pleasant bicycle network. These local streets provide connections for cyclists to major destinations, such as schools, parks, and other civic centers.

External connections – facilities that connect Point Pleasant to neighboring municipalities. While there are only a few roadway connections to adjacent municipalities, they are mostly bicycle compatible. NJ Route 88 (Ocean Road), Arnold Avenue, and Bridge Avenue are highly traveled bicycle corridors connecting the Borough with the beaches and other attractions in Point Pleasant Beach and Bay Head. Herbertsville Road and River Road provide connections to points west in Brick Township.

Although identified as bicycle compatible based on the NJDOT criteria, many of these roadways are very wide and lack the appropriate striping or signing to accommodate bicycling activity. Therefore, the network represented in Figure 3.3 represents the starting point for identifying the priority bicycle routes in the Borough. The next step will be to identify candidates for re-striping with shoulders, bike lanes, or shared-lane markings, and prioritize the improvements so as to develop a complete bicycle compatible network for Point Pleasant Borough.

POINT PLEASANT BOROUGH EXISTING CONDITIONS

55

TABLE 3.1- MINIMUM CONDITIONS FOR BICYCLE COMPATIBILIT Y

AADT up to 2,000 Posted Speed Limit

Urban w Parking

Urban w/o Parking

Rural

Up to 30 mph

12 ft – shared lane

11 ft – shared lane

10 ft – shared lane

31 – 40 mph

14 ft – shared lane

14 ft – shared lane

12 ft – shared lane

41 – 50 mph

15 ft – shared lane

15 ft – shared lane

3 ft – shoulder

Greater than 50 mph

Not Compatible

4 ft – shoulder

4 ft – shoulder

Posted Speed Limit

Urban w Parking

Urban w/o Parking

Rural

Up to 30 mph

14 ft – shared lane

12 ft – shared lane

12 ft – shared lane

31 – 40 mph

14 ft – shared lane

14 ft – shared lane

3 ft – shoulder

41 – 50 mph

15 ft – shared lane

15 ft – shared lane

4 ft – shoulder

Greater than 50 mph

Not Compatible

6 ft – shoulder

6 ft – shoulder

AADT 2,001-10,000

ADT 10,000 or Trucks over 5% Posted Speed Limit

Urban w Parking

Urban w/o Parking

Rural

Up to 30 mph

14 ft – shared lane

14 ft – shared lane

14 ft – shared lane

31 – 40 mph

14 ft – shared lane

4 ft – shoulder

4 ft – shoulder

41 – 50 mph

15 ft – shared lane

6 ft – shoulder

6 ft – shoulder

Greater than 50 mph

Not Compatible

6 ft – shoulder

6 ft – shoulder

Source: Bicycle Compatible Roadways and Bikeways, 1996, NJDOT

56

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

ARNOLD AVE

RIV ER

RO

D

A

HE RB ER

TS V

ILL E

35

RO AD

BU

TL E

RIVIERA

HIL

ROA D

BAY AVE

L IT

RN

BEAV ER DA M RO AD

RIVE R AV ENU E

NOR THS T R E A M PA RKWA Y

88

RN TT AV E

88

PK W Y

LR D

35 0.25 miles

FIGURE 3.3 | BICYCLE IMPROVEMENTS ELIGIBILITY MAP POINT PLEASANT BOROUGH

0.5 miles

Bike Path or Re-striping Eligible Sharrow Eligible Not Bicycle Compatible NJ Transit Station

BIKE PARKING Providing adequate, secure bicycle parking is an important measure to accommodate and encourage cycling as an alternative travel mode. Proper parking facilities increase the convenience of cycling for commuting, utilitarian, or recreational purposes while also decreasing the threat of theft. Parking should be conveniently located, well lit, easily visible for bicyclists arriving at a destination, and, where appropriate, covered or sheltered to provide protection from extreme weather. There are a variety of bicycle parking racks available. Based on guidelines from the Association of Pedestrian and Bicycle Professionals (APBP), a bicycle rack should meet the following requirements: Support the bicycle upright by its frame in two locations Prevent the wheel of the bicycle from tipping over

Enable the frame and one or both wheels to be secured Support bicycles without a diamond shaped frame and horizontal top tube (e.g. step-through frames) Allow both front-in and back-in parking with a U-lock through the frame and front or rear wheel Resist the cutting or detaching of any rack element with hand tools Older style racks, such as the “comb”/“schoolyard” and “toast,” illustrated in Figure 3.4, are not recommended because they do not properly support the bicycle frame, generally do not facilitate locking of the frame to the rack, and frequently cause interference between the handlebars of adjacent bikes when the rack is near capacity.

Similarly, the “wave” style rack, common in many newer developments and public areas, is not recommended because it provides limited capacity, bikes are frequently parked incorrectly, and the rack does not support the

TABLE 3.2- BICYCLE RACK LOCATIONS IN POINT PLEASANT BOROUGH Rack Type

Number

Approx. Max. Capacity

Condition

High School

comb

10

180

variable

Middle School

comb

12

220

fair/poor

comb

4

72

fair

wave comb wave

3 1 1

21 18 7

fair fair good

Rec Center

comb

1

20

poor

Riverfront Park

wave

3

21

good

Riverfront Park

comb

1

17

poor

Community Park

wave

1

21

good

McKennan Lake Field

comb

1

17

poor

inverted-U

5

10

fair

comb comb wave

1 1 1

5 7 9

fair fair good

Location

Notes

Public Facilities

Nellie F. Bennett Elementary School Ocean Road Elementary Library Rec Center

NJ Transit Bay Head Station Businesses Bank of America Pizza Express Quick Chek

58

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

several abandoned locks; some racks appear new spacing between opposing racks limits effective capacity; numerous abandoned locks

position against fence limits effective capacity position against fence limits effective capacity position against fence limits effective capacity

frame adequately or facilitate proper locking of the frame.

Recommended racks include the “inverted U”, “A”, and “post and loop.” Bike racks should also be properly spaced to allow easy, independent access to each bike.

In Point Pleasant, bike racks exist in large capacity at each of the four schools. Lower capacity facilities are provided in parks, at the library, and at a few other locations throughout the Borough. In general, bicycle parking is provided via aging racks in various states of repair and appeal. At some locations, bicycle chains and chained bikes were observed in areas with no bicycle parking, indicating a demand for additional facilities. This was particularly prevalent around schools. The location of bicycle parking facilities identified by the project team during field observations are shown in Figure 3.5 and listed in Table 3.2.

DRAINAGE GRATE ISSUES One common hazard and deterrent to bicycle travel is infrastructure that conflicts with bicycle use. There are a large number of drainage grates in Point Pleasant Borough that were constructed using outdated design. These grates feature wide openings that can catch bike tires and cause bicyclists to fall. The heaviest concentration of non-bike safe drainage grates can be found in the neighborhood near the center of the Borough along Dorsett Dock Road and River Road. Figure 3.5 depicts the location of nonbike safe grates identified by the project team during field observations.

FIGURE 3.4 | RECOMMENDED BIKE RACK DESIGNS

INVERTED “U”

One rack element supports two bikes

BIKE-SAFE DRAINAGE GRATE

“A”

One rack element supports two bikes

NON-BIKE-SAFE DRAINAGE GRATE

POST AND LOOP

One rack element supports two bikes

WAVE One rack element in a verticalsegment of the rack

COMB

One rack element in a vertical segment of the rack

TOAST One rack element holds one wheel of a bike

Source: Bicycle Parking Guidelines, Association of Pedestrian and Bicycle Professionals, 2002

POINT PLEASANT BOROUGH EXISTING CONDITIONS

59

ARNOLD AVE

35 RIV ER TS V

ILL E

D

RO AD

RIVIERA

LR D

RN

ROA D

88

BA BYAYAV AEVE

HIL

RN TT AV E

AD

LE

BU

B EA VER D AM RO

L ITT

RIVE R AV ENU E

NOR THS T R E A M PA RKWA Y

88

RO

A

HE RB ER

PK W Y

35

0.25 miles

0.5 miles

Bicycle Rack

FIGURE 3.5 | BICYCLE FACILITIES POINT PLEASANT BOROUGH

Non-Bike Safe Drainage Grate Destination Major Road

NJ Route 88 at Arnold Ave, facing east

BICYCLE TRAVEL PATTERNS AND VOLUMES The project team conducted a count of bicyclist travel patterns and observations of bicyclist behavior around the two Point Pleasant Canal bridges on Sunday July 14th, 2013, from 9AM to 1PM. The three observations were conducted at the intersection of NJ Route 88 and Herbertsville Road/Beaver Dam Road, the intersection of NJ Route 88 and Arnold Avenue, and a location just east of the Bridge Avenue (NJ Route 13) bridge. The results of these observations are displayed in Figures 9,10, and 11.

Location 1 – NJ Route 88 and Herbertsville Road/ Beaver Dam Road Approximately 190 bicyclists were observed at this location over the four-hour period. As seen in Figure 3.6, the majority of observed bicyclist movement at NJ Route 88 and Herbertsville Road/Beaver Dam Road was eastbound, towards the bridge. There was also a large number of bicyclists observed traveling south on Herbertsville Road, across NJ Route 88, and continuing south on Beaver Dam Road. While most of the riders seen crossing the bridge appeared to be casual riders, the riders riding south onto Beaver Dam Road were often wearing bicycle gear and riding in groups of four-to-ten bicyclists. The majority of riders at this intersection were riding on the sidewalk (55%). The bicyclists on the sidewalk were often observed crossing NJ Route 88 at midblock locations, ahead of the intersection, and proceeding eastbound on the westbound sidewalk. This is most likely in an effort to avoid making the left-turn at the intersection with Arnold Avenue.

Location 2 – NJ Route 88 and Arnold Avenue

east side of the bridge. Approximately 148 bicyclists were observed at this location over the four-hour count period. The majority of the bicyclists coming off the bridge (56%) traveled left onto Arnold Avenue. The vast majority of bicyclists entering the intersection from the north (Arnold Avenue) or the east (NJ Route 88) traveled towards the bridge. Similar to the west side of the bridge, the majority of bicyclists observed at this intersection rode on the sidewalk (75%). This number is likely higher than at the west side of the bridge since there were no groups of experienced recreational road bicyclists observed at this location. Many bicyclists were observed traveling east on the bridge using the sidewalk on the westbound side of the road, likely in anticipation of turning left onto Arnold Avenue. This might indicate that bicyclists in the area are not comfortable riding in the roadway across the bridge and/or making the left-turn onto Arnold Avenue in the roadway.

Location 3 – Bridge Avenue (NJ Route 13) The count illustrated in Figure 3.8 recorded bicycle through traffic and behavior just beyond the east side of the bridge on NJ Route 13. Approximately 157 bicyclists were observed at this location over the four-hour count period.

The results of this observation best illustrate the travel behavior of local bicyclists as it relates to sidewalk use.

Only 15% of bicyclists traveling east and 12% of bicyclists traveling west at this location were observed to be riding in the roadway. The majority of bicyclists traveling in either direction utilized the sidewalk on the eastbound side of the street.

Figure 3.7 illustrates the results of the count at the intersection of NJ Route 88 and Arnold Avenue, on the

POINT PLEASANT BOROUGH EXISTING CONDITIONS

61

BICYCLIST BEHAVIOR The frequency of bicyclists utilizing the sidewalk to cross either of the canal bridges indicates a reluctance among area riders to ride in the roadway on these bridges. Both bridges have four travel lanes, high vehicle volumes and speeds, and lack a bike lane or a shoulder for bicyclists to ride in, which might contribute to a feeling among bicyclists that riding in the roadway on either of these bridges is challenging. A more complete analysis of the bridges in Point Pleasant Borough is included on page 60, later in this report.

Sidewalk riding was observed throughout the Borough and is not restricted to the bridge locations. In most situations, sidewalk riding has only a perceived impact on safety and does not improve actual safety. Sidewalk riding has a higher incidence of bicycle-motor vehicle crashes than riding on the roadway, particularly because motorists entering or exiting driveways and intersections do not expect to see bicyclists on the sidewalk, especially if they are riding against traffic. This national trend was confirmed by a review of crash report narratives for the Borough’s bicycle crashes, several of which noted conflicts between sidewalk riding and turning vehicles. Conflicts are also common between bicyclists and pedestrians and fixed objects such as signs or utility poles. Sidewalks are FIGURE 3.6: NJ Route 88 and Herbertsville Road/ Beaver Dam Road

HERBE RTSV ILLE ROA D

designed for low speed pedestrian travel, and the four-foot sidewalk width typical throughout the Borough’s sidewalk network provides inadequate width for a pedestrian and bicyclist to comfortably pass each other. Pedestrians can move laterally and change directions quickly, often unpredictably, providing insufficient reaction time for bicyclists to avoid collisions.

In addition to sidewalk riding, a high percentage of wrongway riding was also observed, as shown in Figure 11 on the Lovelandtown Bridge, and observed more generally throughout the Borough, on both the sidewalk and onstreet. Wrong-way cycling puts bicyclists in a position where motorists do not expect them. Motorists turning right, for example, generally look at traffic to their left before turning, and may fail to see a bicyclist approaching from their right. The combination of sidewalk riding and wrong-way riding can have a compounding adverse impact on safety.

A low rate of helmet utilization was also observed. At the three count locations, the percentage of cyclists wearing helmets ranged from 14% to 32%.

82

24 58

62 34% 66% 36% 24% 40%

16

33

D ROA DAM VER BEA

88% 12%

88 ROUTE

7% 87% 6% 37

68

62

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

DG BRI

EA

ME BUT

NT

AR NO LD

AV E

FIGURE 3.7: NJ Route 88 and Arnold Road/ Johnson Road

52

76% 12% 12% 34

78 50

30

56%

40

20% 80%

42% 1%

E 88 ROUT

ROUTE

5

50% 50%

JOHNSON AVE

6

88

FIGURE 3.8: Bridge Ave east/west movements with sidewalk/pavement split

BRID GE A VE

21% 29%

69 88

12% 15% 67% 56%

POINT PLEASANT BOROUGH EXISTING CONDITIONS

63

Access to Schools Point Pleasant Borough is home to four major schools, including one high school, one middle school, and two elementary schools. School bus services are provided for all kindergarten students, for elementary school students living more than 0.75 miles from their school, and for middle school students living more than 0.90 miles from the middle school. Students not covered by the school bus services must walk, bike, drive, or be dropped off at the schools. Since most of the students not taking the bus live less than one mile from school, these trips are well suited for walking or biking. Therefore, safe routes to and from the schools are a critical component of this plan.

POINT PLEASANT BOROUGH HIGH SCHOOL/MEMORIAL MIDDLE SCHOOL The high school and middle school complex is located in center of the Borough inside an area bounded by NJ Route 88, Bridge Avenue, Beaver Dam Road, and River Avenue.

From most locations in the Borough, at least one of these major roadways needs to be crossed by individuals traveling to the school. High volumes of fast-moving traffic on these roadways present the greatest obstacle and hazard to students, parents, and teachers en route to and from the schools. The limited number of crosswalks, outdated pedestrian ramps and signals, and incomplete sidewalk network discourage long-distance pedestrian trips to and from the complex.

Once inside the major roadway network, access to the high school and middle school is provided from the north

by Beaver Dam Road and Laura Herbert Drive, from the south by School Street, from the west by Whittier Drive, and from the east by Pulaski Drive and Panther Path.

Sidewalks along Panther Path and Whitter Drive provide a smooth walking surface for pedestrians to reach school entrances. However, there are several approaches where the shortest approach path does not include existing sidewalks. For example, individuals originating from or destined to locations south and west of the school complex would naturally use Oak, Chestnut, Maple, Willow, Beech, or School streets to reach the school, but currently walk in the street. While vehicle traffic volumes and speeds on these side streets are relatively low, the mixing of vehicles, pedestrians, bicycles, and parked vehicles in one space creates conflicts.

Bike access is provided to the schools via the street network described above. Once at the schools, a significant amount of bike parking is provided at both Point Pleasant High School and Memorial Middle School. Bicycle rack parking

64

is provided at the high school at the south end of the building with capacity for approximately 180 bicycles on 10 separate racks. Parking at the middle school is provided in the alcove along Whittier Drive and offers capacity for approximately 220 bicycles on 12 racks. Bicycle parking at both schools is concentrated in one or two locations near entrances to the buildings.

