NJ 42 Corridor Study A Plan of Action
Delaware Valley Regional Planning Commission August 2008 NJ 42 Corridor Study
Created in 1965, the Delaware Valley Regional Planning Commission (DVRPC) is an interstate, intercounty and intercity agency that provides continuing, comprehensive and coordinated planning to shape a vision for the future growth of the Delaware Valley region. The region includes Bucks, Chester, Delaware, and Montgomery counties, as well as the City of Philadelphia, in Pennsylvania; and Burlington, Camden, Gloucester and Mercer counties in New Jersey. DVRPC provides technical assistance and services; conducts high priority studies that respond to the requests and demands of member state and local governments; fosters cooperation among various constituents to forge a consensus on diverse regional issues; determines and meets the needs of the private sector; and practices public outreach efforts to promote two-way communication and public awareness of regional issues and the Commission.
Our logo is adapted from the official DVRPC seal, and is designed as a stylized image of the Delaware Valley. The outer ring symbolizes the region as a whole, while the diagonal bar signifies the Delaware River. The two adjoining crescents represent the Commonwealth of Pennsylvania and the State of New Jersey. DVRPC is funded by a variety of funding sources including federal grants from the U.S. Department of Transportation’s Federal Highway Administration (FHWA) and Federal Transit Administration (FTA), the Pennsylvania and New Jersey departments of transportation, as well as by DVRPC’s state and local member governments. The authors, however, are solely responsible for its findings and conclusions, which may not represent the official views or policies of the funding agencies. DVRPC fully complies with Title VI of the Civil Rights Act of 1964 and related statutes and regulations in all programs and activities. DVRPC’s website may be translated into Spanish, Russian, and Traditional Chinese online by visiting www.dvrpc.org. Publications and other public documents can be made available in alternative languages or formats, if requested. For more information, please call (215) 238-2871.
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TABLE OF CONTENTS
1.0 EXECUTIVE SUMMARY ...... 1
2.0 PURPOSE AND NEED...... 3
3.0 INTRODUCTION ...... 4
4.0 DEMOGRAPHICS ...... 6
4.1 Population Forecast...... 6
4.2 Employment Forecast ...... 6
5.0 ENVIRONMENTAL RESOURCES AND MANAGEMENT...... 7
5.1 Historic and Cultural Resources ...... 7
5.2 Water Resources...... 7
5.3 Stormwater Management...... 21
5.4 Green Infrastructure...... 28
6.0 PLACE MAKING IN THE NJ 42 CORRIDOR ...... 35
6.1 Transportation Solutions ...... 35
6.2 Smart Growth Strategies...... 37
7.0 ACCESS MANAGEMENT ...... 41
7.1 The Basics of Access Management...... 41
7.2 Access Management in the NJ 42 Study Corridor...... 42
7.3 Implementing Access Management Strategies...... 51
8.0 TRANSPORTATION ANALYSIS ...... 57
8.1 Traffic Volume Analysis...... 57
8.2 Crash Analysis...... 58
8.3 Travel Time Survey...... 59
8.4 Speed Analysis...... 63
8.5 Intersection Analysis...... 66
NJ 42/US 322 ...... 66
Berlin-Cross Keys Road ...... 71
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8.6 Median Analysis...... 77
8.7 Transit Analysis...... 87
Bus Service ...... 87
Park-and-Ride Opportunities...... 90
8.8 Bicycle Analysis ...... 98
8.9 Pedestrian Analysis...... 103
9.0 IMPROVEMENT PLAN...... 109
APPENDIX A: Environmental Justice Analysis ...... A-1
APPENDIX B: Crash Analysis (2004 – 2006) ...... B-1
APPENDIX C: Median Openings and Recommended Actions – Detailed Listing ...... C-1
NJ 42 Corridor Study
MAPS
MAP 1: NJ 42 Study Area
MAP 2: Watersheds
MAP 3: Impervious Surfaces
MAP 4: DVRPC 2005 Land Use
MAP 5: Surface Geology
MAP 6: Wetlands
MAP 7: Floodplains
MAP 8: Steep Slopes
MAP 9: Water Quality
MAP 10: 2030 Greenspace Network
MAP 11: Protected Lands
MAP 12: Soils
MAP 13: PM Peak Speed, NJ 42/US 322
MAP 14: Median Openings with Recommended Actions (Panels 1 and 2)
MAP 15: Median Openings with Recommended Actions (Panels 3 and 4)
MAP 16: Median Openings with Recommended Actions (Panels 5 and 6)
MAP 17: Median Openings with Recommended Actions (Panels 7)
MAP 18: Transit Network with Potential Park-and-Ride Sites
MAP 19: Proposed Bicycle Improvements
MAP 20: Proposed Pedestrian Improvements Berlin-Cross Keys Rd (CR 689)
Map A-1: Environmental Justice
FIGURES
FIGURE 1: Site 1: Dense Development Patterns in Washington Township
FIGURE 2: Site 2: Infill Development Along Berlin – Cross Keys Road
FIGURE 3: Site 3: Creating an Identity in Monroe Township
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NJ 42 Corridor Study
FIGURE 4: Hourly Traffic Volume Along Berlin-Cross Keys Road (between Atlantic City Expressway and Johnson Road)
FIGURE 5: Hourly Traffic Volume Along Berlin-Cross Keys Road (between Atlantic City Expressway and Sicklerville Road)
FIGURE 6: Directional Median Opening for 3-Leg Intersection
FIGURE 7: Directional Median Opening for 4-Leg Intersection
FIGURE 6: Trip Types
TABLES
TABLE 1: Population Forecast
TABLE 2: Employment Forecast
TABLE 3: Travel Time Survey Results
TABLE 4: Level of Service Analysis, NJ 42 and Berlin-Cross Keys Road
TABLE 5: Level of Service Analysis, NJ 42/US 322 and Sicklerville Road
TABLE 6: Level of Service Analysis, US 322 and Poplar Street/New Brooklyn Road
TABLE 7: Level of Service Analysis, US 322 and Corkery Lane
TABLE 8: Level of Service Analysis, Berlin-Cross Keys Road and Johnson Road
TABLE 9: Level of Service Analysis, Berlin-Cross Keys Road and Atlantic City Expressway, Eastbound Ramps
TABLE 10: Level of Service Analysis, Berlin-Cross Keys Road and Atlantic City Expressway, Westbound Ramps
TABLE 11: Level of Service Analysis, Berlin-Cross Keys Road and Sicklerville Road
TABLE 12: Level of Service Analysis, Berlin-Cross Keys Road and Williamstown Road/Chews Landing Road
TABLE 13: Bus Route Summary
TABLE 14: Bus Ridership
TABLE 15: NJ 42 Corridor Improvements Implementation Matrix
TABLE A-1: Degrees of Disadvantage by Type
NJ 42 Corridor Study
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ACKNOWLEDGEMENTS
This report benefited from the support and involvement of the Study Advisory Committee members through a series of meetings and presentations. Thanks are hereby given to all participants for their input in the planning process.
Study Advisory Committee
• Sergeant Stephen A. Branco, Washington Township Police Department • Lieutenant Joe Bryant, Gloucester Township Police Department • Therese Donlan, Gloucester County Planning Division • Lieutenant Ray Evans, Gloucester Township Police Department • Mayor Michael Gabbianelli, Monroe Township • Joe Gallagher, Winslow Township • John Hainsworth, Cross County Connection • Kevin Heydel, Monroe Township • Robert Kelly, Camden County Department of Public Works • Debbie Kingsland, NJDOT • Ken Lechner, Gloucester Township • Jack Lipsett, Washington Township • Andrew Levecchia, Camden County Improvement Authority • Jess Lucas, Gloucester County Planning Division • Edward McGlinchey, Winslow Township • Mayor SueAnn Metzner, Winslow Township • Mayor Paul Moriarty, Washington Township • Charles E. Romick, Gloucester County Planning Division • Beth Waltrip, New Jersey Transit
NJ 42 Corridor Study
NJ 42 Corridor Study
1.0 EXECUTIVE SUMMARY The analysis includes factors such as vehicular access, existing bus service, The NJ 42 Corridor Study was undertaken by security, and the improvements necessary to the Delaware Valley Regional Planning make the site functional. This analysis Commission (DVRPC) to address the provides background information that can be transportation and land use issues within the used by NJ Transit and NJDOT in pursuing corridor. The NJ 42 corridor comprises parts Park-and-Ride development in the corridor. of Washington and Monroe townships in A travel time survey was performed to assess Gloucester County and Gloucester and mobility in the study corridor. The survey was Winslow townships in Camden County. This conducted along the length of the Black Horse is a congested corridor, as identified by the Pike, from the North-South Freeway to the Congestion Management Process. intersection of Malaga-New Brooklyn Road in NJ 42 and US 322, commonly known as Monroe Township. AM peak data suggests Blackhorse Pike, is primarily a four-lane that traffic moves efficiently, although drivers Urban Principal Arterial within the study area. encounter localized delays. Speeds were It is a multipurpose facility that is used for somewhat slower in the northern end of the local and regional traffic within New Jersey. It corridor, where traffic volume increases is also a major commuter corridor for traffic to approaching the North-South Freeway. There Philadelphia, as well as destinations along the is an increase in PM peak travel time, New Jersey Shore. There are congestion and compared to the AM peak, but much of the traffic safety concerns in primary shopping increase is concentrated around Berlin-Cross areas during peak periods. Berlin-Cross Keys Road and, to a lesser extent, Sicklerville Keys, an Urban Principal Arterial, acts as a Road. Berlin-Cross Keys Road is one of two major connector between the Atlantic City facilities in the study corridor that provide Expressway and NJ 42. access to the Atlantic City Expressway, as well as Camden County population centers. This study documents and describes the Delays also increase significantly in the existing conditions along the corridor and vicinity of Sicklerville Road, the other Atlantic identifies alternative concepts and policies City Expressway access road. that address existing deficiencies. Rationalizing the median openings in An analysis of vehicle speeds was conducted Washington and Monroe townships is one on Berlin-Cross Keys Road to identify periods operational improvement recommended for when motorists are most likely to speed. The the corridor. Blackhorse Pike is divided by a data shows that on the roadway segment 20- to 30-foot wide grass median along eight between Sicklerville Road and the Atlantic miles of the study corridor. It is occasionally City Expressway, most speeding occurs interrupted by breaks to serve an intersecting between the hours of 6:00 AM and 2:00 PM street or driveway, or to provide a U-turn There was much less speeding during the PM opportunity. An analysis identified those peak, when volumes are highest. The median breaks that are adequate and safe, as segment between Johnson Road and the well as those that should be modified or Atlantic City Expressway exhibits a similar closed to improve traffic safety and efficiency. trend, although volumes are twice as high.
This is a major commuter transit corridor in An extensive and integrated bicycling and which there is a dearth of available Park-and- walking infrastructure is essential in providing Ride sites. In an attempt to address this nonmotorized connections between deficiency, 12 potential Park-and-Ride sites in residential areas and schools, parks, the study corridor were analyzed and ranked. businesses, and transit routes. This study
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examines ways of promoting bicycle use by 3: Encourage improved internal circulation identifying an interconnected network of among businesses. clearly designated bicycle routes. On-road 4: Complete the network of sidewalks along segments have been identified that would the Black Horse Pike and Berlin-Cross Keys complement the proposed off-road trails Road and at business access points. network, some of which have already been built, by connecting it to selected bicycle To achieve the implementation strategies and origins and destinations. tools outlined in this report, each municipality will have to engage in individual actions, such Locations for pedestrian facilities and as the amendment of local ordinances, as amenities have also been identified. These well as multimunicipal collaboration on issues facilities can provide a viable alternative to the such as the creation of an official map or use of the automobile for local travel and overlay district. The access management function as a feeder service for longer trips. tools serve as initial guidance for study area municipalities to implement the Access management is one of many recommendations. strategies recommended to be used to improve the function of the corridor’s The study area’s environment—which roadways. The methods recommended to be includes nationally significant water systems, employed seek to optimize and maintain the prime agricultural soils, and a cherished rural existing transportation system while preparing heritage—is impacted by the auto-dependent, for its future growth. With fewer new sprawl-style development patterns that highways being built, the need for effective characterize much of the recent growth in the management of the current transportation area. The report provides an overview of the network is even more pronounced. most significant environmental resources in the area. It examines the challenges and Based on discussions with stakeholders and opportunities involved in ensuring the independent field visits, several access sustainability of these resources. This management issues have been identified in information can be used to make planning the NJ 42 study corridor. First, there are decisions about the kinds of development that numerous access points, but few acceleration are appropriate for the study area, where new and/or deceleration lanes, resulting in growth should occur, and what measures disruption of traffic flow due to turning communities can take to enforce protections vehicles. In addition, there are few that will preserve and enhance their unique opportunities to access properties adjacent to environmental assets. the roadway without using NJ 42. Finally, with the presence of a considerable amount of vacant and undeveloped properties within the study area, combined with recent development pressure, it is expected that the corridor will experience significant growth in the near future.