NELLIE F. BENNETT ELEMENTARY SCHOOL Nellie F. Bennett Elementary School is located in the southeast area of the Borough, west of the Canal, at the corner of Riviera Parkway and Bayberry Lane. Students, parents, and teachers can access the school via a sidewalk along the south side of Riviera Parkway. There is a smooth continuous walking path leading to the south and west of the school, but few pedestrian facilities connect to the north or east. During busy school drop-off and pick-up times, a high number of vehicles conflict with individuals destined to and originating from the school, particularly in the crosswalks along Riviera Parkway.

Bicycle parking is provided at the northwest corner of the building near the school drop-off area. There are 4 comb style racks providing capacity for approximately 72 bicycles.

They are located on the main sidewalk connecting the west side of the school to the intersection of Riviera Parkway and Bayberry Lane, creating a conflict between parked bicycles and pedestrians and narrowing the effective sidewalk width.

OCEAN ROAD ELEMENTARY SCHOOL Ocean Road Elementary School is located to the east of the Canal, south of NJ Route 88. The school is well connected to the neighborhood via low-volume, slow-speed side streets, creating a pedestrian and bicycle friendly zone.

However, NJ Route 88 abuts the property to the north, which has high volumes of fast-moving traffic. There is a continuous sidewalk network along NJ Route 88, providing a direct pedestrian link. For individuals seeking to cross NJ Route 88 to/from the north, crossing opportunities are limited to the signalized intersection of Johnson Avenue and the marked crossings at the unsignalized intersection of Rue Avenue.

Bicycle parking is provided in the rear of the school near the northwest corner of the building. There are 3 wave style racks providing capacity for approximately 21 bicycles.

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

AVE

CED

MILLER RD

UCE

CHE

T

MEMORIAL MIDDLE SCHOOL

ST

WHI

STN

FRANC

RD

ES DR

DAM

RIVE R

AR S

SPR

REC CENTER

ST

BE A VER

BAR TON

AVE

OAK

TTE

UT S

N DR

T

LE S

LIBRARY

T

BEE

OOL

ST

TAYLO R

ST

AV

SCH

LOW

RD

HIGH SCHOOL

MAP

WIL

NORTH

PULAS

CH S

KI DR

T

LOVELA

ND PL

BE

RE A V

AC

H

RIVIER

ROGE

RS RD

BL VD

LEIG

ST

BL VD

NJ 8

8

HW

ES

T

UT

OCEAN ROAD ELEMENTARY SCHOOL

DR

RUE AV

N AVE

RT

JOHNSO

NO

SO

BEN

EDI

BA Y

CT

BENNETT ELEMENTARY SCHOOL

BAY BE

RRY LN

RUE

A PKWY

AVE

MOO

HE

AS

T

DR

CAT

HER

FIGURE 3.9 | ACCESS TO SCHOOLS

(Top) Memorial Middle School and High School

(Left) Bennett Elementary School (Right) Ocean Road Elementary School

LEGEND Sidewalk

INE

ST

Fence

OLD

F

ARM RD Parking Lot

No-Sidewalk

Enclosed Area

Worn-Path

Bike Parking

Crosswalk

School Entrance

POINT PLEASANT BOROUGH EXISTING CONDITIONS

65

Bridge Crossings Point Pleasant Borough is defined by its connection to its waterfront. The Borough is bounded to the north by the Manasquan River and to the south by the Beaver Dam Creek. The Point Pleasant Canal runs between these bodies of water in the eastern portion of the Borough. While these bodies of water are a tremendous resource for the Borough they are also barriers to movement, particularly for bicyclists and pedestrians, requiring residents and visitors to utilize the three bridges in the Borough to travel east across the Point Pleasant Canal or south across the Beaver Dam Creek.

NJ ROUTE 88 BRIDGE 5 ft

Sidewalk

12 ft

12 ft

12 ft

Travel Lanes

12 ft

5 ft

Sidewalk

The NJ Route 88 bridge across the Point Pleasant Canal provides the main connection to the downtown of Point Pleasant Beach and the Point Pleasant Beach Boardwalk.

The bridge is four lanes wide with a sidewalk on either side. The right-lane on the eastbound approach continues on NJ Route 88 beyond the bridge, while the eastbound left-lane leads to a turning lane for Arnold Avenue. The two westbound lanes continue on NJ Route 88, with a right-turn only lane opening up at the first light after the bridge. Both sidewalks on the bridge are just under 6 feet wide with no buffer or fence between the walking path and the driving lanes. The four travel lanes on the bridge are each 12 feet wide.

While the location of this bridge provides a crucial connection within the Borough and to other towns, its design and heavy use by motor vehicles makes the bridge difficult to traverse for bicyclists. The project team observed heavy use of the bridge by bicyclists but found that the vast majority of bicyclists rode across the bridge on the sidewalk, indicating a lack of adequate bicycle infrastructure on the bridge roadway. Figure 9 illustrates bicycle turning movements onto and around the west side of the bridge at the intersection of NJ Route 88 and Herbertsville Road/Beaver Dam Road. Figure 10 illustrates bicycle movements on the east side of the bridge at the intersection of NJ Route 88 and Arnold Avenue.

66

LOVELANDTOWN BRIDGE (BRIDGE AVENUE) 5 ft

12 ft

Sidewalk

12 ft

12 ft

12 ft

Travel Lanes

5 ft

Sidewalk

The Lovelandtown Bridge provides the primary connection from Point Pleasant Borough to Bay Head Borough/ Bay Head beach. The bridge is four lanes wide, with two eastbound and two westbound lanes, and sidewalks on either side. Both sidewalks measure just under 5 feet wide with no buffer or fence. The four travel lanes are each 12 feet wide.

Similar to the NJ Route 88 bridge, the vast majority of bicyclists observed crossing the bridge utilized the sidewalk rather than the roadway. Figure 11 illustrates this split showing 85% of eastbound bicyclists riding on the sidewalk and 88% of westbound bicyclists traveling on the sidewalk.

BEAVER DAM BRIDGE 5 ft

Sidewalk

12 ft

7 ft

Shoulder

Travel Lanes

12 ft

7 ft

Shoulder

The Beaver Damn Road/ CR630 bridge provides a connection from Point Pleasant Borough across Beaver Dam Creek into Brick Township. The bridge has two 11foot travel lanes, two 7-foot shoulders, and one sidewalk on the western/southbound side of the bridge. The speed limit on the bridge is 30 MPH. This structure is compatible for bicycle traffic, and connects to a bicycle lane south of the bridge on Princeton Avenue.

While the bridges in Point Pleasant Borough provide crucial connections to key destinations, their design (particularly the two bridges that cross the Point Pleasant Canal) constricts the movements of bicyclists, making the connection to the eastern portion of the Borough and Point Pleasant Beach destinations a difficult one for many current and potential riders.

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

POINT PLEASANT CANAL POINT PLEASANT BORO

Bicycle and Pedestrian Connectivity + Opportunities CONNECTIVITY ANALYSIS Connectivity is a measure of how dense the connections are in a roadway network. Higher connectivity within a given area generally provides users with more direct, shorter travel route options, which is important to encourage and support walking and biking. One metric for evaluating connectivity is the connectivity index, which is the ratio of the number of roadway links to the number of roadway nodes (intersections and cul-de-sacs). The greater the number of roadway links relative to the number of nodes, the greater the connectivity. An index of 1.4 is generally considered the minimum value for a walkable community (Victoria Transport Policy Institute, 2012). As a general caveat, while the index provides a good overall picture of the interconnectedness and route choices within a community, the index does not incorporate trip distance or lengths of the roadway links (i.e. block length) into the analysis, which is also a major factor on walking and biking trips.

OPPORTUNITIES FOR BICYCLE AND PEDESTRIAN LINKAGES While large portions of the Borough’s street network follow a general grid pattern, there are also numerous dead-end streets and cul-de-sacs. These can represent opportunities to improve connectivity for bicyclists and pedestrians. Where practical, new paths can be added to the network to allow through traffic for bicyclists and pedestrians, providing more direct links to major destinations and between residential neighborhoods.

The project team screened existing dead-ends, cul-desacs, and T-intersections based on aerial photography, existing informal worn pathways indicating existing use and pedestrian demand, and observations during field visits. Based on this screening, 12 locations were identified for additional consideration and evaluation for through connections for bicycles and pedestrians.

These locations are shown in Figure 3.10.

An Analysis of Point Pleasant Borough’s roadway network indicated a connectivity index of approximately 1.41, meeting the minimum threshold for a walkable community.

BU

WORN PATH BETWEEN PARTRIDGE RUN AND BRIDGE AVENUE

68

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

RN TT AV E

RN

ROA

LE

D

BILLE RO

HIL

AD

L ITT

RO

A

HE RB ER TS V

RIV ER

B EA V E R DAM RO

M P A RKWA Y

RIV

AD

LR D ARNOLD AVE

C

A

RIV ER

RO

D

A

HE RB ER TS V

ILL

35

ER OA D

D

L ITT

LE

HIL

RIVIERA

LR D

RN TT AV E

G RN

ROA D

RO A D

B

AVEN UE

C

PARKW AY

E

BU

E

88

BAY AVE

RIVE R

NOR THSTR EAM

88

F B EA VER D AM

D B E A BAY AVE VER D A M RO A D

H

PK W Y

F

G

35

BAY AVE

AD

A

H 0.25 miles

FIGURE 3.10 | POTENTIAL BICYCLE AND PEDESTRIAN CONNECTIONS POINT PLEASANT BOROUGH

Dead End/ Cul-de-sac Potential Bicycle/Pedestrian Connection Potential-Recreation Trail Major Road

0.5 miles

POINT PLEASANT CANAL RIGHT-OF-WAY Public right-of-way along the Point Pleasant Canal, owned by the U.S. Army Corps of Engineers, represents an opportunity to create a north-south multi-use trail, leveraging one of the Borough’s water resources to create a recreational amenity. During field visits, portions of the right-of-way were observed as already cleared with maintained unpaved paths for pedestrian use, while other areas had segments of trampled vegetation and worn paths indicating pedestrian activity. The majority of existing activity appears to be on the eastside of the canal, with sporadic worn paths along its length. The area on

the east side of the canal from approximately Lawrence Avenue north to the Manasquan River appeared to be a semi-maintained dirt and sand pathway with access via Pine Bluff Avenue. Pedestrians were observed using the path and fishing off the jetty at the Manasquan River. The portion under the NJ Route 88 bridge is cleared and leveled with a gravel surface. A worn path runs south, with stair access to/from the park and picnic area adjacent to the fire station. The west side of the canal has an access point along Brooks Road with a clearing and benches. Worn paths indicated pedestrian activity. The bank of the west side of the canal has less continuity for a path than the east side, as it is segmented by several inlets for marinas.

Summary Based on the analysis of existing conditions, several general trends were apparent: Point Pleasant’s compact size, density, and proximity of trip generators to residential areas support walking and biking trips.

The primary arterials (NJ Route 88 and Bridge Avenue) are key east-west routes for both pedestrians and bicyclists. Beaver Dam Road/Herbertsville Road is the major north-south arterial. There are few parallel alternatives to these routes.

Street system, street design, and limited access control, with frequent and wide driveway openings, create numerous conflicts with motorized traffic and turning movements, often putting non-motorized travelers at risk. Half of the bicycle and pedestrian crashes in Point Pleasant occurred along NJ Route 88 and Bridge Avenue. Crash clusters were also located around the High and Middle Schools and Ocean Road Elementary School.

Twice as many bicycle crashes occurred as pedestrian crashes during the crash analysis period. Pedestrian crashes typically occurred at midblock locations and darkness was a common factor. Bicycle crashes involved a large number of young people. The majority of all bicycle and pedestrian crashes (75%) involved local residents.

The existing sidewalk network is limited.

In many residential areas, roadway right-of-way and potential sidewalk areas are frequently used for onstreet parking, pushing pedestrians and bicyclists further into the street and traffic stream than desired.

There are several gaps in the sidewalk network along

70

NJ Route 88 and Bridge Avenue and worn paths indicate unmet pedestrian demand.

Access routes to school facilities generally do not provide comfortable pedestrian and bicycle accommodations. Sidewalks are limited and heavy traffic and turning movements at school arrival and dismissal times create conflicts between motorized and non-motorized traffic.

Due to high traffic volumes, the signalized intersections along NJ Route 88 and Bridge Avenue are key nodes for pedestrian travel. Several signals have already been upgraded with current pedestrian signal heads with countdown timers.

ADA-compliance is an issue at several signalized and many unsignalized intersections.

Lighting is predominantly ambient. There is no pedestrian scale lighting and direct overhead lighting of crosswalks is limited.

A shoulder is provided along NJ Route 88 and Bridge Avenue; however, the high vehicular traffic volumes and travel speeds generally greater than the posted speed limit create a stressful environment for bicycling.

This leads to a high amount of bicycling on the sidewalk.

Wrong-way bicycling, including on the shoulder, on-street, and on sidewalks; traffic and left-turn avoidance; and midblock crossings were frequently observed and confirmed by the presence of worn paths.

Perceived vs. actual safety and shortest path routes are frequent factors in bicycle route choice.

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

The bridges on NJ Route 88 and Bridge Avenue are critical nodes in the transportation network for all modes, as all east-west trips must use one of these structures to reach locations in east Point Pleasant and Shore locations. Neither structure is bicycle compatible.

The funneling of traffic to NJ Route 88 and Bridge Avenue for the bridge crossings overloads turning movements at intersections and creates the need for many turn lanes, creating a challenging environment for pedestrians and bicyclists.

There are many non-bike safe drainage grates in the Borough.

Most bike racks observed throughout the Borough are an outdated design; many are in poor condition.

POINT PLEASANT BOROUGH EXISTING CONDITIONS

71

4

THE FOUR E’S

Education Education programs provide all roadway users – cyclists, pedestrians, and motorists – with information about their rights and responsibilities and applicable laws. These efforts can increase general awareness and promote courteous and safe interaction among all users. Educational programs may include a simple distribution of information in a wide range of formats to improve motorists’, cyclists’, or pedestrians’ awareness and understanding of traffic laws and safe practices. Larger efforts could include a more structured, hands-on training to improve individual skills and abilities. Education programs should be tailored to specific audiences, including school-age children, parents, adults, seniors, or motorists. Specific recommendations for Point Pleasant include: Distribute public service announcements (PSAs) and brochures on topics such as speeding, safe bicycling tips, how to bicycle with traffic, proper helmet usage, and safe pedestrian behavior at the public library, Borough Hall, schools, and/or borough events.

PSAs may also be printed in the local newspaper or posted on the Borough’s website or social media sites. Resources with safety information include the Greater Mercer TMA; NJDOT’s Biking in New Jersey and Pedestrian Safety websites; the Pedestrian and Bicycle Information Center, a national clearinghouse of information related to walking and biking sponsored by the FHWA and operated by the University of North Carolina Highway Safety Research Center; and the National Highway Traffic Safety Administration (NHTSA).

Provide education programs for schools. As noted in the Existing Conditions technical memorandum, the

74

largest number of bike crashes during the 3.5 year analysis period involved school-aged children, ages 1017. Therefore, providing educational programs tailored for children should be an important element of the an overall borough-wide campaign. Several types of resources are available: ff Traffic Safety Learning Progression Component: Funded by the Division of Highway Traffic Safety and developed by Kean and Rowan Universities, the curriculum includes lessons on pedestrian, bicycle, and traffic safety. It is an on-going educational program, with lesson plans on several pedestrian safety issues tailored to each age group with interactive activities. These materials are available to all New Jersey schools free of charge. Kindergarten thru

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

Grade 8 lesson plans can be found at this link, and Grade 9 – 12 less plans at this link. ff Safe Routes to School (SRTS): Resources are available through SRTS, a Federal and state program designed to enable and encourage children to walk and bike to school. Education is a key element when developing a SRTS plan. Information is available through the NJDOT program office, the Federal Highway Administration, and the National Center for Safe Routes to School.

Provide training for Borough officials, planners, engineers, and public works staff about Complete Streets and its implementation. The Borough’s adoption of a Complete Streets policy ensures that transportation projects should provide for all expected users, including pedestrians and cyclists. Providing training on effective implementation and maintenance will reinforce the policy and help make it part of all future transportation investments in Point Pleasant.

ff Other programs, such as WalkSafeTM, BikeSafeTM, and Safe Kids also offer educational materials and other activities focused on school-aged children.