Several corridor-wide improvements were recommended, including:
1: Encourage shared access along the Black Horse Pike and Berlin-Cross Keys Road. 2: Install acceleration and/or deceleration lanes at high-volume turning locations.
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2.0 PURPOSE AND NEED
The purpose of this study is to develop a plan identifying specific strategies that would improve mobility, reduce congestion, and improve the safety of road users within the context of a sustainable environment in the Route 42 corridor. The study addresses the problem of congested roadways largely caused by rapid suburban development and a lack of alternatives to the single occupant vehicle. Land use policies that encourage sprawl are evident in this corridor. These have also resulted in environmental degradation. This study attempts to address these needs by identifying immediate and long-term context-sensitive solutions that can improve traffic mobility, circulation, and safety while protecting the integrity of the environment. The study does this by exploring integrated transportation and land use planning solutions to address concerns about growth, congestion, access, and quality of life in the study area.
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3.0 INTRODUCTION occupancy vehicles from crowded roadways during periods of peak travel. A major The study corridor comprises parts of limitation to increased ridership is lack of Washington and Monroe townships in access to the routes. Gloucester County and Gloucester County and Gloucester and NJ Transit have made several failed attempts Winslow townships in Camden County. It to construct Park-and-Ride lots in the corridor. extends from Sicklerville Road in the north to A study task has been to review these past Malaga - New Brooklyn Road in the south, a efforts, to work with the county and NJ Transit distance of 8.9 miles. The study corridor is to revive those projects that seem most shown in Map 1. promising, and to identify other potential sites.
The study municipalities have been undergoing strong, steady residential growth—a trend that is likely to continue in the future. Along the roadways that weave through the study corridor, fields and farms exist next to suburban-style subdivisions. A major challenge is protecting natural and recreational resources for the future while accommodating the demand for growth in the present. The region’s adopted long-range plan, Destination 2030, recommends goals and policies to achieve a more sustainable region, predicated on better linking land use and transportation plans and projects to achieve smart growth.
Residential and employment growth is driving reciprocal commercial and retail growth on or near the Black Horse Pike (NJ 42/US 322), the locus of commercial and retail activity in the study corridor. It is also increasing the demand for travel on NJ 42 and the Atlantic City Expressway. These two facilities are important conduits for commuter trips between the study area and employment centers in Philadelphia, Camden, Atlantic City, and central New Jersey. One important goal of the study is to promote seamless access to these two facilities. Traffic congestion at expressway ramps has received specific attention, as has Berlin- Cross Keys Road, a major expressway access road.
NJ Transit operates local and commuter bus service on NJ 42 and commuter bus service on the Atlantic City Expressway. These commuter transit services remove single-
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4.0 DEMOGRAPHICS Monroe Township will experience the largest population boom, with over 15,000 new For the past 20 years, the study corridor residents. The population forecast for each municipalities have experienced steady municipality is summarized in Table 1. population and employment growth. According to DVRPC’s Analytical Data Report 4.2 Employment Forecast #14 (August 2007), this trend is likely to Employment growth is expected to rise continue, although the location of the fastest between 2005 and 2035. The four growth has shifted from Gloucester Township municipalities will add a total of 11,106 jobs to Washington, Monroe, and Winslow by 2035. Employment will increase the most townships. in Washington Township (51 percent), followed by Monroe Township (35 percent). 4.1 Population Forecast Washington Township is projected to Population growth is expected to rise between overtake Gloucester Township in jobs. The 2005 and 2035. The four municipalities will employment forecast for each municipality is add a total of 32,897 residents by 2035. summarized in Table 2.
Table 1: Population Forecast Year 2005 - 2035 2005 - 2035 Municipality County 2005 2020 2035 Absolute Percent Estimate Forecast Forecast Change Change Monroe Twp. Gloucester 31,156 39,663 46,709 15,553 50%
Washington Twp. Gloucester 50,198 54,284 57,695 7,497 15%
Winslow Twp. Camden 37,274 40,126 42,506 5,232 14%
Gloucester Twp. Camden 66,025 68,540 70,640 4,615 7% Total: 184,653 202,613 217,550 32,897 18% Source: DVRPC 2007
Table 2: Employment Forecast Year 2005 - 2035 2005 - 2035 Municipality County 2005 2020 2035 Absolute Percent Estimate Forecast Forecast Change Change Monroe Twp. Gloucester 8,128 9,690 10,993 2,865 35%
Washington Twp. Gloucester 12,861 16,409 19,372 6,511 51%
Winslow Twp. Camden 7,893 8,351 8,733 840 11%
Gloucester Twp. Camden 15,663 16,148 16,553 890 6% Total: 44,545 50,598 55,651 11,106 25% Source: DVRPC, 2007
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5.0 ENVIRONMENTAL in the Register. It opened in 1878 and still functions as a library. RESOURCES AND In the post-war era, road construction opened
MANAGEMENT the area up to suburban residential and commercial development. The New Jersey The study area’s environment—which Turnpike and the Atlantic City Expressway includes nationally significant water systems, opened in the 1960s, and Route 42 was built prime agricultural soils, and a cherished rural in the 1970s. In addition to local traffic, daily heritage—is impacted by the auto-dependent, commuters from southern New Jersey and sprawl-style development patterns that weekend commuters to the Jersey shore characterize much of the recent growth in the contribute to high levels of congestion in the area. This chapter provides an overview of area. the most significant environmental resources in the study area. It examines the challenges The construction of roadways led to growth and opportunities involved in ensuring the and development that created a shift in sustainability of these resources. The character from rural village to bedroom information in this chapter can be used to community. Communities in the study area make planning decisions about the kinds of are increasingly dominated by auto-oriented development that are appropriate for the development patterns. There is tremendous study area, where new growth should occur, pressure to convert farmland and open space and what measures communities can take to for residential and commercial uses. Because enforce protections that will preserve and the area has grown so quickly, local enhance their unique environmental assets. governments have struggled to keep up with demands on the local infrastructure system.
As a result, congestion is widespread. 5.1 Historic and Cultural Resources 5.2 Water Resources The study area was originally populated by Lenni-Lenape Indians. Artifacts and records Of the many natural resources in the study indicate that a number of Indian area, the water resources merit particular encampments were located throughout parts attention. The study area includes several of Gloucester and Camden counties. water systems that are recognized as nationally significant. More importantly, area In the late-1700s, settlers began farming the residents are dependent on local groundwater area, taking advantage of the prime soils. The for their drinking supply. Although the water area remained largely agrarian, with some resources in the study area are of crucial manufacturing and canning operations, until importance, they are increasingly threatened the mid-1900s. Today, two buildings dating by development patterns that increase from this period of agricultural settlement are stormwater runoff and reduce natural filtration listed on the National Register of Historic and recharge processes. Communities in the Places. The two-room Hall Street School in study area can be more vigilant about Monroe Township, built in approximately protecting water resources to ensure the long- 1877, was added to the Register in 2006. The term viability of their drinking water supply Free Library and Reading Room/Williamstown and water-based recreation areas. Strategies Memorial Library in Williamstown is also listed to protect water resources are also often the cheapest and best ways to provide for the
7 NJ 42 Corridor Study
meaningful conservation of other natural Headwaters of the Great Egg Harbor River resources, including land and wildlife. found in the study area include Hospitality Branch, Timber Lake, Sunset Lake, and The water systems in the study area with Victory Lake. recognized national significance are the Kirkwood-Cohansey aquifer system, the Great Great Egg Harbor River was named by early Egg Harbor River, and the Maurice River. The navigators for the waterway’s abundant Kirkwood-Cohansey aquifer system underlies nesting birds and their eggs. The river is still the Pinelands. The Pinelands is our country's home to diverse bird and fish populations, first National Reserve, established by including many threatened and endangered Congress in 1978. The Kirkwood-Cohansey species, such as the bald eagle, the peregrine aquifer is estimated to contain over 17 trillion falcon, and the Pine Barrens tree frog. The gallons of some of the purest drinking water in striped bass and alewife herring spawn in the the country. The study area covers parts of River on an annual basis. As the largest the watersheds for the Great Egg Harbor and canoeing river in the Pine Barrens, it is an Maurice Rivers. These rivers are designated important recreational destination. by Congress as National Wild and Scenic Rivers. This program recognizes the country’s In 1992, Congress designated segments of most outstanding free-flowing rivers, the Great Egg Harbor River and its tributaries establishes protections to ensure that river as a National Wild and Scenic River. More water quality is maintained, and requires than 99 percent of the eligible waterways and development of comprehensive river adjacent lands of the designated river corridor management plans. are within the boundary of the Pinelands National Reserve. The use of land and water in the Pinelands Area is regulated by the Pinelands Comprehensive Management Plan, Watersheds and River Systems which means that much of the Great Egg Harbor River is substantially protected. A watershed is a geographic land area that However, in the Route 42 corridor study area, drains to a specific water body. Environmental parts of the Great Egg Harbor Watershed are planners like to define regions by watersheds not located within the Pinelands. These because they are natural ecological units that headwater areas may be more vulnerable to link the water, soil, and plant and animal life contamination because development is not as systems in an area. Headwaters are of stringently constrained here. particular importance in watersheds because headwater condition affects water quality The National Wild and Scenic River downstream. Headwaters are easily impaired designation requires development of Local because they tend to be small and shallow. River Management Plans by each of the 12 Headwaters are also important parts of water- municipalities along the river corridor, as well based ecosystems because they typically as joint development of a Comprehensive contain a variety of aquatic life. Map 2: Management Plan. The Local River Watersheds depicts the watersheds in the Management Planning process encourages study area. townships along the river corridor to review their ordinances, identify compatible uses,
delineate a local boundary for the river, and Great Egg Harbor Watershed employ best management practices. During designation and development of the The southeastern part of the study area is in Comprehensive Management Plan, it was the Great Egg Harbor Watershed. determined that local zoning among the 12
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W Cl'OSS ~EYS Gt~SS \ " \ " \ \ \- , LK \ -- ~' \ " \ " " , " \ Clayton "" - " - "" .- - FRANKLIN • Bi'J Timbo municipalities is consistent with necessary of public awareness, improved river protections. Therefore, the requirement for management, compatible land use, the Local River Management Plan for each appropriate recreational use, and enhanced municipality can be met through the local resource protection. zoning and ordinance process. Alternately, municipalities may develop a Local River Management Plan. Maurice River Watershed Two of the 12 municipalities in the Great Egg Harbor River corridor are in the study area. A portion of the Maurice River Watershed is Monroe Township in Gloucester County has located in the center of the study area in parts 17.58 miles of water frontage on the Great of Monroe and Washington townships. Its Egg Harbor River and its tributary, the tributaries drain into the southwest portion of Squankum Branch. Winslow Township in the Pinelands. Some of the headwaters of the Camden County has 26.39 miles of water Maurice River in the study area include frontage along the Great Egg Harbor River Scotland Run, Still Run, and Little Ease Run. and Big Bridge Branch. The Great Egg The Maurice River Watershed is home to Harbor River forms a boundary between more than half of the species of plants and Monroe and Winslow townships. animals listed on the New Jersey Threatened Monroe Township produced a Local River and Endangered Species List. Located along Management Plan, which included a goal of the Atlantic Flyway route, it provides habitat to keeping the river corridor undeveloped while a rich variety of birds and aquatic life. allowing for low-intensity recreational Vestiges of the river’s fishing, boating, and activities. In Monroe, the local river oystering heritage may be seen along the management boundary is entirely within the waterway. New Jersey’s largest stand of wild Pinelands. Zoning in the boundary allows rice is located along the river. primarily for agricultural uses and low-density The Maurice River provides a crucial link rural development, with some more intensive between the Pinelands National Reserve and development permitted along the Black Horse the Delaware Estuary. The Delaware Estuary Pike and Route 659. is one of 28 National Estuaries and is home to In Winslow Township, much of the Great Egg the world’s largest population of spawning Harbor River corridor is within the Pinelands. horseshoe crabs and the second largest Winslow’s zoning conforms to the Local River concentration of migrating shorebirds in the Management Plan requirements. In the river western hemisphere. management boundary, zoning allows for In 1993, Congress designated segments and recreation, conservation, environmentally tributaries of the Maurice River as a National sensitive area districts, agriculture uses, and Wild and Scenic River in 1993. Although the some additional development in areas of designated Wild and Scenic River corridor is existing development. not in the study area, the headwaters of the The Great Egg Harbor Watershed Association Maurice River in Monroe and Washington is an active and successful watershed townships should be protected to reflect their association that serves as the host connectivity with this valuable water resource. organization for the local management and implementation of the Comprehensive Management Plan for the Great Egg Harbor National Scenic and Recreational River. The Comprehensive Management Plan sets goals 10 NJ 42 Corridor Study Mantua Creek Watershed side of a stream and include trees, shrubs, and other vegetation. When stream buffers The northwestern part of the study area is are maintained in their natural condition, located in the Mantua Creek Watershed. instead of being paved, mowed, or planted Tributaries to Mantua Creek in the study area with farm crops, they serve as important filters include Duffield Run and Bethel Run. to absorb pesticides and fertilizer that would Washington Township is in the process of otherwise enter the stream and impair water establishing a greenway in part to protect quality. Stream buffers absorb and slow down these water resources and to support the speed of flood waters. Greenways continuity with the Upper Mantua Creek (vegetated buffers) located along stream Greenway. Kandle Lake is another water corridors serve as wildlife habitat and resource in the study area that is part of the migration routes. Mantua Creek Watershed. The New Jersey Department of Environmental Protection (NJDEP) has established Surface Water Quality Standards Big Timber Creek Watershed (SWQS) that establish designated uses, The northeast portion of the study area is in classify streams based on uses, designate Big Timber Creek Watershed. The South antidegradation categories, and develop Branch of Big Timber Creek runs through water quality criteria for surface waters in the parts of Washington Township and state. The highest level of protection afforded Gloucester Township. Bells Lake is part of the to surface waters under the SWQS is applied Big Timber Creek Watershed. Big Timber to Outstanding National Resource Waters, Creek is home to numerous bird and fish which includes surface waters classified as species, as well as other turtles, crabs, Freshwater 1 (FW1) waters and Pinelands crayfish, clams, and other aquatic life. Fauna (PL) waters. FW1 waters have unique located in the watershed include wild rice and ecological or exceptional ecological, wildflowers. A number of point and nonpoint recreational, or water supply significance and pollution sources pose threats to the river, are not to be subject to any manmade with a primary threat coming from stormwater wastewater discharges or activities that might runoff. alter water quality. PL waters are maintained in their natural state. Other SWQS categories include Category One waters, which are protected from any measurable change in Streams water quality, and Category Two waters, which are also protected from any Several streams pass through the study area. measurable change in existing water quality, Streams and stream buffers are important to with certain exceptions. water resources for a number of reasons. Streams play an important role in water The New Jersey Department of quality and reflect or impact the health of Environmental Protection protects streams in other natural resource systems. Water quality New Jersey by setting requirements for in stream headwaters, where a stream is riparian buffers. Required buffers range from “born,” affects downstream water quality. 50 to 300 feet on either side of the stream, Headwaters provide important habitat for a depending on the stream SWQS variety of aquatic life at the base of the food classification. A buffer of 300 feet is best for chain. protecting the ecological integrity of a stream. The required buffers help protect drinking Stream buffers are strips of land along each water, minimize impacts from stormwater 11 NJ 42 Corridor Study runoff, provide floodwater storage, control erosion and stream bank degradation. erosion, recharge ground water, and maintain Experts calculate that stream degradation habitat. occurs at levels of 10 to 20 percent imperviousness of the watershed. When In addition to state regulations, municipalities impervious coverage reaches 25-30% or in the study area can fortify stream protection more of the watershed, streams will often be by adopting a stream corridor protection severely degraded. Map 3: Impervious ordinance. A stream corridor protection Surfaces shows impervious surface coverage ordinance ensures that vegetated riparian in the study area. Comparing the map of buffers are maintained by requiring impervious surface coverage to Map 4: development to be set back from stream DVRPC Land Use demonstrates that areas banks, floodplains, and wetland areas, and by with commercial development along Route 42 limiting the use and intensity of activities are heavily paved, creating increased risk of within the corridor. flooding and water quality impairment. Townships can review site plans to ensure A stream corridor protection ordinance should that new development in these areas be adopted in combination with an outreach incorporates best management practices for program that educates the community at stormwater management. large—and especially streamside landowners—about the importance of vegetated stream buffers. By integrating an educational component into stream Groundwater protections, property owners are more likely to comply with the ordinance and the The communities in the study area are township may be better able to avoid the dependent on groundwater for their drinking need for enforcement and penalties. water supply. Groundwater is drawn from layers of porous, water-bearing rock, gravel, Stream crossings are locations where a sand, silt, or clay, known as aquifers. roadway goes over a stream. In the study Groundwater quantity and quality is area, there are a number of stream crossings constrained by the underlying geology in an along Route 42, as well as a number of area. places where streams are located in close proximity to Route 42 and other major roads, The primary geographic formation in the study including Glassboro-Cross Keys Road, area is the Cohansey Formation, as can be Sicklerville Road, and Greentree Road. seen in MAP 5: Surface Geology. The soils Whether directly crossing or located near developed from the Cohansey formation are major roads, streams are more likely to be very porous, with a large proportion of coarse contaminated when located near roads and sand particles. The Cohansey Sand contains related commercial and residential the Cohansey Aquifer, one of the most development because of the increase in important aquifers in New Jersey. impervious surface. With increased impervious surfaces, some of the stormwater The Cohansey Aquifer is often referred to in a runoff from paved streets, shopping centers, combined, hyphenated name with the office parks, and homes is likely to end up in Kirkwood Aquifer because the two are not streams. always separated by a confining bed. A confining bed is a relatively impermeable Runoff from impervious surfaces is not layer of soil. The Cohansey Aquifer is mostly cleaned before going into water bodies. unconfined, which means that the soil above Impervious surfaces also accelerate the the aquifer is permeable. Unconfined aquifers speed at which water runs off, increasing are often shallow, frequently overlie one or 12 Map 3 Impervious Surfaces .,.,,...... I Berlin I '<' I .. , ,Pine, Valley" " .. GLOUCESTER , ,/-" - -" - .. ,.. ~ /' (F' - ~ WINSLOW /r'" Glassboro I _CIK'ssKE'fS \ .. .. , ...... ,, ...... ,------" ELK \ , .. .. ,, ...... \ Clayton .. --- '-• .. ", \ , " Percell! ofhnp=,ious Surl,.."s: _[1'1._5% _5\'._10'/. _1O'j,_:l)'/, N 2(1'1._ JJ'/. F/, _:D'/. FRANKLIN .. A _50'l._dJ'/, .. _60'j,_I[1)'/, .. Mil" .. Lindenwold' , ~~ Map4 '<--:~i:;~o~~~ Clementon " DVRPC 2005 Land Use .,.,,..... I I ~<. I , Pine Hill , ,,Pine Valley' , GLOUCES~E':'R'-::o,::r--"-_7"""'~"'~~~~=--"~/... ; - ~ ~ 7 " , ~ , c'" ,p" c "' ,; ,c " WINSLOW /r~~ Glassboro I o CROSS KEYS flO (i[.ASSB \ , ,, ,------ELK \ , ,, , " ,, I , Clayton , --- \ Re:;idoenti>l:Single-Fomlly DeWiod Community Ser";o,,, _ Re:;identi>l:Multi-Fornily _Miht>ry _ Re:;identi>l:Rc..dune Rocreatioo N Residenti>l:MoWe H.:rne Agrioulture , _ l,1,nuf>cluring:Light Irrlustrial _ AgrioultureAgrioultum Bog FRANKLIN , A _ lknuf>cluring:He""y hrlus1:riol _ Mining , _ T=porntiooAndP",king _ V>e>nt Utility .-. _ Ccrnmercial _w..'" , MapS Surface Geology I \ \ \ 'r- lK \ \ \ 1 N _ Mt. L.tJJ Th. '"'" """ do",q.,d -.. Now jo_Do_",o! Nw; more confined aquifers, and are easily picturesque landscapes that enhance the recharged by rainwater—which can drain into quality of life for area residents. the aquifer without difficulty. New Jersey protects wetlands under the New The Kirkwood-Cohansey aquifer system is Jersey Freshwater Wetlands Protection Act. estimated to contain over 17 trillion gallons of The New Jersey freshwater wetlands program some of the purest drinking water in the protects freshwater wetlands, as well as country. The Kirwood-Cohansey aquifer upland areas within 150 feet of wetlands system underlies much of the Pinelands (sometimes called "buffers"), from National Reserve, the first National Reserve development that would impair the ecological in the United States. The strong natural functions of wetlands. resources protections in the Pinelands were established in large part to protect this The Freshwater Wetlands Protection Act extraordinary water resource. requires NJDEP to regulate virtually all activities proposed in the wetland, including The Kirkwood-Cohansey is close to the the cutting of vegetation, dredging, excavation surface and is unconfined in the study area. or removal of soil, drainage or disturbance of Although the permeable soils above the the water level, the filling or discharge of any aquifer make it a bounteous and rechargeable materials, driving of pilings, and the placing of drinking water resource, the soil permeability obstructions. Likewise, activities in areas also allows for easy contamination of within 150 feet of wetlands may be regulated. groundwater. Because of this, land uses in The width of the transition area buffer the study area have a direct relationship to required depends on the presence of the quality of groundwater. Stormwater runoff endangered species and other indicators of carrying pollutants and fertilizers, the ecological value of the wetlands. underground storage tanks, septic systems, sanitary landfills, leaking drums, road salt Agricultural wetlands are scattered as small piles, industrial lagoons, and surface sites throughout the study area. These “quasi- impoundments are major sources of wetlands” are lands under cultivation that are groundwater contamination in New Jersey. modified former wetland areas. These areas Communities in the study area must ensure still exhibit evidence of soil saturation in aerial that their codes protect against groundwater infrared photo surveys, but do not support contamination from these sources and that natural wetland vegetation. As long as effective enforcement of code provisions is in agricultural wetlands remain in agricultural place. use, they are exempt from New Jersey’s Freshwater Wetlands Rules. However, if an agricultural area is removed from agricultural production for more than five years, any Wetlands wetlands located within that area lose their exempt status. Map 6: Wetlands depicts wetlands in the study area. Nearly all wetlands in the study Although development on wetlands is area are found in association with major regulated by NJDEP, townships can be more streams and their tributaries. Because the vigilant about encroachments into wetlands study area is inland, most of the wetlands are by requiring that wetlands be shown as a classified by NJDEP, which uses US feature on major subdivision and site plan Geological Survey guidelines, as interior submissions. This allows the township to wetlands. Interior wetlands provide high- determine where wetlands may be threatened quality plant and animal habitat, help purify by inappropriate development and request surface and ground water, and create site plan changes as appropriate. If wetlands 16 • • •• Lindenwofd.r--,lit ...... " '::-,,_( Map6 Wetland_s"'""'~ , " N • A , , ,• , , . ; NJ 42 Corridor Study or hydric soils appear to be present based on sediments generally. All efforts to keep NJDEP maps, townships should also require development out of floodplains will help to the submission of a Letter of Interpretation preserve the flood-carrying capacity of (LOI) with the submission of the preliminary streams and their water quality. plan. The plan should show the state-certified wetlands as proofed from the LOI or wetlands In New Jersey and throughout the country, permit and any required wetland transition building in areas subject to flooding is areas. regulated to protect lives, property, and the environment. New Jersey regulates construction in the flood hazard area under the Flood Hazard Control Act. Activities that Floodplains are proposed to occur in a flood hazard area will require issuance of a stream Areas naturally subject to flooding are called encroachment permit or a letter of non- floodplains, or flood hazard areas. applicability from the NJDEP. Floodplains in the study area can be seen on Map 7: Floodplains. Floodplains encompass In the past, roads and rail lines were built a floodway, which is the portion of a floodplain directly along streams and in floodplains subject to high velocities of moving water, and because the land in these areas is usually the adjacent flood fringe, which helps to hold fairly level. In the study area, the Atlantic City and carry excess water during overflow of the Expressway runs along the floodplain. The normal stream channel. The 100-year presence of the roadway and related floodplain is defined as the land area that will development increase the amount of be inundated by the overflow of water impervious service in the floodplain, creating resulting from a 100-year flood (a flood that increased risk of flooding and impairment of has a one percent chance of occurring in any water quality. As with proposals for given year). development near wetland areas, townships should carefully review site plans for projects Although the terms “flood hazard area” and located near floodplains to ensure that “100-year floodplain” denote similar concepts, adequate stormwater management practices NJDEP defines them in slightly different ways. are utilized. New Jersey’s regulations define the flood hazard area as the area inundated by a flood In southern New Jersey, steep slopes are resulting from the 100-year discharge often associated with stream banks. increased by 25 percent. This type of flood is However, there are very few steep slopes in called the “flood hazard area design flood” the study area, as can be seen in Map 8: and it is the flood regulated by NJDEP. Steep Slopes. The few steep slopes in the study area follow along stream banks in the Floodplains require protection in order to northern section of the study area. These prevent loss of life and property, especially areas also should not be disturbed to avoid within the boundaries of the floodway. Equally excess sedimentation runoff and slope important is the preservation of the collapse. environmentally sensitive aquatic communities that exist in floodplains. These communities are often the first link in the food chain of the aquatic ecosystem. In addition, floodplains serve the function of removing and mitigating various pollutants through the uptake by their vegetation of excess chemical loads in the water and by the filtering of 18 Lindenwold..... , ~~ Map 7 ... ;0 <0-". Floodplains ~rn,_ro~/;--__~,:;,; .....",...