Partner with local community groups, schools, the police department, businesses, local advocacy groups, or other interested parties to organize bicycle training through the League of American Bicyclists (LAB). The LAB offers a range of courses by certified instructors for different ages and different abilities. Such interactive training courses are a good way to educate cyclists on traffic rules and safety equipment, as well as to practice cycling skills that enable novices and experts alike to ride confidently and safely with traffic.

POINT PLEASANT BOROUGH THE FOUR E’S

75

Encouragement Encouraging active modes of transportation such as walking and biking has a host of benefits for residents and the community, including better health, reduced road congestion, environmental benefits, and lower per-trip costs. By supporting and promoting walking and bicycling activities, the Borough can spur a change in travel habits among residents and entice more residents to walk and bike more regularly.

Borough-specific recommendations include: Publicize and participate in International Walk to School Day, typically held in October. Use the event to encourage walking throughout the month and the year.

for aware of pedestrian activity and makes walking to school more comfortable and convenient for parents and children.

Publicize and participate in Bike Month activities, typically held in May. Events include Bike to School Day, Bike to Work Day, and Bike to Work Week. Use the events to encourage cycling throughout the month and the year.

Provide incentives for Borough employees to walk or bike to work.

Encourage the use of “Walking Buses” to promote physical activity for children and parents traveling to and from schools. Work with school staff, parent volunteers, and the police department to organize the walking school buses. Assistance is available through the Greater Mercer TMA. Utilize resources through SRTS to provide activities that encourage bicycling and walking at local schools, such as bike rodeos or other events.

Continue to utilize crossing guards at critical intersections along school routes, which makes drivers

76

Publish an online bike map on the Borough’s website, highlighting the location of bike lanes, off-road facilities, preferred on-road cycling routes, bike parking, and major destinations (schools, businesses, Borough offices, etc). Providing information on the borough’s bicycle facilities and best routes can encourage more people to try cycling. Resources include the bike network evaluated in this report, as well as the statewide map currently under development by NJDOT. Provide inexpensive or free safety equipment such as reflectors, vests, and lights at the public library, schools, or borough hall to promote safe cycling and walking after dark. Approximately 67% of pedestrian accidents and 24% of bicycle crashes occurred after dark during the 3.5 year analysis period.

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

Partner with local cycling clubs, businesses, schools, parent groups, the police department, and other interested organizations to promote higher bicycle helmet utilization in the Borough. At schools and/or community events, a booth can be set-up to provide instruction on proper bicycle helmet fit and offer reduced prices on helmets. Bicycle counts during the existing conditions analysis indicated that only 14% 32% of cyclists in the Borough typically use helmets.

Highlight pedestrian and bicycle improvements that accompany transportation projects through press releases, the Borough website, and social media. By focusing on these elements and improved conditions, more people will be encouraged to walk and bike.

Apply to become a Bicycle and Walk Friendly Community through the League of American Bicyclists.

This program will not only encourage bicycle use by residents, but serve as a potential marketing tool to encourage visitors to travel to or through Point Pleasant.

POINT PLEASANT BOROUGH THE FOUR E’S

77

Enforcement Combined with education, enforcement is a key element to ensuring safe travel for all roadway users.

While the police department cannot dedicate significant amounts of resources to enforce traffic regulations, targeted enforcement campaigns, through warnings and tickets, are effective at correcting unsafe behaviors. Enforcement should apply to all roadway users and include motorists (speeding, failure to stop for pedestrians), cyclists (riding on the wrong side of the street, helmet law violations, failure to adhere to traffic control devices), and pedestrians (jaywalking, ignoring pedestrian signals). Boroughspecific recommendations include: Target pedestrian safety enforcement (PSE). A key resource for local police departments is the PSE program sponsored by the NJ Division of Highway Traffic Safety (NJDHTS) with support from NJDOT. The PSE program provides a structured approach to crosswalk compliance enforcement, with training and support for local police officers. It addresses two important contributing factors to pedestrian crashes: driver knowledge of the law and driver yielding behavior. A variety of resources for enforcement are available through the NJDHTS, including grant funding. PSE training workshops are also available through the NJ Bicycle and Pedestrian Resource Center. One common PSE program supported by the NJDHTS is the “Cops in Crosswalks” decoy program. Used in municipalities throughout New Jersey, including Wyckoff, Chatham, and Red Bank, the program is a targeted enforcement campaign.

A plainclothes police officer attempts to cross a

78

marked crosswalk, and drivers who fail to stop for the pedestrian are given a warning or citation.

Set-up variable message signage and mobile radar units on roadways throughout the Borough to make motorists more aware of their actual travel speed and the posted speed limit. A vehicle traveling faster than is appropriate for the surrounding land use and/ or roadway design reduces the driver’s awareness of surrounding activity, such as pedestrians or cyclists, and negatively impacts the safety of all roadway users. Consequently, high-speed traffic also generally discourages pedestrian and bicycling activity. Data collected can also be used by the Borough to identify areas with high incidents of speeding, and target them for enforcement or engineering improvements that reduce speeds. Implement and enforce a Boroughwide 25 mph speed limit (with the exception of NJ Route 88 and Bridge Avenue, which would remain at 35 mph). Lower vehicular speeds would encourage

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

walking and biking by creating a more comfortable environment for those activities. Implementation should be accompanied by an educational campaign to make motorists aware of the program. The “Drive 25” campaign, initiated by the Borough of Haddonfield and emulated by other municipalities in New Jersey, serves as a good model. “Keep Kids Alive – Drive 25” is a common slogan for the campaign. It may be timed to coincide with back to school activity in September. The campaign may include use of variable message signs (VMS) at gateways into the Borough and main corridors, use of the Borough’s website and social media, posters and flyers at municipal buildings, mailings, and/or distribution of “Keep Kids Alive – Drive 25” stickers to residents, which may be posted to curbside garbage barrels or their vehicles as a reminder to motorists.

Source: http://www.keepkidsalivedrive25.org/

POINT PLEASANT BOROUGH THE FOUR E’S

79

Engineering A major outcome of this technical memorandum is the development of pedestrian and bicycle infrastructure improvements for specifically targeted sites and corridors based on deficiencies identified via field efforts or based on comments provided by the Study Advisory Committee. These improvements focus on improving circulation opportunities to and from major bicycle and pedestrian generators. Pedestrian recommendations enhance crossing locations, build upon and expand the existing sidewalk network, and seek to create a more pedestrian friendly environment.

Recommended bicycle improvements are focused on corridors that are not currently bicycle compatible, with the ultimate goal of creating a Borough-wide bicycle network linking numerous recreational, commercial, and residential areas throughout Point Pleasant, and linking to bicycle networks in adjacent municipalities. Improvement concepts are intended to be easily implementable and emphasize low-cost options such as restriping of existing roadways, enhanced signage, or improved sidewalks.

Many projects could be done with routine maintenance.

The following sections detail pedestrian specific improvements, bicycle specific improvements, and corridor and school access improvements that address both pedestrian and bicycle mobility and safety. Each section details the proposed improvements graphically with a summary narrative. Following the improvement recommendations, general order of magnitude cost estimates have been provided, indicating the level of investment that proposed concepts would require for implementation.

The cost estimates are based on industry and NJDOT standards for per unit material costs, and do not include the cost of any labor, right-of-way acquisition, movement of utilities that could be involved, or contingencies.

80

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

MID-BLOCK CROSSING BRIDGE AVE & BOROUGH HALL POINT PLEASANT BOROUGH THE FOUR E’S

81

5

RECOMMENDATIONS

Pedestrian Improvements PRIORITIZE SIDEWALK NETWORK IMPROVEMENTS The existing conditions memorandum identified numerous locations where sidewalks are missing or where gaps in sidewalks divide a smooth continuous walking surface. In some of these locations, adding a sidewalk will require reconfiguration of a commercial or residential driveway. In other locations, the sidewalk network could be complete within the existing right-of-way or within the existing pavement footprint. New sidewalk construction should provide a minimum width of five feet, which provides a more comfortable environment for pedestrians to walk side-by-side and pass each other, and makes it possible for two wheel chairs to pass each other. Where significant constraints exist that preclude full sidewalk width, a minimum width of four feet should be provided. Funding for construction of new sidewalks is always a limiting factor in what can be constructed, but a priority rating for sidewalk projects can help direct the limited funding that is available to the most critically needed sidewalk links. Following a phased implementation approach, a comprehensive sidewalk network can be built up over time as funding is available. Figure 5.1 illustrates the prioritization of the sidewalk network, indicating the order in which sidewalk projects should be pursued.

NJ ROUTE 88 – UNSIGNALIZED INTERSECTION IMPROVEMENTS During the field inventory, the project team noted that at the numerous unsignalized intersections along NJ Route 88, limited pedestrian accommodations are present. With few exceptions, most unsignalized intersections along NJ Route 88 do not include curb ramps or crosswalks on the minor street approaches. As part of an overall corridor improvement program, or potentially during future resurfacing projects, NJDOT should install curb ramps, standard crosswalks, and stop bars on side street approaches at NJ Route 88.

The installation of a crossing enhancement (e.g., rectangular rapid flashing beacon, pedestrian hybrid beacon, etc) on NJ Route 88 between Bridge Avenue and River Avenue is also recommended due to the long gap between stopcontrolled crossing opportunities at existing traffic signals (aprox. 0.75 miles). These improvements will strengthen NJ Route 88 as a pedestrian corridor, with increased foot traffic helping to encourage future development and redevelopment along the corridor.

BRIDGE AVENUE (CR 632) UNSIGNALIZED INTERSECTIONS

On Bridge Avenue, unlike NJ Route 88, many minor streets have marked crosswalks and curb ramps. However, many INTERSECTION SPOT IMPROVEMENTS curb ramps were noted as being non-compliant with ADA Based on the results of several field visits, data analysis, regulations. As part of an overall corridor improvement and stakeholder input, as detailed in the existing conditions program, or potentially during future resurfacing projects, section, pedestrian improvement recommendations were Point Pleasant should work with Ocean County to upgrade developed for targeted intersections within Point Pleasant. or install ADA-compliant curb ramps on side street For each location, an aerial view is shown depicting approaches at Bridge Avenue, while ensuring that existing recommendations. These improvements are intended to crosswalk striping is maintained. be conceptual recommendations that will likely require varying levels of design or further analysis, depending on ARNOLD AVENUE (CR 633) UNSIGNALIZED the magnitude of the improvement. For each location, INTERSECTIONS improvements are classified as either short-term (less Arnold Avenue, like Bridge Street, has many minor streets than 6 months), mid-term (6 months to 2 years), or long- with marked crosswalks and curb ramps. However, many term (more than 2 years), based on the expected amount curb ramps were noted as being non-compliant with ADA of time that would be needed for implementation. Where regulations. As part of an overall corridor improvement practical, general cost estimates are included for each program, or potentially during future resurfacing projects, improvement as well, based on average material rates for Point Pleasant should work with Ocean County to upgrade sidewalks, crosswalks, and striping. It is important to note or install ADA-compliant curb ramps on side street that these cost estimates do not include labor costs, and approaches at Arnold Avenue, while ensuring that existing assume that many projects would be performed by NJDOT, crosswalk striping is maintained.

Ocean County, or Borough Department of Public Works staff.

84

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

ARNOLD AVE

RIV ER

RO

D

A

HE RB ER

TS V

ILL E

BU

RN TT AV E

RN

ROA D

AD

PARKW AY L ITT

LE

HIL

88

BAY AVE

B EA VER D AM RO

RIVE R AV ENU E

NOR THSTR EAM

88

35

RO AD

Existing worn path/ Potential canal path connection

RIVIERA

LR D

PK W Y

35 0.25 miles

FIGURE 5.1 | PROPOSED SIDEWALK NETWORK POINT PLEASANT BOROUGH

0.5 miles

Existing Sidewalk Third Priority Second Priority Top Priority/ School-Related Canal Path-Related

POINT PLEASANT BOROUGH RECOMMENDATIONS

85

ARNOLD AVE

RIV ER

RO

D

A

HE RB ER

TS V

ILL E

BU

RN TT AV E

RN

ROA D

BAY AVE

B EA VER D AM RO

RIVE R AV ENU E

88

AD

NOR THSTR EAM

88

35

RO AD

PARKW AY L ITT

LE

HIL

RIVIERA

LR D

PK W Y

35 0.25 miles

FIGURE 5.2 | PROPOSED SIDEWALK NETWORK POINT PLEASANT BOROUGH 86

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

0.5 miles

COMPLETE SIDEWALK NETWORK

NJ RO

88

88 UTE

INSTALL STANDARD CROSSWALK STRIPING

INSTALL STOP BAR LETO MIST E E AV

FIGURE 5.3 - EXAMPLE IMPROVEMENTS FOR UNSIGNILIZED INTERSECTIONS ON NJ ROUTE 88 (RECOMMENDATIONS AT NJ ROUTE 88 & MISTLETOE AVE)

COST SUMMARY UNSIGNALIZED PEDESTRIAN IMPROVEMENTS

Wrong-Way Bicycling at Route 88 and Herbertsville Road Jughandle

Material costs for the improvements at unsignalized intersections along NJ Route 88 listed above are estimated at $28,000 distributed over approximately 42 locations.

Material costs for installing a rectangular rapid flashing beacon or pedestrian hybrid beacon at a location between Bridge Avenue and River Avenue are approximately $12,500 and $75,000, respectively. With approximately 30 unsignalized intersections, but fewer existing ADA compliant ramps, material costs for improvements listed along Bridge Avenue are estimated at $33,000. Finally, existing infrastructure along Arnold Avenue is limited and as a result, material costs for the improvements listed at 10 unsignalized intersections are estimated at $18,000.

POINT PLEASANT BOROUGH RECOMMENDATIONS

87

INSTALL CONTINENTAL STYLE CROSSWALK

EXTEND MEDIAN TO PROVIDE REFUGE

88

IMPROVE ACCESS TO PUSH BUTTON INSTALL SIDEWALK AND IMPROVE PEDESTRIAN ACCESS

E OUT NJ R

88

IMPROVE ACCESS TO PUSH BUTTON

RESTRIPE AS CONTINENTAL STYLE CROSSWALK

BRID V GE A

E

INVESTIGATE CHANGES TO ACCESS TO SLOW TRAFFIC AND DESIGNATE PEDESTRIAN AREA

INSTALL COUNTDOWN PEDESTRIAN SIGNAL HEADS FOR ALL APPROACHES

FIGURE 5.4 - RECOMMENDATIONS AT NJ ROUTE 88 & BRIDGE AVE

NJ ROUTE 88 AT BRIDGE AVENUE (CR 632)

Install countdown pedestrian signal heads

This intersection serves as a critical node, linking the two Long Term primary through routes in the borough. It is also critical as the next signalized crossing of NJ Route 88 in Point Investigate changes to access for Liquor Store on SW Corner – alter driveway access to slow traffic and Pleasant is more than 0.7 miles to the east. In addition to provide designated pedestrian area the corridor-wide improvements proposed for both routes, several site-specific improvements are recommended: Investigate changes to access for Gas Station on NW Corner – alter driveway access to slow traffic and Short Term provide designated pedestrian area Install continental crosswalk and curb ramps on SB approach ORDER OF MAGNITUDE MATERIAL COST Investigate and improve access to pushbuttons at SE and NW corners Restripe existing crosswalks to continental style Mid Term

ESTIMATES

Short Term

Mid Term

Long Term

$6,800

$13,100

$30,500

Extend median on Bridge Avenue through crosswalk to provide refuge

88

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

INSTALL COUNTDOWN PEDESTRIAN SIGNAL HEADS FOR NB/SB/WB APPROACHES

REVIEW ACCESS AND PEDESTRIAN ACCOMMODATIONS RIVER A VE

COMPLETE SIDEWALK NETWORK

PERFORM MAINTENANCE CLEAR DEBRIS FROM CURB RAMPS

88

REVIEW ACCESS AND PEDESTRIAN ACCOMMODATIONS

COMPLETE SIDEWALK NETWORK

8 UTE 8 NJ RO COMPLETE SIDEWALK NETWORK

REVIEW ACCESS AND PEDESTRIAN ACCOMMODATIONS

FIGURE 5.5 - RECOMMENDATIONS AT NJ ROUTE 88 & RIVER AVE

NJ ROUTE 88 AT RIVER AVENUE This signalized intersection is the only signalized crossing of NJ Route 88 between Bridge Avenue (CR 632) and Beaver Dam Road. It is a key location for pedestrians since River Avenue serves as a key link to the High School/ Middle School complex and also provides a connection to McKennan Lake Park and the adjacent Skate Park.