-----,---...---."....,l.~_ ~ ~ ~ ~,,Pin,v.l~\ ...... GLOUCEST~E~R'-)-":-_-'_-"...... / -"' 7 ,, ,,- ELK \ , ,, \ ( , , r ,, ~."~ Surhce Water _ lOCl-Yeilt Flooopl'in 50c\-Year Flooopl'in r:::!!:1 Pinelands Area , Souroo" FkOO - 7 " WINSLOW ..., Glassboro I ,, , eo , ~ROOK'Y~ % \ , , "" c' \ , S \ , ,,~ , '0. ," \------ELK \ , MONROE "" \ ,, \, " ,, CCRKERY L'I , Clayton , , --- ,, , , "~ , ,, B ,, ,, ,, 10%-14.98%slope , FRANKLIN _ 15%-19.98%slope ,, _ 20%orgreakslope Mil" T~i,_ ...,~Op>d ""'" ~..J..,.,. Do~rrIi 5.3 Stormwater Management property and public infrastructure, such as roads and bridges. Overview At first glance, the study corridor appears to The study area includes several water have limited natural resources or systems that are recognized as nationally environmental assets. However, several significant, including the Kirkwood-Cohansey streams and wetland areas are located aquifer and headwaters to the Great Egg throughout the study area. There is also a Harbor and Maurice River systems. Most significant amount of wooded areas for a importantly, area residents are dependent on heavily built-out corridor. If preserved in a local groundwater for their drinking supply. natural state or appropriately managed, stream banks, wetlands, and wooded areas Although the water resources in the study can serve important stormwater filtration and area are of crucial importance, they are absorption functions. increasingly threatened by development patterns with inadequate stormwater Unfortunately, the study area has a management. Stormwater runoff is affected preponderance of impervious surfaces. Map by land use, geology and soils, surface and 3: Impervious Surfaces shows impervious ground water, riparian buffers, woodlands, surface coverage in the study area. floodplains, wetlands, and slope. In the study Comparing the map of impervious surface area, sprawling development patterns have coverage to Map 4: DVRPC Land Use contributed to high levels of impervious demonstrates that areas with commercial surface coverage. Impervious surfaces disrupt development along Route 42 are heavily natural absorption, filtration, and recharge paved, with impervious coverage in excess of processes. As a result, stormwater can pick 50 percent along much of the corridor. Single- up pollutants before flowing into water bodies family residential properties account for the used for drinking, recreation, and fishing. The bulk of land use in the study area, installation of storm sewer pipes, which representing 37 percent of the study area’s efficiently collect and discharge runoff, also nearly 25,000 acres. Individual home lots tend prevent the natural infiltration of rainwater into to have less impervious surfaces than an the soil and underlying groundwater aquifers. industrial park or shopping center, but Stormwater runoff leads to impaired water landscaped lawns tend to have higher rates of quality and increased flooding, which runoff than forested or “dry-scaped” areas. seriously threatens community health, safety, Local codes can limit the amount of and quality of life. impervious surface coverage on sites and create incentives for developers to increase Stormwater management entails the control pervious surface coverage. of water that runs off land during rain events or from melting ice and snow. The volume A direct environmental impact of stormwater (the amount and rate) of runoff substantially runoff is the degraded water quality of the increases as land development occurs. High corridor’s waterways. Experts calculate that volume of stormwater discharge detrimentally stream degradation occurs at levels of 10-20 affects a surface waterway—eroding the percent imperviousness. When impervious stream banks, washing out natural vegetation coverage reaches 25 to 30 percent or more, along the stream banks, increasing sediment streams will often be severely degraded. As in the water that destroys aquatic life habitat, shown in Map 9: Water Quality, most of the carrying pollutants, and increasing the streams in the study area are impaired. Even frequency and intensity of flooding. It the streams shown to have insufficient data therefore increases damage to private for a nonattaining classification are shown to 21 Map 9 Water Quality - WINSLOW •. ~, ~ , ~ ~ , , ~o '') 0 \ " I \ : • \ ,., I \- ---"--1 ELK \ , MONROE \ , \, " • ,, CORKERY L'I , Clayton , - ,, o , o USGSSU~ilC "" I"",flb••" NJDEP ArrtJi'nt Bicrncot(l'"i"il NKWCl'"K (AM'jET) 2000 1st Roo nd of sampli ng 2nd Rcwd cI S'~lit>;l Noo_lmpiliood 0 Non_lmp.>ir«l ., D ~~"ylmf"ir«l 0 """,,",oy Imf"iraj FRANKLIN , So-.lj Impoir have moderately impaired waters in NJDEP WMPs. The study area falls under the Tri- Ambient Biomonitoring Network sampling. County WQM planning area, which covers This is partly caused by compromised Burlington, Camden, and Gloucester floodplains. In the study area, the Atlantic City counties. Expressway runs along the floodplain, as shown in Map 7: Floodplains. The majority of the study area is approved for sewer service according to the Tri-County Municipal Stormwater and Waste Water WQM Plan. For approved sewer service Programs areas, sewage is pumped to the Gloucester County Utility Authority’s sewage treatment Within the last two decades, the US plant in West Deptford near the mouth of Environmental Protection Agency (USEPA) Mantua Creek and discharged to the mandated a reduction in water pollution Delaware River. Because water is transferred consistent with the requirements of the Clean from groundwater in the study area to the Water Act of 1970 for all urbanized and Delaware River through this sewer system semiurbanized municipalities in the United (rather than recharging the Kirkwood- States. The first phase of this program, Cohansey aquifer), the total amount of commenced in 1990, aims to reduce or sewage connections in the sewer service eliminate combined sewer systems, which, area is regulated. during storm events, overflow and send wastewater into surface waters combined with The southern section of the study area that stormwater. However, reducing or eliminating lies in the Pinelands Area is not an approved these older sewer systems is very difficult and sewer service area. Development in these expensive. Phase II of the USEPA program areas requiring on-site septic waste water applies to smaller municipalities and is treatment must meet design and discharge referred to as Municipal Separate Stormwater standards, permit requirements, and other Sewer Systems (MS4). requirements as set forth in the Pinelands Comprehensive Management Plan. Because Section 208 of the Clean Water Act requires the withdrawal and transfer of water from states to compile regional plans, called Pinelands streams and aquifers is actively areawide Water Quality Management (WQM) managed under this plan, certain types of plans. These plans are intended to prevent development, especially those with greater water pollution from point sources, such as water quality impacts, may be constrained in sewer plants and factories, as well as these areas. nonpoint sources, such as stormwater and septic systems. As a result of this Stormwater Management Design requirement, local governments must address wastewater pollutions caused by their sewer The best stormwater management practices and septic policies. are those that increase the amount of infiltration of rainwater into the ground. This New Jersey augments the federal WQM plan can be achieved through interruptions in the requirements by requiring every municipality paved surface that break up the stormwater (or a regional agency authorized by NJDEP to runoff and infiltrate it at various points. act for a municipality) to have a Wastewater Stormwater from smaller rainstorms can often Management Plan (WMP). These plans must be handled entirely by various low-impact or be updated every six years and must be nonstructural designs. consistent with the applicable areawide WQM plan. In New Jersey, there are 12 areawide Smaller storms consist of the one- and two- WQM planning areas. The areawide WQM year storms, up to the five-year storm. A two- plans incorporate the plans of the municipal year storm has a 50 percent chance of 23 NJ 42 Corridor Study occurring in a given year (or once in two Stormwater Best Management Practices years) and is equal to 3.2 inches of rain within (BMPs)' 24 hours. A one-year storm is equivalent to 2.5 inches of rainfall within 24 hours. It is the Rain Gardens runoff from smaller storms that tends to have Rain gardens are small bioretention areas the greater effect on waterways and water shallow depressions made up of a mixture of quality because of the frequency of these sand and soils that are planted with native storms and the fact that they are not detained vegetation-that serve as small islands to in detention basins, most of which are filter stormwater runoff from their immediate de,.gned to control only the 10- to 100-year surroundings. They can be positioned to frequency storms. capture the first level of runoff, while being Specific measures to manage stormwater part of the naturalistic landscaping of a site. In from smaller storms rely on utilizing the parking lots, these can be created along the natural contours and features of the land on a edges of smaller paved areas, such as the site, whenever possible. The best designs walkways in front of buildings. often use a mix of many small solutions, such as: Vegetated Filter Strips )- Designing or redesigning vegetated islands, which are usually on raised Strips of close-growing grasses or forest beds in parking lots, so that they along the perimeter of an impervious area capture and recharge rainfall; using allow stormwater to be slowed and also for a appropriately vegetated sunken beds certain percentage of it to infiltrate. This can just below the parking lot surface will reduce runoff volumes by up to 40 percent in allow rain from adjoining paved some areas. Although a filter strip cannot surfaces to infiltrate rather than run off. handle high levels of stormwater, it can be )- Incorporating filter strips to receive part of a series of stormwater control runoff and removing or slotting curbs measures and can reduce the size of a to allow stormwater to reach these receiving detention basin or other structure. strips. )- Designing or replacing drain pipes with Filter strips work best where slopes are less infiltration trenches. than 15 percent and they should be located )- Creating bioretention facilities in as close to the runoff source as possible. existing natural depressions. Incoming flows may need to be spread out )- Installing or utilizing existing roadside before reaching the strip. The proper swales. vegetation and avoidance of soil compaction )- Replacing macadam with gravel or are key to successful filter strip operation. granular materials or porous paving, where practical. )- Designing or redesigning parking lot detention basins so that low-flow channels are eliminated or replaced with meandering vegetated swales or designing a wetland area near the outfall or throughout the basin. 1 See Delaware Riverkeeper Network. Stormwater Runoff, Lost Resource or Community Asset? for extensive details on these BMPs. 24 NJ 42 Corridor Study Biaretentian Facilities Infilttatian Trenches These facilities can be utilized to capture An infiltration trench is a stone-filled stormwater runoff from a diversion structure in subsurface trench in which stormwater is a traditional drainage system or a large collected and percolates slowly into the soil grassed area. They can also be designed as from the trench. They reduce both the volume part of the drainage system itself as a of runoff and peak flows. In addition, the measure to enhance pollution removal from particulates in the stormwater are filtered out the stormwater by settling and infiltration. as the water moves slowly through the soil They can be installed in median strips, below the trench. parking lot islands, lawn areas, grass swales, or other conveyance systems. They typically Infiltration trenches generally can capture and have several parts, including an energy treat water from an area no larger than five to dissipation area that reduces runoff velocity, a 10 acres. They work best when combined ponding or treatment area, and a mulch layer, with some other pretreatment technique, such a permeable soil layer, and a sand layer. as a grassed swale or vegetated filter strip, Native plants are a necessity and trees and which can filter coarser sediment. They shrubs should be included. require periodic low-level maintenance so that sediments do not build up and clog the drainage. Otainage Swales Swales are long, grassed, shallow Parous Paving depressions designed to intercept sheet flow from surrounding land. Unlike curbs and There are several types of porous paving gutters, which concentrate runoff, swales surfaces, including a conventional asphalt reduce the volume and the speed of runoff mixture with reduced fine particles so that and will capture the coarser sediment. there are invisible, small openings for rain to Grassed swales can be designed to convey penetrate; porous cement; open-celled pavers large storm events as well as small ones (10 filled with soil or other porous aggregate; year storms). Dry swales filter runoff through spaced impervious pavers; pavement blocks 30 inches of soil before collecting it in an or grids; compacted gravel; and permeable underdrain. Wet swales can be used where inter10cking concrete paving blocks. All but the water table is close to the surface. They the first are generally appropriate only for should be planted with wetland plants. lightly traveled areas, but are useful for overflow parking areas and in certain other Swales work best where slopes are less than conditions. 