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$ -

$8,700

$27,500

Immediate Perform maintenance/clear debris from curb ramps Mid Term Improve sidewalk connections on all four corners Install countdown pedestrian signal heads on NB, SB, WB approaches Long Term Investigate changes to access at NW, SW, SE corners

POINT PLEASANT BOROUGH RECOMMENDATIONS

89

MAXSON AVE

INSTALL RECTANGULAR RAPID FLASHING BEACON (MUTCD W11-2/W16-7P)

CLOSE MAXSON AVENUE

88 INSTALL CONTINENTAL STYLE CROSSWALK INSTALL STANDARD STYLE CROSSWALK INSTALL STOP BAR

NJ RO

8

UTE 8

INSTALL STANDARD STYLE CROSSWALK

MAP LEW O

CEN T

OD

RD

RAL

AVE

INSTALL SIDEWALK

FIGURE 5.6 - RECOMMENDATIONS AT NJ ROUTE 88 & MAPLEWOOD RD/ MAXSON AVE NJ ROUTE 88 AT MAPLEWOOD ROAD/ MAXSON AVENUE

Install standard crosswalks and stop bars at minor crossings of Maplewood Road and Central Avenue

Borough stakeholders noted frequent pedestrian crossings at this unsignalized location, particularly children. The crossing links the McKennan Lake Park complex and skate park on the south side of NJ Route 88 with the Quick Chek convenience store on the north side. It is also used by children walking to/from the Middle and High School complex approximately 0.20 miles to the south.

Install sidewalk in existing sidewalks gaps along NJ Route 88 EB and WB

Mid Term

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$ -

$33,700

$ -

Investigate removing Maxson Avenue between NJ Route 88 and Newark Avenue, with potential reuse as development site or pocket park Install midblock crosswalk with appropriate advance warning signage (MUTCD W11-2/W16-7P); Recommend traffic study to review whether location supports a Rectangular Rapid Flashing Beacon (RRFB) or Pedestrian Hybrid Beacon treatment.

90

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

INSTALL STANDARD STYLE CROSSWALK

O OSB RNE AVE

HERBERTSVIL LE

RD

INSTALL CONTINENTAL STYLE CROSSWALK

E8 UT RO J N

8

RESTRIPE INTERSECTION WITH CONTINENTAL STYLE CROSSWALK

88

INSTALL STOP BAR

EVALUATE SIGNAL TIMING TO ENSURE ADEQUATE PEDESTRIAN CLEARANCE TIME FOR THE EB/WB APPROACHES

ALB

ERT E.

CLIF TON AV

E

INSTALL STANDARD STYLE CROSSWALK

RD DAM VER BEA

INSTALL CROSSWALK SIGNAGE (MUTCD W112/W16-7P)

FIGURE 5.7 - RECOMMENDATIONS AT NJ ROUTE 88 & HERBERTSVILLE RD/ BEAVER DAM RD (OPTION 1) NJ ROUTE 88 AT BEAVER DAM ROAD (CR 630)/ HERBERTSVILLE ROAD (CR 549) (OPTION 1)

Mid Term

Restripe existing crosswalks to continental style This intersection links NJ Route 88 with the major northsouth route in the borough (Beaver Dam Road). This Perform traffic study to investigate removal of jughandle and reopening of Osborn Avenue to allow intersection is among the more challenging signalized NB right-turn movements only intersections for pedestrians and bicyclists in the borough, given the long crossings and higher speeds of traffic on the ORDER OF MAGNITUDE MATERIAL COST two lane approaches of NJ Route 88.

Short Term Install standard crosswalks and stop bars at minor crossings of Osborn Avenue and Albert E. Clifton Avenue

ESTIMATES

Short Term

Mid Term

Long Term

$1,600

$6,000

$ -

Install continental style crosswalk and signage (MUTCD W11-2/W16-7P) for jughandle crosswalk Install crosswalk at driveway east of intersection Evaluate signal timing to ensure adequate pedestrian clearance time of the NJ Route 88 crossings

POINT PLEASANT BOROUGH RECOMMENDATIONS

91

RE-OPEN OSBORN AVENUE

INSTALL STANDARD STYLE CROSSWALK

RD

O OSB RNE AVE

HERBERTSVIL LE

REMOVE JUGHANDLE

8 TE OU R NJ

8

RESTRIPE INTERSECTION WITH CONTINENTAL STYLE CROSSWALK

88

E CLIF TON AV

EVALUATE SIGNAL TIMING TO ENSURE ADEQUATE PEDESTRIAN CLEARANCE TIME FOR THE EB/WB APPROACHES

ALB

ERT E.

INSTALL STOP BAR

RD DAM VER BEA

INSTALL SIDEWALK

INSTALL STANDARD STYLE CROSSWALK

FIGURE 5.8 - RECOMMENDATIONS AT NJ ROUTE 88 & HERBERTSVILLE RD/ BEAVER DAM RD (OPTION 2- REMOVAL OF JUGHANDLE) NJ ROUTE 88 AT BEAVER DAM ROAD (CR 630)/ HERBERTSVILLE ROAD (CR 549) (OPTION 2) Osborn Avenue is an unsignalized intersection located west of the signalized intersection of NJ Route 88 and Beaver Dam Road/Herbertsville Road. The proposed removal of the reverse jughandle on NJ Route 88 westbound at Beaver Dam Road/Herbertsville Road would require the reopening of Osborn Avenue approaching Herbertsville Road to replace the existing jughandle.

Short Term Install standard crosswalks and stop bars at minor crossings of Osborn Avenue and Albert E. Clifton Avenue Install crosswalk at driveway east of intersection Evaluate signal timing to ensure adequate pedestrian clearance time of the NJ Route 88 crossings

92

Mid Term Perform traffic study to investigate removal of jughandle and reopening of Osborn Avenue to allow NB right-turn movements only Restripe existing crosswalks to continental style Long Term Remove jughandle and reopen Osborn Avenue Install sidewalk at former jughandle along NJ Route 88

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$2,100

$ 6,000

$ 4,500

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

AV E

NO LD RESTRIPE AS CONTINENTAL STYLE CROSSWALK

AR

INSTALL CROSSWALK SIGNAGE (MUTCD W112/W16-7P)

REPOSITION STOP BAR

NJ R OUT E

88 RESTRIPE INTERSECTION WITH CONTINENTAL STYLE CROSSWALK

88

EVALUATE SIGNAL TIMING TO ENSURE ADEQUATE PEDESTRIAN CLEARANCE TIME FOR THE WB APPROACHES

FIGURE 5.9 - RECOMMENDATIONS AT NJ ROUTE 88 & ARNOLD AVE

NJ ROUTE 88 AT ARNOLD AVENUE (CR 633) The signalized intersection of NJ Route 88 and Arnold Avenue is a critical node for traffic destined to or traveling from Point Pleasant Beach. The intersection is also located one block from Ocean Road Elementary School and is the only signalized crossing of NJ Route 88 in the vicinity of the school.

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$900

$4,700

$ -

Short Term Reposition stop bar on SB approach Install signage (MUTCD W11-2/W16-7P) and advance warning signage for ramp crosswalk Evaluate signal timing to ensure adequate pedestrian clearance time on the crossing of the WB approach Mid Term Restripe existing crosswalks to continental style

POINT PLEASANT BOROUGH RECOMMENDATIONS

93

BAY AV E

NJ R O UT E 88

88

EXTEND SIDEWALK FROM ROUTE 88 TO OLD FARM RD

OLD

FAR M

RD

FIGURE 5.10 - RECOMMENDATIONS AT NJ ROUTE 88 & BAY AVE

NJ ROUTE 88 AT BAY AVENUE (CR 604) While this signalized intersection has been recently improved to include full pedestrian accommodations, there are limited connections to the intersection from the south on Bay Avenue, particularly along Bay Avenue southbound.

Bay Avenue is particularly important as it provides the only direct north-south route between NJ Route 88 and Bridge Street east of the Point Pleasant Canal.

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$26,400

$ -

$ -

Mid Term Connect sidewalk along Bay Avenue SB south to Old Farm Road

94

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

BAY AVE

UPGRADE CURB RAMPS TO BE ADA-COMPLIANT RESTRIPE AS CONTINENTAL STYLE CROSSWALK

BRIDG

REPOSITION STOP BAR RESTRIPE CROSSWALK AND STRIPE AS CONTINENTAL STYLE

E AVE

INSTALL COUNTDOWN PEDESTRIAN SIGNAL HEADS FOR ALL APPROACHES

FIGURE 5.11 - RECOMMENDATIONS AT BRIDGE AVE & BAY AVE

BRIDGE AVENUE (NJ ROUTE 13) AT BAY AVENUE (CR 604) This intersection links Point Pleasant with Bay Head and is a key link for pedestrians and bicyclists traveling along Bridge Street east of the Point Pleasant Canal.

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$7,000

$ 12,800

$ -

Short Term Upgrade curb ramps to be ADA-compliant Mid Term Install countdown pedestrian signal heads Reconfigure crosswalk on EB approach Move stop bar on EB approach Restripe existing crosswalks to continental style

POINT PLEASANT BOROUGH RECOMMENDATIONS

95

UPGRADE CURB RAMPS TO BE ADA-COMPLIANT

BRIDGE AVE

INSTALL STANDARD CROSSWALK STRIPING

FIGURE 5.12 - RECOMMENDATIONS AT BRIDGE AVE & BOROUGH HALL

BRIDGE STREET (NJ ROUTE 13) WEST OF BAY AVENUE (CR 604) This location was identified during field visits and confirmed by stakeholders as an area where pedestrians frequently cross at an unmarked location. Pedestrians were observed crossing NJ Route 13 to access Heritage Park from Partridge Run and the residential neighborhood to the north.

Short/Mid Term Investigate need for Pedestrian Hybrid Beacon installation

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

96

Short Term

Mid Term

Long Term

$ -

$ -

$75,000

BRIDGE AVENUE (CR 632) AT BOROUGH HALL This midblock signalized intersection provides a pedestrian crossing between the Borough Hall complex and Point Pleasant Community Park. While it is generally an easy place for pedestrians to cross, minor improvements are recommended to further increase visibility at this site.

Short Term Install standard crosswalk striping on outside edge of existing paver crosswalk Upgrade curb ramps to be ADA-compliant

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$1,700

$ -

$ -

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

REVIEW ACCESS AND PEDESTRIAN ACCOMODATIONS

BRID GE A V

REPOSITION PEDESTRIAN SIGNAL HEAD

E

BEAVER DAM RD

UPGRADE CURB RAMPS TO BE ADA-COMPLIANT

FIGURE 5.13 - RECOMMENDATIONS AT BRIDGE AVE & BEAVER DAM RD

BRIDGE AVENUE (CR 632) AT BEAVER DAM ROAD (CR 630) This intersection is adjacent to the Point Pleasant Community Park and is centrally located in the borough, linking two primary routes through Point Pleasant. While accommodations at the intersection create a generally positive walking atmosphere, improvements to access approaching the intersection are necessary.

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$2,800

$4,100

$30,800

Short Term Upgrade curb ramps to be ADA-compliant Reposition pedestrian signal head on NE corner Mid Term Improve pedestrian access through SW and NE corner driveways Long Term Investigate changes to access at SW, NE corners

POINT PLEASANT BOROUGH RECOMMENDATIONS

97

REVIEW ACCESS AND PEDESTRIAN ACCOMODATIONS BRI DGE

REVIEW ACCESS AND PEDESTRIAN ACCOMODATIONS

AVE

INSTALL ADA-COMPLIANT CURB RAMPS AT ALL CORNERS

IMPROVE ACCESS TO PUSH BUTTON

REVIEW ACCESS AND PEDESTRIAN ACCOMODATIONS

RIVE R

AVE

RESTRIPE CROSSWALKS

FIGURE 5.14 - RECOMMENDATIONS AT BRIDGE AVE & RIVER AVE

BRIDGE AVENUE (CR 632) AT RIVER AVENUE This signalized intersection is a key location for pedestrians since River Avenue serves as a key link to the High School/ Middle School complex.

Short Term

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$1,500

$15,700

$15,600

Restripe crosswalk on EB/SB approach Mid Term Install sidewalk connections along River Avenue Improve curb ramps and curbing at intersection Improve access to push buttons at NW and SW corners Long Term Investigate changes to access at SE, NE, NW corners

98

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

WY STRE

AM P K BRID

NORT H

REVIEW ACCESS AND PEDESTRIAN ACCOMODATIONS

GE A VE

INSTALL ADA-COMPLIANT CURB RAMPS AT ALL CORNERS

REVIEW ACCESS AND PEDESTRIAN ACCOMODATIONS

FIGURE 5.15 - RECOMMENDATIONS AT BRIDGE AVE & NORTHSTREAM PKWY BRIDGE AVENUE (CR 632) AT NORTHSTREAM PARKWAY This signalized intersection has adequate pedestrian accommodations, but access to the intersection on several approaches is limited.

ORDER OF MAGNITUDE MATERIAL COST ESTIMATES

Short Term

Mid Term

Long Term

$ -

$16,900

$20,400

Mid Term Install sidewalk connections east of the SE corner and along North Stream Parkway Improve curb ramps and curbing at intersection Long Term Investigate changes to access at NW, SE corners

POINT PLEASANT BOROUGH RECOMMENDATIONS

99

Bicycle Improvements Given the compact size and traditional development patterns observed in Point Pleasant, as well as a high degree of existing roadway connectivity, a solid foundation for bicycle use exists within the Borough. The following recommendations aim to provide a more complete bicycle network and improve existing infrastructure to better accommodate bicyclists and make biking more convenient.

BICYCLE COMPATIBILITY ANALYSIS The Existing Conditions technical memorandum analyzed the bicycle compatibility of the Borough’s roadway network based on NJDOT guidelines. The majority of the Borough’s roadway network is composed of local, residential streets with low speeds and low traffic volumes, requiring no separation from vehicular traffic or additional signage or striping to improve compatibility. However, several changes can be made to the Borough’s primary arterials and secondary streets to create a less stressful environment for the average cyclist, which will have the largest impact on increasing bicycle use. The recommendations seek to provide separated bicycle and vehicular accommodations on higher volume and/or higher speed roadways, where possible, and to improve bicyclist comfort on secondary roadways using shared -lane markings where the existing cartway width may not allow for a separate bicycle facility.

Shared-lane markings improve bicycle accommodations within constrained right-of-ways by alerting motorists

100

of potential bicycle activity, instructing bicyclists where to position themselves within a travel lane, and reducing wrong-way bicycling incidence.

The recommended priority bicycle network is shown in Figure 5.16. The recommendations include continuous bike lanes along the east-west arterials of NJ Route 88 and Bridge Avenue, improving access to the Borough’s commercial districts and connections to destinations in Point Pleasant Beach and Bay Head. A north-south bike lane along Beaver Dam Road would provide a direct linkage to/from the south, and provides a connection to the existing bike lane along Princeton Avenue in Brick Township. Shared-lane markings

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

ff Example Shared-Lane Marking

ARNOLD AVE

RIV ER

RO

D

A

HE RB ER

TS V

ILL E

35

RO AD

BU

TL E

RIVIERA

HIL

ROA D

88

BAY AVE

L IT

RN

BEAV ER DA M RO AD

RIVE R AV ENU E

NOR THS T R E A M PA RKWA Y

88

RN TT AV E

PK W Y

LR D

35 0.25 miles

PRINCETON AVENUE EXISTING BIKE LANE

Bike Lane

FIGURE 5.16 | RECOMMENDED BICYCLE Shared Lane ROUTE NETWORK Bike Lane Following POINT PLEASANT BOROUGH Redevelopment

0.5 miles

Bike Lane w/ Realignment Canal Path Not Bicycle Compatible NJ Transit Station

POINT PLEASANT BOROUGH RECOMMENDATIONS

101

0.25 miles

0.5 miles

Bike Lane

FIGURE 5.17 | ACCESS TO RECOMMENDED BIKE NETWORK 1/4 MILE BUFFER POINT PLEASANT BOROUGH 102

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

Shared Lane Use Shoulder/No Change Canal Path Bike Network Buffer NJ Transit Station

are recommended for primary roadways with constrained businesses to provide bicycle parking to further expand right-of-way (Herbertsville Road and River Road) and parking capacity and improve the convenience of secondary roadways (River Avenue and Riviera Parkway). bicycling. (Recommended bike rack designs can be These recommendations create a cohesive, designated found on page 59) bicycle network throughout the Borough, connecting residential areas to major destinations. Figure 5.17 depicts Drainage Grates: An inventory assessment conducted as part of the existing conditions analysis indicated the priority bicycle network with a 0.25 mile buffer around that many drainage grates within the Borough, each of the bicycle facilities. The figure dramatically particularly along Beaver Dam Road, River Avenue, demonstrates nearly complete coverage of the Borough, Barton Avenue, Herbertsville Road, River Road, and indicating that the priority network is accessible to the vast around the Middle and High School complex, are an majority of residents. older generation, non-bike safe design. These grates, Implementation of the bicycle network is divided into as well as any others throughout the Borough, should three general categories – short-term improvements on be replaced and upgraded to a bike-safe design during most secondary roadways, improvements to the Point any typical drainage system maintenance cycles or Pleasant Canal crossings, and longer-term improvements roadway projects. (Full drainage grate discussion to Bridge Avenue and NJ Route 88. The vast majority of can be found on page 53 of the Existing Conditions the improvements are simple restriping of the existing Technical Memorandum.) roadway with a bike lane or shared-lane markings, shoulder striping, and/or signage. These improvements ESTIMATED COSTS can generally be completed at a relatively low cost and in a short time-frame. Bike lanes across the NJ Route Materials required to make the recommended bicycle 88 and Lovelandtown (Bridge Avenue) Bridges require a facility improvements described above include: bike lane realignment of the roadways to accommodate a road diet, paint, bike lane and shared-lane markings, buffer paint, which is discussed in more detail in the following section and regulatory signage. The proposed improvements to (Bridge Improvements). Finally, the bike lane segment the bike network include: along Bridge Avenue and NJ Route 88 is a long term improvement to accompany access control improvements Improvement Length Order of and redevelopment of each corridor, discussed in more Type (miles) Magnitude detail in the following section on Corridor Improvements.

Cost*

BICYCLE FACILITIES Bicycle compatible infrastructure creates a bicycle friendly environment and encourages biking as a mode of transportation. Older infrastructure may not meet current standards and should be upgraded during the regular maintenance cycle. Types of recommended infrastructure upgrades include: Bicycle Parking: The Borough has a significant amount of bicycle parking at major public destinations, including schools and parks. However, nearly all existing bicycle racks are an obsolete wave or comb style. These rack designs do not adequately support the bike frame, have poor spacing, and are frequently used incorrectly. As the existing racks approach the end of their life cycle, they should be replaced with racks that meet current standards, such as the inverted-U, “A”, or post and loop designs more commonly installed today. Similarly, any new racks installed elsewhere in the Borough should be one of these designs. The Borough should also encourage

Buffered Bike Lane Bike Lane Shared Lane

6.6

$92,200

2.7 12.1

$12,000 $44,500

*Note that these cost estimates do not include any sidewalk, curb, or driveway modification costs, nor do they account for engineering fees, labor, or contingency costs.

POINT PLEASANT BOROUGH RECOMMENDATIONS

103

TE 88

N J R OU

BRID

GE AV E

Corridor Improvements The following sections present recommendations for several prominent corridors in the Borough.

The improvement concepts seek to reallocate space provided within the existing paved roadway in order to balance pedestrian, bicycle, and vehicle mobility.

Bridge Avenue

104

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

NJ Route 88

River Avenue

POINT PLEASANT BOROUGH RECOMMENDATIONS

105

NJ ROUTE 88 NJ Route 88 is one of two primary east-west arterials across the Borough, providing access to many businesses and connections to Point Pleasant Beach and Bay Head.

NJ Route 88 corridor improvements should target the 1.69 mile section between Bridge Avenue and Arnold Avenue.

This section carries an approximate average annual daily traffic (AADT) of 17,400 vehicles, with a 35 mph speed limit.

The predominant cross section along this corridor is two approximately 11-foot travel lanes with a variable shoulder width of 0 to 12 feet, along with four to five-foot sidewalks on both sides of the roadway. Typical total cartway width

is approximately 36 feet. This section of NJ Route 88 is a commercial corridor with long-term redevelopment opportunities. Existing land uses are generally setback from the roadway with parking in front. Driveway treatments are inconsistent along the corridor. Though access is more controlled than along Bridge Avenue, driveway access points are numerous, and there are several properties with uncontrolled access, which creates an unfriendly environment for pedestrians and bicyclists.

The following improvements are recommended:

FIGURE 5.18 | NJ ROUTE 88 EXISTING CONDITIONS

36’

PHASE I – SHORT/MID TERM Enhance Access Control: Several properties have open, uncontrolled access along the frontage of NJ Route 88, creating an unfriendly environment for pedestrians and bicyclists, and exacerbating conflicts between turning vehicles and pedestrians, bicyclists, and other vehicles. During roadway improvements and/or site redevelopment, driveway access should be consolidated to a single point on each property.

Shared driveway access may also be appropriate for some properties to further reduce the number of conflict points. Driveways should be constructed to maintain the sidewalk through the driveway opening, providing a continuous, level sidewalk network.

Complete Sidewalk Network: A substantial sidewalk network exists along the corridor. However, several gaps with worn paths indicate unmet pedestrian demand. Sidewalk gaps along this corridor should be prioritized for sidewalk construction in order to create a complete sidewalk network and maintain pedestrian mobility along this busy arterial.

as a five-foot bicycle lane with a two-foot striped buffer adjacent to vehicular traffic. The buffer width may narrow or widen slightly as the existing shoulder width varies along the corridor. The bicycle lane and markings will encourage on-street riding and riding with traffic. While physical separation (i.e. grade or barrier separation) between the bicycle lane and vehicular traffic is not possible due to the frequent driveway openings, the striped buffer will provide a more comfortable environment for bicyclists, calm traffic by creating a narrower roadway feel for motorists, and deter motorists from driving into the bike lane to pass left-turning vehicles. Existing vehicle lane width may remain unchanged. Where left-turn bays are provided at the intersection with River Avenue, bicycle circulation should be maintained through the intersection with shared-lane markings until the separate bike lane continues. Between Oakwood Road (transition to four-lane cross section) and Arnold Avenue, the bike lanes should tie into the NJ Route 88 Bridge recommendations discussed in the next section.

Restripe with Buffered Bicycle Lanes: The existing approximately seven-foot shoulder can be restriped

106

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

FIGURE 5.19 | NJ ROUTE 88 PHASE 1: RESTRIPE WITH BUFFERED BICYCLE LANES

36’

PHASE II – LONG TERM Corridor Redevelopment: Revitalize the NJ Route 88 commercial district by developing a cohesive redevelopment plan to integrate land use and transportation objectives. Revise zoning codes to encourage redevelopment to pull buildings up to the sidewalk with rear parking. The corridor may benefit from a form based code effort to spur redevelopment and revitalization. Minimize driveway openings through shared access and shared parking. Enhance streetscape with a consistent treatment, wider sidewalks, pedestrian scale lighting, and amenities such as street trees and street furniture. Over

time, site redevelopment will create a more friendly pedestrian and bicycle environment. Figures 5.22 and 5.23 illustrate one potential concept for redevelopment of this commercial district.

NJ Route 88 east of Arnold Avenue has lower vehicular volumes, a continuous sidewalk network and striped four-foot shoulders to accommodate on-road bicycle traffic. The shoulder should be converted to a four-foot bike lane to create a continuous bike lane along NJ Route 88 across the Borough from Bridge Avenue to Bay Avenue.

NJ Route 88 at River Ave

POINT PLEASANT BOROUGH RECOMMENDATIONS

107

FIGURE 5.20 | NJ ROUTE 88 EXISTING CONDITIONS Existing uncontrolled access driveway

No pedestrian signals

Large gaps in sidewalk network

108

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

FIGURE 5.21 | NJ ROUTE 88 PHASE 1

Add bike lanes

Add pedestrian signals

Control driveway access

Complete sidewalk network

POINT PLEASANT BOROUGH RECOMMENDATIONS

109

FIGURE 5.22 | NJ ROUTE 88 PHASE 2 INITIAL INFILL REDEVELOPMENT “Main street” style corridor redevelopment

Reduce building setbacks

Provide shared parking in rear of buildings and cross access easements

110

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

FIGURE 5.23 | NJ ROUTE 88 PHASE 2 COMPLETE INFILL REDEVELOPMENT

Complete corridor redevelopment

Enhance streetscape

Install pedestrian scale lighting

POINT PLEASANT BOROUGH RECOMMENDATIONS

111

BRIDGE AVENUE Bridge Avenue is the second of the two primary east-west arterials across Point Pleasant. It is a commercial corridor, providing connections to destinations in Bay Head via the Lovelandtown Bridge. The existing AADT is 12,200 vehicles with a speed limit of 35 mph. Improvements should be targeted along the approximately 1.5 mile section between NJ Route 88 and the Lovelandtown Bridge. The predominant existing cross section along this

section of the corridor is two 12-foot lanes with a zeroto-seven-foot shoulder. Typical curb-to-curb width is approximately 38 feet. Based on the current conditions, a phased implementation approach is recommended to enhance the corridor over time. Existing development along Bridge Avenue is more fragmented than along NJ Route 88 and redevelopment faces a more challenging and long-term effort.

FIGURE 5.24 | BRIDGE AVENUE EXISTING CONDITIONS

38’

PHASE I – SHORT TERM Develop Access Control Code: The current number of driveways and open, uncontrolled access along the corridor creates an unfriendly environment for pedestrians and bicyclists and exacerbates conflicts between turning vehicles and pedestrians, bicyclists, and vehicles traveling along Bridge Avenue. An access code should be developed to regulate driveway access, prescribing the consolidation or removal of existing driveways and encouraging shared driveway access. This is particularly true west of Beaver Dam Road, where there is a greater number of properties with uncontrolled access. Without the corresponding changes to the access control, bike lanes would not be advisable in this section of the corridor.

Complete Sidewalk Network: A substantial sidewalk network exists along the corridor. However, several gaps with worn paths indicate unmet pedestrian demand, and uncontrolled driveways make mobility challenging for pedestrians. Sidewalk gaps along this corridor should be prioritized for sidewalk construction in order to create a complete sidewalk network and maintain pedestrian mobility along this busy arterial.

112

Restripe with Bike Lane East of Beaver Dam Road: There are fewer uncontrolled access issues east of Beaver Dam Road, making the restriping of the shoulder as a buffered-bike lane feasible. The typical cross section should be converted to 11-foot travel lanes and five-foot bicycle lanes with a three-foot striped buffer adjacent to vehicular traffic. The buffer width may narrow or widen slightly as the existing shoulder width varies along the corridor. The bicycle lane and markings will encourage on-street riding and riding with traffic. While physical separation (i.e. grade or barrier separation) between the bicycle lane and vehicular traffic is not possible due to the frequent driveway openings, the striped buffer will provide a more comfortable environment for bicyclists, calm traffic by creating a narrower roadway feel for motorists, and deter motorists from driving into the bike lane to pass left-turning vehicles. At the approach to the Lovelandtown Bridge (transition to four-lane cross section), the bike lanes should tie into the bridge recommendations discussed in the next section.

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

FIGURE 5.25 | BRIDGE AVENUE PHASE 1: RESTRIPE WITH BIKE LANE EAST OF BEAVER DAM ROAD

38’

PHASE II – MID-TERM

PHASE III – LONG TERM

Implement Access Control: During roadway improvements and/or site redevelopment, consolidate driveway access per the access code. Encourage shared driveway access to decrease the number of driveways and relocating parking to the rear or side of the buildings as practical. Modify driveway entrances to facilitate bicycle and pedestrian mobility, eliminating long sections of uncontrolled site access.

Sidewalks should be pulled across driveway openings to create a continuous, level sidewalk path.

Main Street Corridor Redevelopment Plan: Revitalize Bridge Avenue as the Borough’s “Main Street” commercial district by developing a cohesive redevelopment plan to integrate land use and transportation objectives. Revise zoning codes to encourage redevelopment to pull buildings up to the sidewalk with rear parking. The corridor may benefit from a form based code effort to spur redevelopment and revitalization. Minimize driveway openings through shared access and shared parking. Enhance streetscape with a consistent treatment, wider sidewalks, pedestrian scale lighting, and amenities such as street trees and street furniture. Over time, site redevelopment will create a more pedestrian and bicycle friendly environment to support a revitalized main street commercial district and enhanced sense of place.

Restripe with Bike Lane West of Beaver Dam Road: Access control allows the possibility of extending the Bridge Avenue bike lane from Beaver Dam Road west to NJ Route 88, accomplished by restriping the shoulder as a five-foot bike lane with a striped buffer and 11-foot travel lanes. Where left-turn bays are provided at the intersection with North Stream Parkway, bicycle circulation should be maintained through the intersection with shared-lane markings until the separate bike lane resumes beyond the intersection.

Bridge Ave at River Ave

POINT PLEASANT BOROUGH RECOMMENDATIONS

113

RIVER AVENUE River Avenue runs north-south through the entire length of the Borough. The roadway features one 12-foot travel lane in each direction with an approximately 6-foot wide shoulder on each side, for a total pavement width of approximately 36 feet. River Avenue is one of the primary north-south thoroughfares within the Borough, spanning essentially the entire length of the Borough. River Avenue also provides access to the Point Pleasant Middle and High Schools, one block to the east. There are currently few dedicated pedestrian and bicycle facilities along the entire corridor, and the shoulder is intermittently used for parking.

Some property owners have enhanced the shoulder for this purpose with makeshift parking pads along the roadway.

As a result, the shoulders are occasionally blocked to

cyclists and pedestrians. Sidewalks along River Avenue currently exist in limited areas, such as adjacent to the recreation center.

The project team identified two potential options for improving safety and mobility along River Avenue for pedestrians. The first option maximizes pedestrian comfort, while the second option combines the unique needs of pedestrians and cyclists. Both options take full advantage of the currently underutilized shoulder area within the roadway right-of-way. The primary improvement area is between Bridge Avenue and NJ Route 88, which sees the highest volume of pedestrian, bicycle, and vehicular traffic, but the treatments described would be applicable further north and south of these primary routes.

FIGURE 5.26 | RIVER AVE EXISTING CONDITIONS

36’

OPTION 1 – SHARED-LANES WITH SIDEWALK ON BOTH SIDES The existing 12-foot travel lanes would be expanded to 13-foot lanes shared by vehicles and cyclists. Shared-lane pavement markings and corresponding signage would alert motorists to the potential presence of bicyclists and indicate to cyclists where they should position themselves within the travel lane. The remaining ten feet of pavement would be converted to curbed, concrete sidewalks in each direction. There are two possible configurations: five-foot sidewalks or four-foot sidewalks with a one-foot grass buffer between the sidewalk and curb. The fivefoot sidewalk creates a more comfortable environment

114

for walking side by side and for wheel chair users and strollers, while the buffer with the four-foot width improves pedestrian comfort with greater separation from vehicular traffic. ADA-compliant ramps would be installed at intersections and crosswalk striping upgraded at major roadway crossings. The shared vehicle and cyclist lane would promote cyclists riding in the street as opposed to the more commonly observed sidewalk riding behavior. Parking along the roadway would no longer be permitted and enforcement could be necessary to ensure the pedestrian and cycle thoroughfares remain clear.