2 percent. The vegetation must be tough and preferably native. Soil permeability is a factor The porous asphalt mixture is not limited to in swale design, and checkdams or other low-travel sites. It has been extensively used features to improve infiltration may be needed in stormwater management and described by along the length of a swale. Cahill and Associates in several reports and in The Use af Parous Paving far Groundwater Recharge in Starmwater Management Systems. This type of porous paving is combined with an underground recharge bed filled with crushed stone of a uniform size, which provides storage capacity until the 25 NJ 42 Corridor Study rainwater can percolate into the soil. A special extensively grading or compacting the soils or filter fabric is placed under the paving, as otherwise reducing natural permeability. well. Finally, an effective and well-implemented Such paving with an underground recharge inspection and maintenance program for any bed has been found to be effective in parking lot design is critical. This should be capturing and infiltrating stormwater for both part of the stormwater management plan that the two-year storm and the lOQ-year storm. is part of the site plan approved by a This paving system has a long life and munidpality, with standards for permanent requires no more repair or maintenance than maintenance outlined in site plan conventional paving. Although it tends to cost requirements. In addition, a municipality can about 10 percent more for installation and impose a requirement in its ordinance that maintenance, other savings in the storm drain makes an owner responsible to make system can actually reduce the overall costs corrective measures if any stormwater of a project by 12 to 38 percent. management facility is eliminated, altered, or improperly maintained. Detention Basin Redesign or Replacement Parking lots generally require fairly large detention basins to capture peak stormwater "Green Streets" flows from the extensive paved surfaces, which then channel the stormwater to an A large part of a municipal stormwater outflow structure and out to a waterway. program can be the implementation of a There are several alternatives to the "Green Streets" program, which incorporates conventional dry detention basin, depending stormwater controls into the built on conditions at a site. These include environment, often in combination with constructed wetlands, which can be built as streetscape improvements, traffic calming part of the stormwater treatment plan, wet devices, and greening efforts. The Green ponds (retention ponds with a permanent Streets program was first developed in pool) that hold and slow peak ftow and Portland, Oregon, by its Bureau of remove pollutants, and infiltration basins. The Environmental Services, and the program has last allow gradual infiltration through the soil since been adopted and adapted by the of the bed and the sides of the basin. A Seattle Public Utilities and the Philadelphia stormwater management design can include Water Department. several small infiltration basins to accomplish the same aim as one larger basin. Portland defines a Green Street as "a street that uses vegetated facilities to manage Good stormwater management uses a storm water runoff at its source." Portland's combination of these BMPs in a treatment Green Streets program integrates urban train-a series of small to large structures and design, multimodal transportation, water devices that will capture, break up, and quality, and parks and open space within infiltrate the stormwater throughout the site. realistic public bUdgets with the added benefit Not only is it essential that the design take of recreating existing neighborhoods as site contours, soils, and ultimate use into inviting and livable communities. account, but it must also assure that the construction of a parking lot and associated Any community in the study area can adopt buildings does not damage these features by the Green Streets approach and install vegetated stormwater facilities along cross streets of NJ 42 or certain segments of NJ 42. 26 NJ 42 Corridor Study Public entities, like municipal or county runoff. Contained planters are placed government, can undertake the Green Streets on top of flat impervious surfaces, program in public right-of-ways. Municipalities such as sidewalks and plazas. can also adopt landscaping and parking Rainwater is temporarily stored in the regulations (in addition to municipal planter’s soil and filters down slowly to stormwater ordinances) that mandate new the impervious surfaces. These are development and redevelopment on private suitable for commercial corridors and property to incorporate appropriate Green public buildings. Streets elements. ¾ Vegetated swales are gently sloping depressions of land planted with The benefits to creating a Green Street are dense and “thirsty” plants. Swales are multiple and include: located in strategic positions to capture runoff from rooftops, streets, ¾ Improving water quality and and parking lots and allow it to filter replenishing groundwater through into the ground. If located in an area infiltration. with poor draining soils, a swale can ¾ Creating attractive streetscapes that convey runoff to a soakage trench. enhance a neighborhood’s livability. Many landscaped islands in large ¾ Enhancing pedestrian and bicycle parking lots can be excavated and connectivity by creating a green retrofitted into a swale system. This connector between open spaces, type of facility is suitable for large trails, and destinations along the parking lots, residential streets, or corridor. commercial corridors in need of traffic calming and/or crosswalks. ¾ The Green Streets program uses two Vegetated infiltration basins are strategies to manage stormwater in existing landscape basins that temporarily built environments. The first strategy uses store stormwater runoff until it can landscape elements to manage stormwater infiltrate into the ground. Basins can through the integration of trees and root be planted with trees, shrubs, and systems, contained planters, vegetated grasses. Basins should not be located swales, vegetated infiltration basins, and/or in areas with high water tables, nor infiltration planters into stormwater control designed as ponds (which would facilities. The second strategy is to use paving negate stormwater infiltration). Basins materials, such as pervious pavers, pervious are suitable for large parking lot areas pavement, or turf blocks, to infiltrate or large building complexes. ¾ stormwater into the ground. The advantage of Infiltration planters, or tree trenches, the Green Streets approach is that almost any are structures with open bottoms that size roadway can accommodate a landscape allow stormwater to slowly infiltrate or paving element to capture and treat into the ground. They contain a layer stormwater at its source. of gravel, soil, and vegetation. These planters are ideal for space-limited Green Streets programs may incorporate sites with soils that drain well. some or all of these principles and strategies: Infiltration planters have numerous environmental benefits and are also ¾ Trees are suitable for residential very attractive and easily integrated neighborhoods, large parking lots, and into a sidewalk or building site; they some roadway medians. can be placed closely to building walls. ¾ Contained planters accept This type of stormwater control facility precipitation only, not stormwater is suitable for nearly any site, including 27 NJ 42 Corridor Study shopping centers, residential 5.4 Green Infrastructure neighborhoods, commercial corridors, and public buildings. Overview Green infrastructure is a term used to Landscaping Regulation describe a community’s interconnected network of open spaces and natural areas. Townships in the study area can strengthen These may include greenways, wetlands, landscaping regulations within their land parks, forests, and native vegetation. A development ordinances to encourage the greenway is a ribbon of open space linking use of native, drought-resistant plants for natural, cultural, and recreational resources. decorative plantings. Landscaped areas with Greenways are often implemented along swale systems, infiltration planters, and other creeks and streams because they help stormwater BMPs can absorb stormwater preserve environmental features and provide runoff from residential and commercial natural protection from flooding, improve parking areas. water quality, and provide wildlife migration corridors, while enhancing resident enjoyment Durango, Colorado adopted landscaping regulations in 1983 and has had a surprising A green infrastructure system provides amount of success. First, the city complied important services, including managing with the new regulations on all of its public stormwater, reducing flood risk, improving properties. Then the city created an annual water quality, regulating temperatures, landscaping award to recognize public and maintaining viable populations of native plants private entities’ investment in landscaping for and animals, and contributing to cleaner air. beautification or stormwater purposes. By Green infrastructure usually costs less to doing this, the city was able to encourage install and maintain when compared to property owners who did not have to comply traditional forms of infrastructure. with the ordinance because the property was developed prior to the adoption to redesign A regional vision for restoring and preserving parking lots and building entries to effectively green infrastructure throughout the Delaware manage stormwater and attract customers. Valley region is embodied by DVRPC’s 2030 Greenspace Network. The network consists of Municipalities should partner with local 100 individually named greenspace corridors business organizations to install planters and throughout the Philadelphia metropolitan landscape medians throughout the corridor region. that display plaques that read “Sponsored by…” These planters could act as gateways to business districts and town centers and serve as moderate stormwater controls. Public Parks, Natural Areas, Trails, and Alternately, townships could organize Greenways landscaping competitions to encourage businesses to improve landscaping as they Map 10: 2030 Greenspace Network shows compete for recognition. the Greenspace Network in the study area. Greenways are envisioned along Big Timber Creek, Hospitality Branch, and Scotland Run. These proposed greenways interconnect with each other, as well as other nearby green infrastructure areas, including the Glassboro Wildlife Management Area and greenways 28 Lindenwold, ..... Map 10 2030 Greenspace Network / 7 WASHINGTON • -' ... ,, ...... , Glassboro Wildlife ,- -- Nhnagemenl/Vea ... ELK \ , ,, Clayton -- \ ~, -•.. \ ~ _ B;g Timbor ~ N _Mmtuo.~ FRANKLIN A _ &c • :;."'l":.~{.;1.,,,,-.• NJ 42 Corridor Study along Mantua Creek and the Great Egg air quality benefits and provides vital habitat Harbor River. By targeting greenways to for plants and animals. Protected land is areas along streams, communities can valuable for a host of social reasons, provide recreation and open space benefits including providing space for gatherings and while protecting their water resources. recreation supporting educational functions, and for aesthetic pleasure. Open space Municipalities in the study area should identify improves quality of life and is shown to opportunities to purchase, protect, or enhance increase property values within a community. land to achieve a greenspace network. As a starting point, municipalities should develop The study area incorporates a total land area an inventory of parcels that can help achieve of 27,788 acres. Of this, 1,377 acres of land, greenspace goals. To achieve a vision of a or nearly 5.55 percent of the study area, is combination riparian buffer and recreational protected, as can be seen on Map 11: trail system in the identified Greenspace Protected Lands. Municipal land preservation Network, municipalities should create an efforts account for the bulk of protected land, inventory of property in these areas that can with 823 acres. Preserved farmland accounts be purchased or protected through for 274 acres of the protected land. There are conservation easements. To enhance water 250 acres of state-owned protected land, 22 resource protections, communities should acres of county-owned protected land, and also undertake an inventory of underutilized 7.7 acres of land protected by land trusts or parking lots and commercial properties that private organizations. are located near streams or wetlands in the Greenspace Network. If development As a comparison, municipalities in the study applications are submitted to the area have protected from 3.12 to 17.82 municipalities, the planning boards can percent of their land area. The ratio of request parking lots be repaved or relocated protected land is 3.12 percent in Gloucester and riparian corridors restored with tree Township, 7.98 percent in Washington plantings. Township, 11.90 percent in Monroe Township, and 17.82 percent in Winslow In addition to creating a Greenspace Network, Township. townships may wish to consider acquisition of some of the underutilized parcels of land A southwesterly portion of the study area in located along Route 42 to create public parks Monroe Township falls within the Pinelands and natural areas within more developed Area. It is sometimes incorrectly assumed that settings. Within the context of the mostly built- land in the Pinelands is protected from out Route 42 corridor, pocket parks would development. Most of the study area within provide pedestrian refuges, temper urban the Pinelands is classified as a Rural “heat island” affects, absorb vehicular Development Area under the Pinelands emissions to improve air quality, and provide Comprehensive Management Plan. In Rural visual interest. Development Areas, low-density residential development averaging one home for every five acres and roadside retail is permitted. This is one of the least restrictive Protected Land and Open Space management areas in the Pinelands Plan and it gives a lot of leeway to municipalities to Well-managed, protected land enhances and determine land uses. Townships can enhance supports natural resources. Preserved land is these protections through local ordinances to vitally important for protecting watersheds and achieve local goals and protect community ensuring a sustainable drinking water supply. resources. Conserved land also contributes to important 30 Map 11 Protected Lands L..,,,...-----,---,--,-,l.~_ 1 , ~roRQ --+-~ \ ,, , -----I". :~. ".... \ , • .;:1;;/";) •• ,),)" \ , • .;... ".;:1.;:1 • .;... , ,3 ••" .,!;.'i,) \- If' ".. ,) ------",) .... .;) ." .~. \ .... ,) .. MONROE ";)_,.:I_,, ...... o,J \ .. 'CC1lKEi""~';''5':'>ihp.~~:,,-~-;, \, \ Clayton N ,• _M"'>Oipo.l .. FRANKLIN A _ Lml TrusVPtlvalo ProIooM _~F=nIm:l • ) Sc«""" F.-cood r...ro. J:Ol _DVRPC " !'Inol>ro. A•• _Now}o • :;."'l":.~{ .. .,,,,-.