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

FIGURE 5.27 | RIVER AVE OPTION 1: SHARED-LANES WITH SIDEWALK ON BOTH SIDES

36’

OPTION 2 – SHARED-LANES WITH SIDEWALK ON ONE SIDE ONLY, PRESERVING PARKING Shared-lane markings would be added to the existing 12foot travel lanes to improve conditions for cyclists. The currently observed street parking behavior, which occupies the entire six-foot shoulder, would be accommodated in an eight-foot wide shoulder striped and signed for parking, likely provided on the east side of the roadway. The increased width would provide space for vehicles to safely maneuver into and out of the travel lanes and to open doors when entering or exiting vehicles. Parking would

not be allowed near intersections or at driveways, in order to provide safe sight distances and appropriate visibility for pedestrians and vehicles crossing River Avenue. On the opposite side of the street, a curbed four-foot concrete sidewalk would collect pedestrians approaching the school complex and channel their movements to designated enhanced crosswalks. This option serves as a compromise to accommodate pedestrians while limiting parking impacts to residents along River Avenue.

FIGURE 5.28 | RIVER AVE OPTION 2: SHARED-LANES WITH ON-STREET PARKING AND SIDEWALK

36’

POINT PLEASANT BOROUGH RECOMMENDATIONS

115

HERBERTSVILLE ROAD Herbertsville Road (Ocean County Route 549 Spur) features one 12-foot wide travel lane with a shoulder that varies in width from three to five feet, in both directions. The overall roadway width is generally 34 feet; however, the

edge of pavement is often obscured by sand, vegetation, or other debris. There are three alternatives to improve Herbertsville Road that attempt to balance vehicular circulation with bicycle and pedestrian mobility.

FIGURE 5.29 | HEBERTSVILLE ROAD EXISTING

34’

OPTION 1 – 13-FOOT SHARED-LANES WITH SIDEWALK ON BOTH SIDES This option includes the construction of curbing and a fourfoot wide concrete sidewalk on both sides of the roadway within the existing paved cross section. While a five-foot sidewalk is preferred, only a four-foot width is possible within the existing cartway width. Crosswalks would be restriped and signed at intersections with side streets, as appropriate. Sidewalks should be pulled through the driveway aprons. Travel lanes would be widened from their existing 12-foot width to 13 feet, while sharedlane markings would encourage cyclists to ride in the street instead of on the sidewalk and alert drivers to the

presence of bicycle activity. Typically, the preferred width for shared-lanes is 14 feet; however, this is not attainable given the current roadway width. Separated facilities are also generally preferred by bicyclists on higher volume roadways such as Herbertsville (annual average daily traffic (AADT) of approximately 9,500). As a result, this option could potentially encourage the continued undesired behavior of cyclists riding on sidewalks, as recreational bicyclists tend to be more comfortable with separated facilities.

FIGURE 5.30 | HEBERTSVILLE ROAD OPTION 1: 13-FOOT SHARED-LANES WITH SIDEWALK ON BOTH SIDES

34’

116

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

OPTION 2 – 11-FOOT TRAVEL LANES WITH WIDER SHOULDERS Travel lanes would be narrowed to an 11-foot cross section, providing a six-foot shoulder in each direction for shared bicycle and pedestrian activity. This improvement option would reclaim the shoulder space with an aggressive maintenance campaign that includes trimming vegetation, enforcing no-parking regulations to accompany the wider shoulder, and cleaning the street regularly of sand and

other debris to maintain a consistent shoulder width along the corridor. Share-the-road signage (W11-1 and W161p) would alert motorists to the increased presence of pedestrians and cyclists. This option would likely incur the lowest implementation cost and provides an incremental increase to the users’ level of comfort while walking or cycling.

FIGURE 5.31 | HEBERTSVILLE ROAD OPTION 2: 11-FOOT TRAVEL LANES WITH WIDER SHOULDERS

34’

OPTION 3 – 11-FOOT TRAVEL LANES WITH SIDEWALK ON ONE SIDE This option would include construction of a five-foot wide concrete sidewalk on the north side of the street. Sidewalks should be pulled through the driveway aprons. Crosswalks would be restriped or upgraded at major intersections along the sidewalk. Travel lanes would be narrowed to 11 feet with a 3.5-foot wide shoulder in each direction. Share-

the-road signage (W11-1 and W16-1p) would alert motorists to the increased presence of cyclists. This option balances the needs of all road users, and shares usable space among each mode.

FIGURE 5.32 | HEBERTSVILLE ROAD OPTION 3: 11-FOOT TRAVEL LANES WITH SIDEWALK ON ONE SIDE

34’

POINT PLEASANT BOROUGH RECOMMENDATIONS

117

FIGURE 5.33 | River Avenue Original

ESTIMATED COSTS NJ ROUTE 88

HERBERTSVILLE ROAD

Order-of-magnitude material cost estimates for the sidewalks, crosswalks, curb ramps, striping, and bike lanes associated with the above improvement concepts are $129,100 (inclusive of the unsignalized intersection improvements noted in the Intersection Spot Improvments section).

Order of magnitude material cost estimates for the sidewalks, crosswalks, curb ramps, striping, and bike facilities associated with the above improvement concepts are: Option 1: $477,600; Option 2: $6,100; Option 3: $265,000.

BRIDGE AVENUE Order-of-magnitude material cost estimates for the sidewalks, crosswalks, curb ramps, striping, and bike lanes associated with the above improvement concepts are $175,000 (inclusive of the unsignalized intersection improvements noted in the Intersection Spot Improvments section).

RIVER AVENUE Order-of-magnitude material cost estimates for the sidewalks, crosswalks, curb ramps, striping, and bike facilities associated with the above improvement concepts are: Option 1: $254,100; Option 2: $130,200.

118

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

FIGURE 5.34 | Enhanced River Avenue Improvements Utilizing Full Right-of-Way (Photosimulation)

CONCEPT ENHANCEMENTS The corridor recommendations are based on the assumption that improvements are constrained to the existing cartway width. As discussed above, this results in trade-offs among preferred conditions for different roadway users, be it reduced parking, narrower sidewalks, or narrower shared-lanes for bicyclists and motorists.

However, the roadway right-of-way often extends beyond the existing paved roadway. In these instances, the above concepts could be enhanced to provide more optimal conditions for all roadway users by utilizing a portion of the currently unused roadway right-of-way. Sidewalks could be constructed at a minimum width of five feet with a buffer between the sidewalk and curb, curbside parking in residential areas could be maintained where there is demand, and segregated bicycle and motor vehicle facilities could be provided where warranted. Figure 5.34 illustrates an enhanced improvement concept along River Avenue that is not constrained to the existing cartway.

POINT PLEASANT BOROUGH RECOMMENDATIONS

119

Bridge Improvements The Point Pleasant Canal is a major physical barrier for east-west travel across the Borough. The NJ Route 88 and Lovelandtown (Bridge Avenue) Bridges are the only connections across the Canal and are critical links for pedestrian, bicycle, and vehicular traffic. The existing configuration of both structures is not compatible for on-road bicycle travel, as each structure lacks a striped shoulder or other on-road bike accommodation and the multi-lane cross section, high vehicle volumes and posted speed limit creates a stressful environment for the average bicyclist. Both structures have sidewalks on both sides of the roadways, which are used by pedestrians and the majority of bicyclists. Three options were considered to improve bicycle and pedestrian accommodations across the Canal.

120

OPTION 1: NO CHANGES TO EXISTING ROADWAY

the bridge to encourage courteous behavior and remind bicyclists that sidewalks are designed for pedestrians and pedestrians have the right-of-way.

While maintaining the existing four-lane configuration, there is insufficient width to provide an on-road bicycle facility. The bike lanes along NJ Route 88 and Bridge Avenue recommended in the previous section would terminate at the bridge approaches, and the majority of bicyclists will likely continue to utilize the sidewalks as a more comfortable alternative to the roadway. Therefore, “Shared Sidewalk, Bikes Yield� signs should be posted on

At the intersection of Arnold Avenue and NJ Route 88, a bike box should be constructed at the eastbound approach.

A bicycle count at the intersection indicated that there is a significant amount of eastbound bicycle traffic, with the majority making a left-turn. The bike box will increase the visibility of bicyclists at the intersection and allow them to move to the front of the queue at the traffic signal, both

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

of which will put bicyclists in a better position to more comfortably make the left-turn.

OPTION 2: BICYCLE AND PEDESTRIAN BRIDGE

Bicycle and pedestrian circulation could be improved by providing a third canal crossing via a dedicated bicycle and pedestrian facility. Several opportunities exist to connect streets on opposite sides of the Canal, such as Anderson Place and Johnson Avenue. The bridge would need to have a 65-foot under clearance for marine traffic, consistent with the existing structures in their open position and typical clearance along the Intracoastal Waterway. With a slope of 8.33% (maximum allowed by ADA requirements), this would require an approach distance of approximately 910 feet on each side of the Canal, including frequent level landings necessary to accompany the large slope. A reduced slope of 5% (maximum approach slope allowed

by ADA without level landings) would require an approach distance of approximately 1,300 feet.

The required Figure 5.35 | Example Shared Sidewalk Sign (http://www. length of the approaches would be a significant barrier amazon.com/Sidewalk-Cyclists-Wearing-Pedestrian- to implementation, requiring a large footprint, numerous Graphic/dp/B00895YGNU)

POINT PLEASANT BOROUGH RECOMMENDATIONS

121

FIGURE 5.36 | Existing NJ Route 88 Bridge Alignment

switchbacks, and increased costs. Due to the high cost and space requirements, this option is likely not feasible.

The proposed road diet would reduce the number of travel lanes from four to three on each bridge. This would make the roadway character more consistent with the rest of In order to reduce the need for lengthy ramps, a new the NJ Route 88 and Bridge Avenue corridors, both of bicycle and pedestrian bridge could be a drawbridge or lift which are predominantly two-lane cross sections. The NJ bridge similar to the existing roadway bridges. However, Route 88 Bridge would have two lanes westbound and one the added construction cost and complexity of the lift-span, lane eastbound, which would maintain two lanes in the along with future operating costs, preclude this from being direction that tends to have higher traffic volumes. The a feasible option.

Lovelandtown Bridge would have one lane westbound and two lanes eastbound. Combined, the structures OPTION 3: BIKE LANES ON BRIDGE would provide a balanced total eastbound and westbound capacity across the Canal, with three total lanes in each The existing 48-foot cartway width on both the NJ direction. Lane width would be 11 feet on both structures.

Route 88 and Lovelandtown Bridges provides flexibility The 15 feet gained from the reduced number of lanes and to reallocate a portion of the bridge deck to bicycle narrower lane width would be reallocated to 5-foot bike traffic by implementing a road diet. Road diets are lanes with 2.5-foot striped buffers in each direction. The effective for “right sizing� the roadway to meet existing bike lanes would be buffered by gore striping rather than a traffic demands and to balance the needs of all travel physical barrier, allowing the capacity to be reallocated to modes across the available right-of-way. Road diets westbound vehicular traffic in the event of an emergency also help calm traffic by reducing the number of travel evacuation, if appropriate. The lack of a physical barrier lanes and/or reducing lane width. Road diets can be also facilitates snow removal and deck maintenance. The relatively low cost because the main capital cost is bike lanes would tie into the bike lanes recommended typically restriping of the existing roadway. along NJ Route 88 and Bridge Avenue west of the bridges, as discussed in the previous section, to create continuous

122

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

FIGURE 5.37 | Proposed NJ Route 88 Road Diet (Photosimulation)

corridors with separated bicycle facilities. The existing configuration and road diet configuration for both structures is shown in Figures 5.36 and 5.37.

In combination with the bicycle lane installations, the open grate bridge deck should be made bicycle friendly. The steel, open grate surface can be difficult for bicyclists to

traverse and can become slippery when wet. Textured plating is available to retrofit bridge decks to improve conditions for bicyclists within the bike lane. The plating is perforated to reduce weight and textured to maintain tire grip in wet conditions. Filling the bike lane portion of the grate with lightweight concrete is another alternative.

FIGURE 5.38 | MILWAUKEE STEEL PLATE EXAMPLE:

FIGURE 5.39 |CHICAGO LIGHTWEIGHT CONCRETE EXAMPLE:

http://overthebarsinmilwaukee.wordpress.com/2011/06/16/clybournbridge-now-bicycle-friendly/

http://gridchicago.com/2011/cdot-giving-itself-five-opportunities-tomake-bridges-bicycle-friendly/

POINT PLEASANT BOROUGH RECOMMENDATIONS

123

FIGURE 5.40 | NJ ROUTE 88 BRIDGE (EXISTING) - EASTBOUND VIEW

48’

FIGURE 5.41 | NJ ROUTE 88 BRIDGE (PROPOSED) ROAD DIET - REMOVAL OF EASTBOUND LANE WITH ADDITION OF BIKE LANES

48’

FIGURE 5.42 | LOVELANDTOWN BRIDGE (EXISTING) - EASTBOUND VIEW

48’

FIGURE 5.43 | LOVELANDTOWN BRIDGE (PROPOSED) ROAD DIET - REMOVAL OF WESTBOUND LANE WITH ADDITION OF BIKE LANES

48’

124

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

NJ ROUTE 88 BRIDGE POINT PLEASANT BORO

POINT PLEASANT BOROUGH RECOMMENDATIONS

125

To examine the potential impacts of the proposed road diet, a simplified “fatal flaw” traffic study and queuing analysis was conducted for the roadways approaching both bridges from the east and from the west. Automated traffic recorder (ATR) data from the NJDOT traffic count database were available along Ocean Road, Arnold Avenue, Trenton Avenue, Herbertsville Road, and Bridge Avenue/NJ Route 13. These were used to estimate peak hour traffic volumes

during a typical weekday, which occurred from 5:00pm to 6:00pm in both locations. Based on the available count data, the volume-to-capacity (v/c) ratio does not exceed 0.45 on either structure, indicating that both bridges currently operate far below capacity. With the proposed road diet implemented, the v/c ratio remains under 0.80 at both structures, indicating the roadway would continue to operate under capacity, even during peak conditions.

TABLE 5.1 | PRELIMINARY BRIDGE CROSSING CAPACIT Y ANALYSIS

Lovelandtown Bridge Existing

NJ Route 88 Bridge

Road Diet

Existing

Road Diet

WB

EB

WB

EB

WB

EB

WB

EB

Peak Hour Volume (veh)

605

465

605

465

1,025

947

1,025

947

Lanes

2

2

1

2

2

2

2

1

Roadway Capacity (veh/hr)

2,400

2,400

1,200

2,400

2,400

2,400

2,400

1,200

V/C

0.25

0.19

0.50

0.19

0.43

0.39

0.43

0.79

Westbound Queue Arnold Avenue Existing: 875 ft Eastbound Queue Herbertsville Road Existing: 600 ft Additional: 25 ft

126

VER DAM RD BEA

Eastbound Queue NJ 88/ Ocean Road Existing: 600 ft Additional: 550 ft

Westbound Queue NJ 88/ Ocean Road Existing: 1050 ft NJ 88

HERBERTSVILLE RD

OD RD / LAKEWO NJ 88

AR NO LD

AV E

FIGURE 44 | NJ ROUTE 88 BRIDGE EXISTING AND ESTIMATED QUEUE LENGTH ROAD DIET SCENARIO

Eastbound Queue Beaver Dam Road Existing: 175 ft Additional: 25 ft

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

/ OCE AN R OAD

The v/c ratio analysis in the current and proposed design is shown in Table 5.1.

queuing along NJ Route 88 eastbound and Bridge Avenue westbound. A more comprehensive traffic circulation analysis, including peak period summer turning movement at the intersections approaching each bridge counts and midblock ATR traffic counts on bridge approaches should be conducted to thoroughly analyze the impacts of the proposed road diet prior to implementation.

The existing four-lane cross section of the bridges and their approaches also provides additional vehicular storage capacity for the traffic signals and bridge openings. The traffic study therefore also analyzed maximum queue lengths during bridge openings. Assuming a uniform arrival pattern, and applying a blockage of 5 minutes In conjunction with the road diet and bike lane, a bike box based on observed bridge opening behavior, a maximum should be installed at the eastbound approach of the NJ queue length was determined by multiplying the arrival rate times the blockage time. The resulting number of vehicles was distributed into the available storage space on the adjacent one-lane or two-lane roadways. The analysis was repeated with the road diet implemented to evaluate its impact on queue length. Figure 5.44 depicts the maximum queue lengths determined by the analysis, comparing the existing condition and road diet scenario.

The queuing analysis does not consider signal timing that may permit north-south movement while the bridge is open, which may reduce some queuing on Herbertsville Road and Beaver Dam Road.