• NJ 42 Corridor Study Agriculture been protected in Washington Township. These preservation efforts are commendable Soils are an important factor in land use. The and should be extended throughout the study quality and character of soils is a determining area, where prime agricultural soils are factor in the location of agricultural located and a critical mass of farming operations. However, soil qualities that create activities takes place. Communities interested conditions for viable agricultural production— in preserving farmland and retaining an including slope, drainage, and regenerative agricultural character can use a repertoire of capabilities—also create ideal sites for tools including agricultural zoning, development. Such soils are also often conservation design ordinances, transferable capable of supporting lush, upland forests. development rights, purchase of development Understanding the types of soils present in an rights, and right-to-farm laws, which can area helps inform planning decisions about prevent sprawl from encroaching into valuable the placement of roads and buildings, agricultural areas. suitability of sites for septic systems, potential groundwater recharge opportunities, and issues related to wildlife habitat. As shown on Map 12: Soils, there are three basic types of soils in the study area: prime agricultural soils, hydric soils, and other soil types, mostly soils with shallow depth to bedrock. Hydric soils exhibit characteristics of wetness and are typically located near streams and wetlands. As the map shows, there are vast swaths of prime agricultural soil throughout the study area. Just as early agricultural settlers flocked to the study area because of these soils, today the study area is attracting new development, in large part due to the ease with which the land can be developed. Agriculture is recognized as an important asset for the study area, as reflected in such plans as the Gloucester County Comprehensive Farmland Preservation Plan, the Camden County Open Space and Farmland Preservation Plan, Washington Township’s Farmland Preservation Program, and the Monroe Township Economic Development Plan. In addition to economic value, farmland is increasingly recognized as an important open space asset that enhances quality of life. Locally grown foods are important for community health and reduce the use of fossil fuels compared to food imported from other areas. In the study area, 274 acres of farmland have 32 :UndenWOI~" ...... Map 12 Clement:OO::"~''- ::O''!l ~ 't WINSLOW ~~ - ,," GlaSsboro I ~ Cl'oss ~EfS Gl~ss \ \ "" \ " \ "" \------" ELK \ " \ " \ " " , "" --- \ Clayton "" ", "" " " \ " \, _ Prime A!1irulllJal S,jl H}dric Soil FRANKLIN o Oil"," Soil Type "" Scosci, $01, N"'IX,I R,,,,,,,,,, Co","",'Ons,,,,,, T~i,_..,,~qwlJ5i". No"J..,..,. c.~mo 34 NJ 42 Corridor Study 6.0 PLACE MAKING IN THE underlying principle of CSS is that roadways should respect the character of the NJ 42 CORRIDOR community, including its current and planned land uses. CSS helps create sustainable, The study area faces several challenges, livable places by supporting multimodal including the lack of a sense of place, traffic transportation, preserving environmental congestion, limited alternatives to the assets, and ensuring that road systems do personal automobile, and a rapidly vanishing not foster sprawl. rural heritage. The sustainable solutions presented in this chapter demonstrate how to Based on CSS standards, roadway type and transform the study area into a more land use context should determine the sustainable and liveable place by integrating selection of roadway design values. Land transportation and land use planning. use context is a product of built and natural characteristics, such as architectural types, Sustainable solutions respect economic and urban form, building density, and topography. social needs today and tomorrow. They As a road transitions from rural to suburban to minimize negative impacts—to the urban areas, changes in roadway widths, the environment, to mobility, and to municipal presence or absence of parking lanes, and budgets. The patterns of development in the other factors should provide clues to motorists study area today are not sustainable because about appropriate speeds. Land use contexts they create a cycle of wasteful land include: consumption, demand for expanded ¾ Rural infrastructure, and inefficient use of local tax ¾ Suburban Neighborhood dollars. ¾ Suburban Corridor ¾ Suburban Center This section describes sustainable planning ¾ Town/Village/Urban Neighborhood solutions that are appropriate for use in the ¾ Town Center study area. Sustainable transportation ¾ Urban Core strategies include the use of context sensitive solutions and road network designs that The components of these context areas are respect local landscapes and better organize described in detail in the Smart traffic. Smart Growth solutions include Transportation Guidebook, developed by innovative zoning that supports walkability PennDOT, NJDOT, and DVRPC. and a mix of land uses as well as parking policies that promote more efficient use of In the study area, the land use context land. It is hoped that these strategies will transitions from north to south. In the northern help the study area meet the interrelated section of the study area, Washington transportation and land use challenges that it Township’s more densely developed core faces. includes Town Center and Town/Village/Neighborhood contexts. In the central part of the study area, Suburban Neighborhood, Suburban Corridor, and 6.1 Transportation Solutions Suburban Center contexts dominate. In the southern section of the study area, as one Context Sensitive Solutions enters the Pinelands in Monroe Township, the context is primarily rural. Roadway design Context sensitive solutions (CSS) seek to should complement the different contexts for preserve the scenic, aesthetic, historic, and each area and provide signals to drivers natural resources of an area, while about appropriate speed and safety choices. maintaining safety and mobility. The 35 NJ 42 Corridor Study Traffic Calming order road. Motorists are funneled onto arterial roads for most trips. Traffic from every Traffic calming is a context sensitive solution residential and commercial property is forced that uses mainly physical measures to alter into a single corridor, creating congestion. An driver behavior to fit the surrounding context. advantage of the contemporary branching It is grounded in the principle that some network is that traffic is directed off local roads, namely residential and local streets, do roads. However, the concentration of not exist solely to facilitate automobile use. development along a single roadway can Instead, their design should create a sense of contribute to sprawl, automobile dependence, place and meet the needs of all users: and a lack of human scale in the built drivers, transit riders, pedestrians, and environment. bicyclists, as well as older people, children, and people with disabilities. The goal is a The New Jersey Department of reduction in the number and severity of Transportation (NJDOT) is working with the collisions and an increase in the safety and Project for Public Spaces on strategies to comfort of pedestrians and bicyclists. retrofit auto-dependent corridors to create a network of streets that support mixed-use Generally, the toolbox of available traffic development and a variety of transportation calming measures gets smaller as one moves modes. In the Smart Transportation up the functional road hierarchy. Both vertical Guidebook, PennDOT, NJDOT, and DVRPC and horizontal deflection measures (speed suggest these principles for well-connected tables, raised intersections, and traffic circles) networks: have been successfully applied to collector roadways. Signal retiming, on-street parking, ¾ Arterial roadways should be and roundabouts have been implemented on continuous and networked in generally arterial roadways. The road diet—removing or rectilinear form, with spacing of one- narrowing travel lanes—is one of the most half to one mile in suburban contexts common traffic calming practices for higher- and one-quarter to one-half mile in order roadways. urban contexts. Closer spacing may be needed depending on activity levels and through movements. Collectors may be spaced at one- Network Design eighth-mile intervals, if needed. ¾ There are two types of roadway networks: All neighborhoods in the community traditional grid and contemporary branching should be connected to the larger networks. In a traditional grid system, there street system at least every one- are typically multiple route options available quarter mile. Where streets cannot be for roadway users. As a result, grids disperse connected, provide bike and traffic across a network of roads and can pedestrian connections at cul-de-sac carry more traffic. Grids also create more heads or midblock locations as a direct routes—generating fewer vehicle miles second-best solution to accessibility of travel (VMT). Finally, grid systems provide needs. Recommended maximum connectivity and are of a scale that is spacing is 330 feet. ¾ comfortable, safe, and convenient for Communities can improve network bicyclists and pedestrians. connectivity by requiring at least a 1.4 to one ratio of street segments to Contemporary branching networks are street ends, or capping the length of characterized by mostly isolated blocks at 300 to 600 feet. developments that link to a single, higher- 36 NJ 42 Corridor Study 6.2 Smart Growth Strategies Townships should review their zoning ordinances to incorporate smart growth Overview zoning strategies. Washington and Monroe townships should consider combining zoning So-called sprawl development has three districts to establish consistency along the characteristics: 1) single-use zoning, 2) low- corridor. Alternately, a corridor-based zoning density land use, and, a consequence of the overlay district could be created to foster first two, 3) auto-dependent communities. smart growth development along Route 42. Single-use zoning and low-density land use With vision and appropriate zoning have been written into the rules of regulations in place, the sea of parking and conventional zoning practice. The application strip malls along Route 42 can be of these rules produces the ubiquitous transformed over time into a walkable, visually elements of suburban sprawl development: interesting, mixed-use growth center. residential subdivisions, strip malls, shopping malls, and fast food restaurants. They also Smart growth zoning policies that should be produce the same auto-dependent style implemented in the Route 42 corridor include: wherever they are followed. ¾ Encourage a mix of land uses. Smart growth focuses on reducing sprawl and ¾ Minimize building setbacks. concentrating development in a way that is ¾ Enable access for alternate forms of pedestrian friendly and encourages fewer transportation. automobile trips. Although Route 42 is ¾ Encourage site parking in the rear of designed almost exclusively for automobile- buildings or in structured lots. oriented uses, smart growth strategies can ¾ Promote shared parking. help communities along the corridor identify ¾ Encourage first floor retail uses to steps that can be taken over the long term— enhance the pedestrian experience. as well as techniques that can be applied ¾ Permit higher densities to encourage today—to retrofit the area to become a mixed use and create a sense of walkable, liveable, more sustainable place. enclosure for pedestrians. ¾ Require street furniture such as benches to improve pedestrian comfort. Smart Growth Zoning ¾ Promote context-sensitive architecture. One of the most important prerequisites for smart growth development is to modify Many national retailers prefer stand-alone existing zoning codes to allow developers to sites on which they erect a standard respond to consumer demand for smart configuration of their stores. However, they growth development. Conventional zoning will build different types of structures in requirements, such as deep building setbacks competitive markets where the “big box” and separated uses, can make it legally model is not permitted. For this reason, study impossible to build vibrant, walkable, human- area municipalities should consider limiting scale places, such as those in older urban commercial development outside selected areas or traditional neighborhoods. Smart growth centers. Limiting development sites growth zoning enables developers and will actually help developers by making communities to create the multifaceted, development more predictable for compact, and pedestrian-friendly places municipalities, giving them an opportunity to where many people say they want to live, plan for the consequences of development, work, and visit. such as traffic congestion. It will also prevent 37 NJ 42 Corridor Study sprawl from creeping into rural communities. and planners the flexibility to deal with Furthermore, growth centers make it more variable local conditions. These strategies likely that shoppers will park once and are described in this section; stormwater best patronize several businesses, rather than management practices are described in the making single trips to stand-alone retail previous chapter. locations. ¾ Some communities have established maximum limits on parking, usually based on the square footage of a Form-based Zoning specific land use. Others have made the allowed number of parking spaces One of the tools both for encouraging smart- an “entitlement” that can be growth development and creating a sense of transferred or sold to another place is form-based zoning. Traditional zoning development if they are unused. This regulates use, whereas form-based zoning approach works best in neighborhoods permits a mix of uses. Rather than regulating where there is a range of travel use, form-based zoning focuses on options and where surrounding coordinating the form of the built environment residential areas are protected from (building architecture, massing, setbacks, spillover parking from other users. heights). Form-based zoning often contains ¾ Sometimes minimum standards can illustrations to show, rather than simply be eliminated altogether and the describe, the type of design guidelines that parking needs left to developers who the code regulates. Form-based zoning can will want to provide sufficient parking be incorporated into an entire zoning code or to satisfy potential occupants without utilized as an element of a single zoning oversupplying it. Again, this requires district or overlay. consideration of spillover parking Form-based zoning often relies on concepts impacts. ¾ from the transect model developed by urban Context-specific standards make designer and smart growth advocate Andres codes more flexible and sensitive to Duany. The transect model describes how the local conditions. For example, there built environment transitions from urban to can be lower parking requirements in rural as one moves from downtown or core walkable town