This preliminary analysis indicates that the road diet is feasible and may be implemented without significant effects on vehicular capacity and some increased

Eastbound Approach of NJ Route 88 Bridge

FIGURE 5.45 | LOVELANDTOWN BRIDGE EXISTING AND ESTIMATED QUEUE LENGTH ROAD DIET SCENARIO

Bridge Avenue Eastbound Queue Existing: 500 ft

BAY AVE

Bridge Avenue Westbound Queue Existing: 625 ft Additional: 625 ft

BRID GE A VE

BRIDG E AVE

POINT PLEASANT BOROUGH RECOMMENDATIONS

127

STOP LINE MOVED BACK

UPGRADED CONTINENTAL CROSSWALKS

BIKE BOX

FIGURE 5.46 | NJ ROUTE 88 & ARNOLD AVE BIKE BOX AND UPGRADED CROSSWALKS

STOP LINE MOVED BACK

UPGRADED CONTINENTAL CROSSWALKS

BIKE BOX

BIKE LANES ON NJ ROUTE 88

FIGURE 5.47 | NJ ROUTE 88 & ARNOLD AVE NEW ALIGNMENT AND UPGRADED CROSSWALKS

Route 88 and Arnold Avenue intersection, as discussed under Option 1. Bike lane striping and pavement markings should also be installed along NJ Route 88 between Johnson Avenue and Benedict Avenue, providing a connection between the proposed bike lane on the bridge and the proposed bike lane east of Benedict Avenue (see Figure 5.47).

the jughandle encourages high speed turning movements and reduces queue capacity. The southbound approach should be reconfigured to a single left-turn lane and a through/right lane. The jughandle may be realigned as a T-intersection, or the existing jughandle closed and Osborn Avenue re-opened to allow a one-way northbound, rightturn only connection onto Herbertsville Road. Eliminating the jug-handle would simplify traffic circulation and create In conjunction with or following the road diet reconfiguration, a more comfortable bicycle and pedestrian environment. traffic circulation at the intersection of NJ Route 88 and This concept was noted above in the Spot Improvements Beaver Dam Road/Herbertsville Road should be analyzed. section of this memo, and illustrated in Figure 5.48.

The existing skew of the Herbertsville Road southbound approach reduces capacity and the tangent connection of

128

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

OPTION 1: STRAIGHTEN JUGHANDLE

EXISTING ALIGNMENT

OPTION 2: RE-OPEN OSBORNE AVE AND CLOSE EXISTING JUGHANDLE

FIGURE 5.48 | ROUTE 88 JUGHANDLE REALIGNMENT POINT PLEASANT BOROUGH

NJ Route 88 at Arnold Ave

ESTIMATED COST | BRIDGE ROAD DIETS Order-of-magnitude material cost estimates for the bike lane and roadway striping associated with the road diet reconfigurations described above are: NJ Route 88 Bridge: $15,000; Lovelandtown Bridge: $25,200.

POINT PLEASANT BOROUGH RECOMMENDATIONS

129

School Access Improvements Point Pleasant’s compact size, relatively high density, and centralized locations of its schools facilitate walking and biking to school. The following section summarizes recommendations at and in the vicinity of each of the Borough’s schools to improve bicycle and pedestrian access and mobility. allocated to a curbed, four-foot sidewalk and an on-street five-foot bike lane, with appropriate pavement markings (per MUTCD guidance). The use of green pavement The roadway network that provides access to the High or paint may further enhance the bike lane. Sidewalks School/Middle School complex lacks bicycle and pedestrian should be pulled through the driveway aprons. A one-foot facilities, particularly approaching from the west side of the striped gore would serve as a buffer and separate the bike Borough. Side streets from the west, including Chestnut, lane from the vehicle lane. On-street parking would be Spruce, Cedar, and Oak Streets currently function as two- provided along the curb on the opposite side of the street, way streets with on-street parking on both sides. The eliminating potential “dooring” crashes between parked existing 28-foot wide streets lose 6 feet of space on both vehicles and cyclists. West of Curtis Avenue, Chestnut sides to accommodate parking, often forcing bicyclists, Street would remain a two-way street under its current pedestrians, and two-way vehicular traffic to share a narrow configuration to maintain a critical link between Curtis 16-foot roadway. Although vehicle volumes are relatively Avenue and Lynn Avenue. low, this creates conflicts between vehicles, pedestrians, and cyclists, many of which are school children. Based A similar treatment would be applied to Spruce Street, on a review of traffic conditions and the needs of visitors converting it to a one-way westbound roadway with onwalking or biking to the High School/Middle School, a street parking, a separated bicycle lane, and four-foot series of one-way streets is proposed to reallocate physical sidewalk. The sidewalk and bike lane on Spruce Street space for pedestrian and bicycle accommodations, while should be located on the north side of the street, providing also maintaining on-street parking to meet the needs of direct access to the school complex without the need for a crossing at School Street. local residents.

POINT PLEASANT HIGH SCHOOL AND MEMORIAL MIDDLE SCHOOL

Under the proposed scheme, shown in Figure 5.49, Chestnut Street between Curtis Avenue and School Street would be reconfigured to allow one-way traffic eastbound with a single 12-foot travel lane. One side of the street would be

130

Cedar Street and Oak Street would also be reconfigured as a one-way pair, making the streets one-way eastbound and westbound, respectively. Unlike Chestnut and Spruce Streets, six foot parking lanes would be preserved along

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

OAK S

T

CURT

IS AV

E

Bike/Ped only opening

CEDA R ST SPRU CE S T

CH E ST N UT S

Bike Lane Crosswalk One-way (west)

OOL ST

AVE

HIGH SCHOOL

SCH

Sidewalk

T

RIVE R

FIGURE 5.49 | SCHOOL AREA STREET IMPROVEMENTS POINT PLEASANT BOROUGH

MEMORIAL MIDDLE SCHOOL

One-way (east)

pedestrian path illustrates the significant unmet demand in this area. High visibility continental crosswalks should be striped at the intersections of Chestnut, Spruce, Cedar, and Oak Streets with River Avenue, and the intersection of The one-way street grid would extend from School Street Chestnut Street with School Street. At the River Avenue to Curtis Avenue and would include Chestnut, Spruce, intersections between Chestnut Street and Oak Street, Cedar, and Oak Streets. This street pattern was chosen appropriate school crossing signs (S1-1, S4-3P) and in-road so that any motorists attempting to pick up or drop off stop for pedestrians signs (R1-6a) should be installed for passengers at the school would do so on the correct loading crosswalks on the River Avenue approaches. Given the side of the vehicle. The number of turning movements proximity of the school complex, these signs should have would be reduced at intersections along Curtis Avenue and a fluorescent yellow-green background, reinforcing the is cut in half at intersections along River Avenue, reducing potential presence of pedestrians in this area. pedestrian and vehicle interaction and exposure to conflicts.

As a significant secondary street connecting NJ Route 88 The one-way street grid would improve bicycle access to/ and Bridge Avenue, River Avenue has a relatively high from the school complex and points west. As shown in amount of vehicular traffic. A 20 mph school zone speed Figure 5.49, bicyclists would approach the school complex limit should be implemented to make through traffic more along the one-way, five-foot bike lane along Chestnut aware of the potential pedestrian activity and to encourage Street to School Street, and depart the school via the new slower vehicle speeds. The accompanying signage should bike lane on Spruce Street. be installed along the corridor (R2-1, S4-3, S4-2). both sides of a single 12-foot travel lane, leaving enough space for a curbed, four-foot wide concrete sidewalk within the existing cartway width.

Pedestrian access to the High School/Middle School complex would be enhanced by the four new sidewalks along the one-way streets noted above and a north-south sidewalk along the east side of School Street where an existing worn

Several additional pedestrian connections would further improve pedestrian access to the High School/Middle School complex:

POINT PLEASANT BOROUGH RECOMMENDATIONS

131

Install a sidewalk from the southeast corner of the high school along Pulaski Drive to Beaver Dam Road Extend the existing sidewalk along Old Drift Road from the high school tennis courts north to Pulaski Drive Install a sidewalk adjacent to the parking lot and athletic fields at the northwest corner of the Middle School, connecting the school to Shadyside Avenue.

An existing worn path indicates unmet pedestrian demand.

Open a pedestrian and bicycle only connection between the parking lot at the northeast corner of the Middle School and Shadyside Avenue.

As with the corridor improvements, the recommendations for Spruce, Chestnut, Oak, and Cedar Streets were constrained to the existing cartway width. Use of any additional roadway right-of-way would enhance the improvement concepts by allowing for a minimum sidewalk width of five feet, wider parking lanes, or other enhancements.

BENNETT ELEMENTARY SCHOOL School buses and private vehicles currently drop students off at a dedicated parking lot on the west side of the school.

These vehicle movements conflict with the crosswalk along Riviera Parkway. However, the crossing guards already deployed to the intersection during peak morning and afternoon drop-off and pickup times provide a high level of visibility, increasing driver awareness of pedestrians and overall pedestrian safety. Existing sidewalks, crosswalk striping, and pedestrian signage should all be regularly maintained and the crossing guard program continued to provide visibility for bicycle and pedestrian circulation approaching and around the elementary school. The bicycle racks on the sidewalk near the northwest corner of the school should be relocated to their own concrete pad, conveniently located near a school entrance, to restore the full width of the sidewalk to pedestrian traffic and remove the obstruction of parked bicycles.

Extend the Catherine Street sidewalk east to Gardens Road, providing a continuous sidewalk to the school as pedestrians reach Catherine Street from each northsouth street Install sidewalk along Benedict Street, John Street, George Street, and Sherman Avenue between Old Farm Road and Catherine Street, and Old Farm Road between Burn Tavern Road and Fleming Avenue in order to enhance the sidewalk network surrounding the school.

Upgrade crosswalks at the intersection of NJ Route 88 and Rue Avenue and the intersections along Catherine Street at Benedict Street, John Street, and William Street to high visibility continental striping Install curbside, stop for pedestrian signage (R1-5b, R19a) at the intersection of NJ Route 88 and Rue Avenue Install additional bicycle parking in the front of the school.

Consider bus circulator on east side of school through existing parking lot to connect to NJ Route 88.

Another improvement concept, which is not directly related to pedestrians and cyclists, would be to reverse the direction of the one-way portions of Johnson Avenue and Benedict Street. This would result in buses and vehicles exiting the school complex onto NJ Route 88 at the signalized intersection at Arnold Avenue rather than the unsignalized intersection at Benedict Street. Further analysis of traffic patterns and bus turning movements would be required for implementation of this concept.

ESTIMATED COSTS Order of magnitude material cost estimates for the bike lanes, sidewalks, curb ramps, crosswalks, and signage associated with the proposed school area improvements described above are: High School and Middle School Complex: $610,000; Ocean Road Elementary School: $199,100.

OCEAN ROAD ELEMENTARY SCHOOL In 2012, the Borough applied for a Safe Routes to School grant that proposed improvements to Catherine Street adjacent to the elementary school. The application highlighted many issues observed during project field efforts, and should be revisited and resubmitted with the additional support of this report. Key pedestrian and bicycle improvements around Ocean Road Elementary school include:

132

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

BICYCLE PARKING MEMORIAL MIDDLE SCHOOL POINT PLEASANT BOROUGH RECOMMENDATIONS

133

FIGURE 5.50 | Spruce St Existing Alignment

FIGURE 5.51 | SPRUCE ST EXISTING - EASTBOUND

28’

134

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

FIGURE 5.52 | Spruce St Proposed Realignment (Photosimulation)

FIGURE 5.53 | SPRUCE ST OPTION 1 - ONE-WAY WESTBOUND CONFIGURATION WITH BIKE LANE, SIDEWALK, AND ON-STREET PARKING

28’

POINT PLEASANT BOROUGH RECOMMENDATIONS

135

FIGURE 5.54 | Existing Canal Right-of-Way

Connectivity Improvements Enhancing bicycle and pedestrian connectivity can provide more route choices and shorter, more direct routes, which encourage and support walking and biking. While the Borough’s street network provides a strong blueprint for connectivity, opportunities exist to improve connections for non-motorized forms of transportation. Recommendations include: Point Pleasant Canal Walk: The Borough should pursue the construction of a shared-use path along the Point Pleasant Canal, as previously recommended in the Borough’s 2008 Open Space and Recreation Plan. The Canal Walk would provide a spine for off-road, north-south non-motorized circulation, linking the two bridge crossings and the Manasquan River. By leveraging the Borough’s waterfront resources and scenic vistas, the Canal Walk would also serve as a linear park, a recreational amenity for the Borough drawing walkers, joggers, bicyclists, skaters, and other users. The path would utilize the existing public right-of-way, owned by the U.S. Army Corps of Engineers, to develop an approximately 2.1 mile long, 10-foot wide, paved shared-use path on the east side of the Canal.

Construction of the path is facilitated by sections that have already been cleared and leveled, and the lack of any grade crossings of existing roadways. Connections should be provided to the residential streets that terminate as dead-

136

ends at the Canal, including Pine Bluff Avenue, Front Street, Burnt Tavern Road, Howe Street, and Mount Place. Highly visible connections with supportive wayfinding signage linking to the NJ Route 88 and Lovelandtown Bridges should also be provided. Design of the shared-use path should follow the guidelines found in AASHTO’s Guide of the Development of Bicycle Facilities (2012).

Non-motorized Linkages: The Borough should explore opportunities to add direct connections for non-motorized users between adjacent roadways that currently lack a formal connection. A short sidewalk or shared-use path can be constructed to link cul-de-sacs to adjacent streets.

Improvements should be prioritized where there is evidence of significant existing use. Locations for improved connections are shown in Table 5.2.

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

FIGURE 5.55 | Proposed Canal Walk (Photosimulation)

Next Steps The proposed recommendations provide a range of engineering, education, enforcement, and encouragement concepts and strategies to improve bicycle and pedestrian mobility throughout Point Pleasant. Prioritized and enacted over time, as funding is available, they will foster higher levels of walking and biking activity in the Borough, spur economic activity along the commercial corridors, and create a more robust network to link residents with the places they want to go. The Borough should work with the North Jersey Transportation Planning Authority (NJTPA) to prepare and submit problem statements to NJDOT to advance improvements along state highways.

A variety of funding sources are also available to support local bicycle and pedestrian improvements and programs.

The New Jersey Bicycle and Pedestrian Resource Center has compiled a summary of available resources, which is included as an appendix to this report.

POINT PLEASANT BOROUGH RECOMMENDATIONS

137

TABLE 5.2- POTENTIAL NON-MOTORIZED LINKAGES

Key

Approx.

Distance

Evidence of Use

A

Honeysuckle Ln to Honeysuckle Ln

130 ft

No

B

Short Pl to Ivy Rd

95 ft

No

40 ft

Yes

50 ft

Yes

C D

Bridge Ave to Partridge Run Bridge Ave to Heritage Park

E

Loveland Pl to Bridge Ave

35 ft

No

F

Roe Ave to Bridge Ave

30 ft

No

G

Canal Dr to Bridge Ave

80 ft

No

H

Catherine St to Woods End Rd

80 ft

Yes

I

Woods End Rd to Ocean Rd

215 ft

Yes

J

NJ Route 88 to Bradford Drive

60 ft

No

K

NJ Route 88 to Estelle Ave

215 ft

Yes

70 ft

No

30 ft

No

L M

138

Location

Herbertsville Rd to Osborn Ave Pleasant Pl to Giese Pl

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

Notes Connects residential streets across vacant lot Connects residential streets across vacant lot Connects residential area to bridge crossing Connect park to bridge crossing Connects residential area to bridge crossing; potential grade constraint Connects residential area to bridge crossing; potential grade constraint Connects residential area to bridge crossing; potential grade constraint Connects residential area to school Connects residential area to place of worship and route to Point Pleasant Beach; private property constraint Connects residential area to bridge crossing; potential grade constraint Connects residential area to bridge crossing; through cemetery Connects residential area north of Herbertsville to NJ Route 88 Connects residential areas

A

F

J

B

G

K OSBORN E

HALL A VE

AVE

ALLEN ST

HERBERTSVILLE RD

L MUR RAY

RD

N AV E

LIFT O RT E C ALBE

RAL

CEN T

RD

I

OAK WOO D

D

NJ 88

AVE

H

R DAM VER BEA

C

M

FIGURE 5.56 | NON-MOTORIZED CONNECTIVITY IMPROVEMENTS

E

A. Honeysuckle Ln to Honeysuckle Ln B. Short Place to Ivy Rd C. Bridge Ave to Partridge Run D. Bridge Ave to Heritage Park E. Loveland Place to Bridge Ave

F. Roe Ave to Bridge Ave K. NJ Route 88 to Estelle Ave G. Canal Drive to Bridge Ave L. Herbertsville Rd to Osborn Ave H. Cathrine St to Woods End Rd M. Pleasant Pl to Giese Pl I. Woods End Rd to Ocean Rd J. NJ Route 88 to Bradford Dr

POINT PLEASANT BOROUGH RECOMMENDATIONS

139

140

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH $8,200 $30,500

$12,500

Install crosswalk/curb ramps at SB approach Restripe existing crosswalks to continental style Improve push button access at NE, SW Corners Extend median on Bridge Avenue as pedestrian refuge Install countdown pedestrian signal heads Investigate driveway access changes along NJ Route 88 near SW, NW corners

Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement

Pedestrian Pedestrian Pedestrian Pedestrian Pedestrian Pedestrian

NJ Route 88 at River Avenue

NJ Route 88 between Northstream Parkway and River Avenue

NJ Route 88 at Bridge Avenue (CR 632)

Install crosswalks/curb ramps/ stop bars

Intersection Spot Improvement

$6,150 $27,500

Clear debris from curb ramps Install sidewalk Install countdown pedestrian signal heads Investigate driveway access changes along NJ Route 88 near SW, SE, NW corners

Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement

Pedestrian

Pedestrian Pedestrian Pedestrian Pedestrian

$2,500

$ --

Investigate appropriate location and install Rectangular Rapid Flashing Beacon at unsignalized crossing

Intersection Spot Improvement

$4,900

$760

$3,500

$2,500

$18,000

$33,000

Pedestrian

Install crosswalks/curb ramps/ stop bars

Arnold Avenue Unsignalized intersections

Intersection Spot Improvement

$28,000

Long-Term

Mid-Term

Mid-Term

Immediate/ Maintenance

Mid-Term

Long-Term

Mid-Term

Mid-Term

Short-Term

Short-Term

Short-Term

Mid-Term

Mid-Term

Mid-Term

Order of Implementation Magnitude Term Material Cost

Pedestrian

Install crosswalks/curb ramps/ stop bars

Improvement

Bridge Avenue Unsignalized intersections

Intersection Spot Improvement

Category

Pedestrian

Type of Improvement

NJ Route 88 - Unsignalized intersections

Location

IMPLEMENTATION MATRIX

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

Ocean County

Ocean County

NJDOT

Lead Agency

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Supporting Agency / Agencies

POINT PLEASANT BOROUGH RECOMMENDATIONS

141

NJ Route 88 at Osborn Avenue

NJ Route 88 at Beaver Dam Road (CR 630)/ Herbertsville Road (CR 549)

NJ Route 88 at Maplewood Road/ Maxson Avenue

Location

$6,000

$3,600

Install rectangular rapid flashing beacon (RRFB) at NJ Route 88 crossing Install crosswalk/curb ramps at minor crossings Install sidewalk Install continental crosswalk/ signage at jughandle Install crosswalk at bridge gatehouse driveway Review signal timing Investigate removal of jughandle and reopening of Osborn Avenue Restripe existing crosswalks to continental style Install standard crosswalks/curb ramps/stop bars at minor crossings of Osborn Ave and Albert Clifton Ave Investigate removal of jughandle and reopening of Osborn Avenue Remove jughandle and reopen Osborn Avenue Install sidewalk at former jughandle along NJ Route 88

Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Pedestrian

$4,500

$ TBD

$ --

$ --

$ --

$500

$1,000

$16,600

$4,000

$12,500

$3,400

Install crosswalk/signage/curb ramps at NJ Route 88 crossing

Intersection Spot Improvement

Pedestrian

$ --

Investigate removing Maxson Ave between NJ Route 88 and Newark Ave

Improvement

Intersection Spot Improvement

Category

Long-Term

Long-Term

Mid-Term

Short-Term

Mid-Term

Mid-Term

Short-Term

Short-Term

Short-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Order of Implementation Magnitude Term Material Cost

Pedestrian

Type of Improvement

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

Lead Agency

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Point Pleasant

Ocean County, Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Supporting Agency / Agencies

142

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH Investigate need for Pedestrian Hybrid Beacon Install standard crosswalk striping along existing paver crosswalk Upgrade curb ramps Upgrade curb ramps Reposition pedestrian signal head on NE corner Improve pedestrian access through SW, NW corner driveways Investigate driveway access changes near SW, NW corners

Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement

Pedestrian

Pedestrian

Pedestrian

Restripe existing crosswalks to continental style

Intersection Spot Improvement

Pedestrian Intersection Spot Improvement

Reconfigure crosswalk/stop bar on EB approach

Intersection Spot Improvement

Pedestrian

Pedestrian

Install countdown pedestrian signal heads

Intersection Spot Improvement

Investigate need for Pedestrian Hybrid Beacon west of intersection

Intersection Spot Improvement

Pedestrian

Pedestrian

Upgrade curb ramps

Intersection Spot Improvement

Pedestrian

Restripe existing crosswalks to continental style

Intersection Spot Improvement

Pedestrian Install sidewalk

Review signal timing

Intersection Spot Improvement

Pedestrian

Intersection Spot Improvement

Install pedestrian crossing signage at channelized right-turn

Intersection Spot Improvement

Pedestrian

Pedestrian

Reposition stop bar at SB approach

Improvement

Intersection Spot Improvement

Category

Pedestrian

Pedestrian

Bridge Avenue (CR 632) Pedestrian at Beaver Dam Road (CR 630) Pedestrian

Bridge Avenue (CR 632) at Borough Hall

Bridge Avenue (NJ 13) west of Bay Avenue (CR 604)

Bridge Avenue (NJ 13) at Bay Avenue (CR 604)

NJ Route 88 at Bay Avenue (CR 604)

NJ Route 88 at Arnold Avenue (CR 633)

Location

Type of Improvement

$30,800

$4,100

$ --

$2,800

$1,400

Long-Term

Mid-Term

Short-Term

Short-Term

Short-Term

Short-Term

Short-Term

$75000 (Beacon installation) $300

Mid-Term

Mid-Term

Mid-Term

Short-Term

Short-Term

Mid-Term

Mid-Term

Short-Term

Short-Term

Short-Term

$4,600

$1,400

$8,200

$ --

$5,600

$26,400

$4,700

$ --

$600

$300

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

Ocean County, Point Pleasant

NJDOT

NJDOT

NJDOT

NJDOT

Order of Implementation Lead Agency Magnitude Term Material Cost

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

NJDOT

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Ocean County, Point Pleasant

Supporting Agency / Agencies

POINT PLEASANT BOROUGH RECOMMENDATIONS

143

Investigate driveway access changes near SE, NE, NW corners Install sidewalk Upgrade curb ramps Investigate driveway access changes near SE, NW corners

Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement Intersection Spot Improvement

Pedestrian

Pedestrian

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

River Road

Herbertsville Road

Northstream Parkway

River Avenue

Osborn Ave

Osborn Ave

Riverwood Ave

Beaver Dam Road North Section

Beaver Dam Road South Section

Pedestrian

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Install bike lane striping

Install shared-lane striping

Install shared-lane markings

$5,700

$2,900

$2,000

$1,100

$1,100

Install shared-lane markings Install shared-lane markings

$4,900

$3,200

$4,300

$4,300

$20,400

$5,600

$11,300

$15,600

$800

$5,600

$9,300

$1,500

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Long-Term

Mid-Term

Mid-Term

Long-Term

Mid-Term

Mid-Term

Mid-Term

Short-Term

Order of Implementation Magnitude Term Material Cost

Install shared-lane markings

Install shared-lane markings

Install shared-lane markings

Install shared-lane markings

Improve push button access at NW, SW Corners

Intersection Spot Improvement

Pedestrian

Bicycle Network

Upgrade curb ramps

Intersection Spot Improvement

Install sidewalk

Intersection Spot Improvement

Pedestrian

Pedestrian

Restripe existing EB/SB crosswalks to continental style

Improvement

Intersection Spot Improvement

Category

Pedestrian

Bridge Avenue (CR 632) Pedestrian at Northstream Parkway

Bridge Avenue (CR 632) at River Avenue

Location

Type of Improvement

Ocean County

Ocean County

Point Pleasant

Point Pleasant

Point Pleasant

Ocean County

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Ocean County Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Supporting Agency / Agencies

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Lead Agency

144

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH Bicycle Network Bicycle Network

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bicycle

Bridge Ave - NJ 88 to Beaver Dam Rd

Bridge Ave - NJ 88 to Beaver Dam Rd - Rue Lido

Bridge Ave Lovelandtown Bridge

Bay Avenue

Burnt Tavern Road

Rue Avenue

Johnson Avenue

Kilkare Parkway & Hollywood Boulevard

Riviera Parkway

Dellwood Road/ Pineneedle Road

Dorsett Dock Road

Little Hill Road & Harbor Bicycle Drive

Arnold Avenue

Bicycle

Bicycle Network

Bicycle

NJ Route 88 - Arnold to Bay

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle Network

Bicycle

NJ Route 88 Canal Crossing

Bicycle Network

Category

Bicycle

Type of Improvement

NJ Route 88 - Bridge Ave to Beaver Dam Rd

Location

Install bike lane striping

Install shared-lane markings

Install shared-lane markings

Install shared-lane markings

Install shared-lane markings

Install shared-lane markings

Install shared-lane markings

Install shared-lane markings

Install shared-lane markings

Install shared-lane markings

Install buffered bike lane striping

Install buffered bike lane striping

Install buffered bike lane striping

Install bike lane striping

Install buffered bike lane striping

Install buffered bike lane striping

Improvement

$2,300

$2,600

$2,900

$800

$3,200

$2,600

$800

$1,700

$2,300

$4,900

$25,243

$10,081

$19,863

$4,000

$14,983

$22,050

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Order of Implementation Magnitude Term Material Cost

Ocean County

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Ocean County Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Supporting Agency / Agencies

NJDOT

Ocean County

Ocean County

NJDOT

NJDOT

NJDOT

Lead Agency

POINT PLEASANT BOROUGH RECOMMENDATIONS

145

Herbertsville Road (CR 549)

River Avenue

Bridge Avenue (CR 632/ NJ 13)

NJ Route 88

Location

Install buffered bike lane (Beaver Dam Road to Rue Lido) Install buffered bike lane (Beaver Dam Road to NJ Route 88) Install sidewalk (option 1 - both sides) Install crosswalks at minor approaches (option 1 - both sides) Install sidewalk (option 2 - NB only) Install crosswalks at minor approaches (option 2 - NB only) Install shared-lane markings Install parking striping (option 2) Install sidewalk (option 1 - both sides)

Corridor Improvments Corridor Improvments Corridor Improvments Corridor Improvments Corridor Improvments Corridor Improvments Corridor Improvments Corridor Improvments Corridor Improvments

Bicycle

Bicycle

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Bicycle

Vehicular

Pedestrian

Install sidewalk (option 3 - EB only)

Install crosswalks/curb ramps/stop bars at minor approaches

Corridor Improvments

Pedestrian

Corridor Improvments

Install sidewalk

Corridor Improvments

Pedestrian

Pedestrian

Install bike lane

Corridor Improvments

Bicycle

Install crosswalks at minor approaches (option 1 - both sides)

Install buffered bike lane

Corridor Improvments

Bicycle

Corridor Improvments

Install crosswalks/curb ramps/stop bars at minor approaches

Corridor Improvments

Pedestrian

Pedestrian

Install sidewalk

Improvement

Corridor Improvments

Category

Pedestrian

Type of Improvement

$253,000

$9,600

$460,000

$1,500

$4,300

$2,000

$122,500

$4,900

$245,000

$19,900

$10,100

$33,900

$111,100

$4,000

$22,100

$28,000

$75,000

Long-Term

Long-Term

Long-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Long-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

Ocean County

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

Order of Implementation Lead Magnitude Term Agency Material Cost

Point Pleasant Point Pleasant Point Pleasant Point Pleasant Point Pleasant Point Pleasant Point Pleasant Point Pleasant Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Supporting Agency / Agencies

146

BICYCLE + PEDESTRIAN CIRCULATION POINT PLEASANT BOROUGH

High School and Middle School Access

Lovelandtown Bridge (Bridge Avenue/NJ 13)

NJ Route 88 Bridge

Herbertsville Road (CR 549)

Location

Bridge Road Diet Bridge Road Diet School Access School Access School Access School Access School Access School Access

Vehicular

Pedestrian

Vehicular

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Bridge Road Diet

Vehicular

Bicycle

Bridge Road Diet

Vehicular

Bridge Road Diet

Bicycle Bridge Road Diet

Bridge Road Diet

Vehicular

Bicycle

Shoulder striping (options 2, 3)

Corridor Improvments

Bicycle

Install sidewalk - Cedar Street

Install sidewalk - Oak Street

Install sidewalk - River (both sides)

Install continental crosswalks/curb ramps

Investigate one-way circulation pattern on adjacent streets

Install signage

Install road striping

Install buffered bike lane striping

Perform traffic study to investigate road diet travel impacts

Install road striping

Install bike box

Install buffered bike lane striping

Perform traffic study to investigate road diet travel impacts

Install shared-lane markings

Install crosswalks at minor approaches (option 3 - EB only)

Improvement

Corridor Improvments

Corridor Improvments

Category

Bicycle

Pedestrian

Type of Improvement

$52,000

$52,000

$245,000

$38,700

$-

$3,400

$16,100

$9,000

$-

$7,000

$1,600

$4,700

$-

$6,100

$7,800

$5,800

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Short-Term

Short-Term

Mid-Term

Mid-Term

Short-Term

Mid-Term

Mid-Term

Mid-Term

Short-Term

Long-Term

Long-Term

Long-Term

Order of Implementation Magnitude Term Material Cost

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

NJDOT

Ocean County

Ocean County

Ocean County

Lead Agency

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant Point Pleasant Point Pleasant Point Pleasant Point Pleasant Point Pleasant Point Pleasant

Supporting Agency / Agencies

POINT PLEASANT BOROUGH RECOMMENDATIONS

147

Ocean Road Elementary School

High School and Middle School Access

Location

Install sidewalk - Old Farm Road

School Access School Access School Access School Access

Pedestrian

Pedestrian

Pedestrian

Pedestrian

Install continental crosswalks/curb ramps

Install signage

Install sidewalk - Sherman Ave

School Access

Install sidewalk - George Street

Install sidewalk - William Street

Install sidewalk - John Street

Install sidewalk - Benedict Street

$16,300

$400

$52,000

$23,200

$17,700

$17,700

$17,700

$17,700

$36,000

$4,500

Install buffered bike lane striping Spurce and Chestnut Streets Install sidewalk - Catherine Street

$21,100

$14,800

Install sidewalk - Albert Clifton Avenue

Install sidewalk - Pulaski Drive

$16,900

$9,500

Install sidewalk - NE Parking lot to Shadyside Install sidewalk - Old Drift Road

$46,000

$52,000

$52,000

Mid-Term

Short-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Mid-Term

Order of Implementation Magnitude Term Material Cost

Install sidewalk - School Street

Install sidewalk - Chestnut Street

Install sidewalk - Spruce Street

Improvement

Pedestrian

School Access

School Access

Bicycle

Pedestrian

School Access

Pedestrian

School Access

School Access

Pedestrian

Pedestrian

School Access

Pedestrian

School Access

School Access

Pedestrian

Pedestrian

School Access

Pedestrian

School Access

School Access

Pedestrian

Pedestrian

School Access

Category

Pedestrian

Type of Improvement

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Point Pleasant

Lead Agency

NJDOT

NJDOT

Supporting Agency / Agencies

DEPA RT

DEP AR T

F TRANS TO PO EN M

ION AT RT

F TRANSPORTAT TO IO N EN M

D

E

E

OF NE

W JE RSE

Y

ST

R

IT

IC

A

UN

TH

ST AT E

M AT E S O F A

E