centers and downtowns areas to the metropolitan edge. Similar to than in outlying areas. Parking needs principles from CSS, the transect model at senior facilities, low-income housing indicates that planning solutions should be sites, locations where transit exists, tailored to the local context. and generally in mixed-use areas are often much lower than standards require. ¾ Varying minimums may work well in Rethink Parking some locations. For example, commercial properties would be Parking creates numerous sustainability required to have a fixed number of challenges. It disrupts pedestrian mobility, parking spaces for the first 2,000 erodes a sense of place, and creates square feet and a lower number for stormwater runoff that impairs water quality. additional square footage beyond that. Some argue that minimum parking ¾ Shared parking between different requirements cause an oversupply of parking time-based uses on a site can allow and lead to inefficient land use. In contrast, lower minimums for parking. For innovative parking strategies give developers example, an office that has peak 38 NJ 42 Corridor Study parking during the day can share the establishments by preventing all-day same parking spaces with a restaurant parking. that operates in the evening. Establishing such minimums requires site-specific assessment and works Sense of Place best on mixed-use sites. ¾ In addition to reducing the oversupply In his book, “Geography of Nowhere,” of parking spaces, strategies to reduce journalist James Howard Kunstler describes the size of parking facilities can create how sprawl and automobile-based suburbia more comfortable, pedestrian-friendly have created places that bear little environments, while also reducing relationship to the local environment and stormwater runoff. Reduced parking history. In the study area, the tremendous lot size can be achieved by creating presence of strip shopping malls, big box smaller parking spaces for compact retailers, and vast parking lots diminish the cars, designing lots with angled sense of a unique local identity. A variety of parking, and creating spillover parking measures can be taken to strengthen the areas to be paved with alternative sense of place in the area. pavers. Gateway treatments use a combination of ¾ Improving pedestrian and bicycle signage, landscaping, colored or textured facilities may reduce demand for pavement materials, lighting, and street parking. In addition to on-site facilities, furniture to create an impression of an such as bike racks and walkways, entrance or focal point for a community. designs that improve pedestrian and Although gateway treatments provide a bicycle access to a site from other powerful way to create a sense of local locations and that encourage safe identity, they can also impart traffic calming biking and walking throughout a and stormwater benefits through the use of community are essential. landscaping. ¾ Centralized parking in business districts through thoughtful placement Community programming, such as public art of lots or garages enables travelers to or landmarks that celebrate the area’s park once to visit multiple destinations. heritage, can be incorporated into gateways This allows the elimination of small or neighborhood nodes to further enhance a surface parking lots and driveways sense of place and community pride. that break up the fabric of the urban Throughout the townships in the study area, landscape. These facilities can be built building and landscaping design can be and operated by a public entity or by a promoted that incorporates local materials, public/private partnership and can be native vegetation, historic scale, or funded through various mechanisms, architectural details that represent and including in-lieu parking fees where enhance the local community context. developers pay monthly into a fund for each parking space they would otherwise have had to build. ¾ Parking is often free. Free parking encourages overuse and requires more parking spaces. Parking fees may foster greater use of alternate modes of transport, including increased carpooling, and may enable more customers to access retail 39 NJ 42 Corridor Study 40 NJ 42 Corridor Study 7.0 ACCESS MANAGEMENT important to consider a full range of transportation modes. Access management is one of many A key component of access management is strategies that a municipality can use to that it recognizes the relationship between improve the function of its roadways. The land use and transportation. Although methods employed in access management commercial and residential development is seek to optimize and maintain the existing good for the local and regional economy, transportation system while preparing for its poorly planned development can lead to future growth. With fewer new highways traffic problems that can be detrimental to a being built, the need for effective community. management of the current transportation network is even more pronounced. Access management is a relatively low-cost strategy Benefits of Access Management to increase public safety, extend the life of major roadways, reduce congestion, and Considering that the roadway network is an support alternative transportation modes. important and costly public resource, the effective management of the transportation system is essential. The most notable benefits of the implementation of an access 7.1 The Basics of Access management program are reduced traffic Management congestion and increased public safety. The use of access management techniques results in fewer conflicts for drivers to handle and fewer access points to interfere with What is Access Management? pedestrians. Access management entails the careful With the use of access management planning of the location, design, and techniques, government agencies can provide operations of driveways, median openings, accessibility to adjacent properties in a interchanges, and street connections. Access manner that preserves the mobility, efficiency, control can serve to decrease total travel time and safety of the transportation network. by increasing average travel speed and Access management techniques can lessening delay. Access control can also contribute to reductions in traffic delays and increase highway capacity and fuel efficiency. the prolonged life of transportation infrastructure. Well-planned access creates a There is no uniform approach to access more efficient roadway system to serve local management. The appropriate degree of businesses, which in turn helps to preserve access control, as well as the access long-term property values and economic controlling technique, varies according to the viability for properties abutting a significant function and traffic characteristics of a community roadway. Access management roadway, the abutting land use, and long-term also benefits the environment, as improved planning objectives. The use of access traffic flow results in greater fuel efficiency management techniques is especially and reduced emissions. important along primary roadways, like NJ 42, that are expected to be both safe and efficient for through traffic, while providing adequate access to property. Although the emphasis of Access Management Techniques access management is the reduction of problems attributable to vehicular access, it is The Transportation Research Board identifies 41 NJ 42 Corridor Study 10 main principles of access management alternate access, minimizing the number of that help municipalities to arrive at the goal of access points along a given highway, and a safe and efficient roadway corridor. These requiring progression for new traffic signals. techniques serve to reduce the number and According to the access code, NJ Route 42 complexity of events to which the driver must within the study corridor is classified as an respond, and increase the spacing of those access level of three (3), which generally events. This simplifies the driving task, which allows left-turn access through jughandles often results in improved traffic operations with traffic signals and right-turn access into and reduced accidents. and out of lots along the roadway. This access code should be referenced when proceeding with any of the recommendations Principles of Access Management contained herein. 1- Provide a Specialized Roadway System Current Conditions 2- Limit Direct Access to Major Roadways NJ 42 serves a dual purpose as a regional 3- Promote Intersection Hierarchy throughway and a local commercial corridor. While retail, commercial, and office space is 4- Locate Signals to Favor Through located along the length of the corridor, the Movements development pattern and intensity varies 5- Preserve the Functional Area of between roadway segments. In Washington Intersections and Interchanges Township, the northernmost portion of the study area, there are few vacant parcels and 6- Limit the Number of Conflict few opportunities for infill development. Points Commercial and retail developments are a 7- Separate Conflict Areas mixture of large shopping centers and small unique businesses with individual access and 8- Remove Turning Vehicles from parking. Frequent breaks in the roadway Through Traffic Lanes median allow for direct access and U-turn 9- Use Nontraversable Medians to movements to these individual parcels. Manage Left-Turn Movements Farther south in Monroe Township, development is just beginning to shape the 10- Provide a Supporting Street and landscape along NJ Route 42. In this area of Circulation System the corridor the presence of many vacant parcels provides an opportunity to create a commercial corridor with a look and feel considerably different than that in Washington Township. Finally, the extension of the study 7.2 Access Management in the area along Berlin-Cross Keys Road signifies NJ 42 Study Corridor an area in transition between the built-out characteristics of Washington Township and Access to NJ Route 42 is permitted by the beginning stages of commercial NJDOT, based on regulations included in the development exhibited in Monroe Township. NJ State Highway Access Management Here, development has primarily taken the Code. This code promotes managed access shape of large commercial destinations with on all state highways through the use of ingress and egress controlled at limited techniques such as encouraging shared and access points along major arterial highways. 42 NJ 42 Corridor Study Areas of Improvement Corridor-wide and site-specific recommendations follow. To affect the Based on discussions with stakeholders and greatest change, communities should independent field visits, several access coordinate efforts to create a uniform corridor management issues have been identified in plan with consistent implementation and the NJ 42 study corridor. First, there are enforcement. numerous access points but few acceleration and/or deceleration lanes, resulting in disruption of traffic flow due to turning vehicles. In addition, there are few Corridor-Wide Improvements opportunities to access properties adjacent to 1: Encourage shared access along NJ 42. the roadway without using NJ 42. Finally, with the presence of a considerable amount One primary disruption of traffic flow along NJ of vacant and undeveloped properties within 42, and many other like facilities, is the the study area, combined with recent accommodation of turning vehicles. Turning development pressure, it is expected that the vehicles not only decrease lane capacity but corridor will experience significant growth in also create conflict points with through traffic, the near future. This influx of new opposing turning traffic, and pedestrians. By development may require increases in limiting turning opportunities, the potential for roadway capacity and further transportation conflicts is limited and the flow of traffic is investments. However, the application of improved. Shared access is the preferred relatively inexpensive access management method of providing adequate and reasonably techniques along NJ 42 can help to increase convenient access to properties directly from the efficiency and safety of the roadway and an arterial such as NJ 42. This development minimize any necessary future improvements. approach results in fewer conflict points for both motorists and pedestrians and also provides ample access for individual Recommendations businesses. Access management techniques should not be relegated to the highway right-of-way. An 2: Install deceleration and/or acceleration emphasis on connectivity of the entire lanes at high turning volume locations. transportation network through sound development practices can reduce traffic on Deceleration lanes allow vehicles to safely major arterials by providing alternate routes make right turns onto intersecting local streets for local trips. Improvement of internal traffic or into business access points without circulation within properties along commercial causing disruptions to the flow of through corridors should also be considered as a traffic. Similarly, acceleration lanes increase strategy for dealing with access and traffic both safety and efficiency by providing a lane flow issues on adjacent arterials. Simple site for drivers to merge with through traffic at or design considerations, such as limiting the near the same speed as the traffic flow. number of driveways, sharing access points These additional lanes are most effective with adjacent parcels, and locating access on when instituted at access points that perpendicular roadways, can increase experience a high volume of turning traffic. roadway efficiency without impeding the use of the property. A complete turning movement analysis is needed to identify the exact locations within 43 NJ 42 Corridor Study the corridor where deceleration and/or to explain the parameters of this shared acceleration lanes are most appropriate. ownership and maintenance relationship and Preliminary discussions and field visits ensure that involved parties are not subject to indicate that properties containing large unfair liability. commercial developments, or locations where multiple driveways have been consolidated into one access point, are the primary candidates for this improvement. Site-Specific Improvements Site-specific improvements were suggested for three sites in the study corridor. Sites 3: Encourage shared parking, improved chosen exhibit characteristics typical of the internal circulation among businesses, and corridor, and thus it may be possible to connections to the local street network. implement these recommendations at other sites. All three scenarios are hypothetical One of the most effective methods to limit suggestions of changes that could be made to conflicts between turning traffic and through the roadway and adjacent land use, resulting traffic on an arterial roadway like NJ 42 is to in an opportunity for more safe and efficient remove local traffic by providing an alternate travel. route for these drivers to access businesses and link to the local street network. The accomplishment of this goal relies on the Site 1: Dense Development Patterns in success of many layers of access Washington Township. management techniques. The first facet is to limit the number of access points along the Located in the northernmost portion of the roadway by consolidating individual driveways study area, Washington Township has into shared driveways. By improving internal experienced vast development over the past connections between businesses with small decades, resulting in a disjointed landscape links and service roads, drivers can navigate of multiple access points to individual between adjacent destinations without businesses and exclusive parking utilizing NJ 42. arrangements. This portion of the roadway can be difficult and potentially dangerous for pedestrians, as they are forced to cross Also important to the success of this multiple access points along NJ 42. The approach is sufficient and convenient parking provision of direct access to NJ 42 for each facilities. Considering that the majority of parcel, as well as dedicated parking areas for businesses patrons along NJ 42 arrive by car, each property, forces each trip along this parking facilities are a necessity to nearly portion of the corridor to utilize NJ 42 rather every property owner. With shared access than internal circulation connections or the and efficient internal circulation, the local street network. The result is an increase opportunity to “park once” increases, thus in roadway congestion and conflict points possibly reducing the total number of parking between through and turning/merging traffic spaces needed among adjacent businesses. and decreased roadway efficiency. Shared parking facilities are useful in this situation to ensure that adequate parking is As shown in the graphic for Site 1 (Figure 1), available for patrons of all businesses, by limiting access points to fewer shared especially those that have relinquished property for the creation of internal access roadways. Shared parking agreements help 44 Figure 1: Route 42 Transportation Corridor Study KEY TO GRAPHICS Site 1: Dense Development Patterns in Washington Township - Conceptual development location L Conceptual roadway location _ Conceptual new sidewalk Conceptual new crosswalk [ ..... Buffer for Conceptual frontage road .. I·. • • , New roadway 100 200 DVRPC Aerial Imagery: Spring, 2005 Del_Me Vojlet. Region,1 •• PI,nnInQ CommlS"on •• •• t'J June 2000 • •• NJ 42 Corridor Study driveways, and encouraging both shared parking arrangements and improved internal circulation, more trips can be made within the destination properties without requiring access to NJ 42. Furthermore, pedestrian safety is improved by limiting the number of access points that pedestrians need to cross. Site 1 1m provements A deceleration and acceleration lane is shown along southbound NJ 42 to serve the 1: Install a frontage road along the suggested shared access point, since it is northbound side of NJ Route 42 between expected that this consolidated access point American Boulevard and Watson Drive. will experience a significant increase in use. In most areas along NJ 42, deceleration and 2: Install northbound deceleration lane and acceleration lanes can be accommodated southbound turning lane to support within the current cartway width. entrance to the frontage road. The conceptual site plan also shows that additional infill development can be accommodated within this plan without Corridor-Wide Improvements significantly contributing to its congestion. 1: Encourage shared access along NJ Perhaps the most ambitious recommendation Route 42. made for this portion of NJ 42 is the installation of a frontage road. Frontage 2: Install acceleration and/or deceleration roads separate the land access and mobility lanes at high volume turning locations. functions of a roadway to make both of them 3: Encourage shared parking and more successful. Turning traffic is segregated improved internal circulation among to a slower speed facility where parcels can businesses. be accessed individually without interrupting through traffic flow. Despite these benefits, 4: Complete the network of sidewalks and frontage roads are not useful in all situations. crosswalks between NJ Route 42 and If designed improperly, frontage roads can be difficult to enter and exit, especially on highways. Also, in some cases they can promote commercial strip style development due to the lack of access control along the frontage road. Finally, frontage roads require considerable right-of-way and may be costly to implement. Therefore, they should only be used if a significant development density exists. Even with these concerns, the DVRPC study team recommends this portion of NJ 42 for further consideration of the frontage road concept. The exact design of this roadway requires a more detailed analysis by the township, in conjunction with NJDOT and the affected business owners. 46 Figure 2: Route 42 Transportation Corridor Study KEY TO GRAPHICS Site 2: InHll Development Along Berlin Cross Keys Road Conceptual development location I Conceptual roadway location Conceptual trail connection Conceptual new sidewalk Conceptual new crosswalk Conceptual location for new signal Conceptual parking area New roadways - r- - ,, CR 689 BERMN CROSS KEYS RD f- New roadway New signal location l I I L Possible trail connection J - 100 200 ] DVRPC Ae.-ial Imagery Spring, 2005 D~.w.re , Volley Region.1 , PI.nnlng (omm""on I O June 20:>6 NJ 42 Corridor Study Site 2: Intill Development on Berlin-Cross Keys Road. Berlin-Cross Keys Road is a rapidly Site 2 Improvements developing segment of the study area. The bulk of development thus far has been 1: Require connections and enhancements characterized by major community shopping to the current street network and internal destinations with large setbacks, ample circulation roadways. parking, numerous outparcels fronting the roadway, and limited access points. While the 2: Install a traffic signal at the newly majority of this roadway does not suffer from created four-way intersection along Berlin the multiple access point conflicts seen in Cross Keys Road. Washington Township, the volume of traffic 3: Install a trail connection from Berlin centered at the current access points may Cross Keys Road to the local park on contribute to congestion along Berlin-Cross Chews Landing Road to encourage Keys Road. The primary recommendation for alternative modes of travel. this site is to encourage connections and augmentations to the local street network as future developments are approved. Corridor-Wide Improvements Additions to the current street network may be implemented as vacant land is developed. As 1: Encourage shared access along Berlin shown in the conceptual site plan (Figure 2), Cross Keys Road. an internal street network would link current and future developments. 2: Install acceleration and/or deceleration lanes at high volume turning locations. The current access point on northbound Berlin-Cross Keys Road would feed into the 3: Encourage improved internal circulation internal street network. As volume increases among businesses. at this intersection, a traffic signal could be added to ensure controlled, safe access. 4: Complete the network of sidewalks Assisting movement at this intersection is the along Berlin-Cross Keys Road and at addition of a deceleration and acceleration business access points. lane and the formalization of left-turn lanes. When complete, the network of streets would allow motorists to bypass the intersection of Berlin-Cross Keys Road and Chews Landing Road. The site plan also shows the possible accommodation of future development opportunities within the networked street plan. Finally, a trail connection is proposed from the site of the future signalized intersection on the south side of Berlin-Cross Keys Road to the park and playing fields located behind the shopping center. 48 Figure 3: Route 42 Transportation Corridor Study KEY TO GRAPHICS Site 3: Creating an Identity in Monroe Township Conceptual development location Conceptual roadway location _ Conceptual new sidewalk fttttt Conceptual parking area ,. "It ..... • t " ...>;..::...-...... ' ,.' DVRPC Aerial I""'gery Sp--ing, 2005 D~.w.re Volley. Region.1 PI.nnlng (omm'5>,on fa June 20:>6 NJ 42 Corridor Study Site 3: Creating an Identity in Monroe )- pedestrian accommodations Township. )- numerous smaller businesses with facades facing the highway and Access management is most successful when internal circulation streets as much as implemented proactively. Monroe Township possible has a unique opportunity to shape the landscape along its quickly developing portion of NJ 42. Currently, there are many vacant Access management techniques stress the lots along the roadway that will probably be connection between land use decisions and developed due to market forces. In a transportation impacts. It is important to conventional development plan, a shopping recognize that sound land use planning can center or big box store is set back from the result in valuable commercial amenities and roadway with a large parking lot fronting the tax dollars without compromising the roadway. However, there are alternate efficiency of important roadways and without development plans available. The site plan placing a parking lot at the forefront of the (Figure 3) shows one such alternative. community's image. The development pattern envisioned in the site plan is one of multiple smaller commercial units configured so that building facades Site 3 Improvements rather than parking lots are the main attraction along the roadway. This 1: Require development to occur with configuration would also work well with mixed considerable density of smaller buildings use development, using a zoning overlay to and shared parking. allow such departures from the traditional commercial zoning that lines much of NJ 42. 2: Require connections and enhancements An internal street network, with limited to the current street network and internal connections to both NJ 42 and residential circulation roadways. neighborhoods bordering this commercial strip, provides ample access to these parcels and connects this commercial hub to other Corridor-Wide Improvements community assets without adding significant congestion to NJ 42. It should be noted that 1: Encourage shared access along NJ all access points along NJ 42 should adhere Route 42. to the NJ Access Code regulations for the spacing and design of access points. Shared 2: Encourage improved internal circulation parking is provided in small lots dispersed among businesses. throughout the development while sidewalks and the dense placement of buildings invite 3: Complete the network of sidewalks pedestrians. The key elements of the along NJ Route 42 and at business access alternate development plan, which should be points. considered when reviewing all development proposals for vacant parcels such as this, are: )- limited direct access to NJ 42 )- connections to local neighborhoods and the local street network )- internal circulation )- shared parking 50 NJ 42 Corridor Study 7.3 Implementing Access consolidation of driveways into fewer access points, can produce more significant results if Management Strategies implemented along an entire corridor rather Implementation of access management than in isolated locations. techniques involves a variety of tools. Considering that access points along NJ 42 Discussions between NJDOT, local municipal are controlled through NJDOT access permits officials, and affected business owners will be based on the regulations in New Jersey’s necessary to lead to a plan of action for each State Highway Access Management Code roadway segment and each property. (adopted in April 1992), communities in the Ultimately, access management principles study area also need to coordinate with should be clarified in local plans and NJDOT to develop access management goals ordinances to enable local governments to that can be implemented at both the state and consistently enforce these practices. Adjacent local level. This code applies the principles of municipalities can ensure uniform controls by access management to all state roads. It also coordinating to create access management allows county and municipal governments to overlay zoning, complementary Official Maps, collaborate with the Department of and a corridor access management plan. Transportation to develop local access management plans. The following excerpt is For undeveloped parcels, these strategies are taken from the New Jersey Department of much easier to implement proactively through Transportation State Highway Access ordinances and the development approval Management Code and New Jersey process. Yet even for developed communities Administrative Code, and it defines the term like Washington Township, retrofit options are access management plan: available and restrictions on property design can be implemented in the future as Title 16 Chapter 47. “Access properties are redeveloped. With ordinances in place, incremental improvements can management plan” means a plan slowly shape the landscape and improve showing the design of access for every travel conditions within the most densely lot on a State highway segment developed communities. developed jointly by the Department, the municipality in which the highway is located, and the county, if a county road Intergovernmental Coordination intersects the segment. Close coordination between adjacent local governments, state transportation agencies, and landowners/developers when creating In addition to the NJ Highway Access Code, and enforcing access management policies is NJDOT recently collaborated with very important. Just as traffic congestion Pennsylvania’s DOT to create and publish the easily crosses political boundaries, impacting Smart Transportation Guidebook, which a broad portion of the local roadway network, proposes to “manage capacity by better so too do the effects of access management. integrating land use and transportation Similarly, some access management planning”2. This publication encourages the strategies that affect an entire corridor rather use of many less traditional tools and than a single parcel, such as installation of a techniques, including access management, to frontage road, may require cooperation improve the function of roadways and protect among several municipalities to generate the largest impact. Even less intensive access management techniques, such as the 2 Smart Transportation Guidebook, March 2008, pg 1 51 NJ 42 Corridor Study past investments in transportation assets. results in a more clear and efficient access permitting process. Multimunicipal access management plans create the advantage of a cohesive and 2- Access Management Plans – uniform approach to land planning throughout Plans facilitate consistent access a corridor, regardless of political boundaries. management decision making along This coordinated approach contributes to a sections of roadway that may involve corridor’s sense of place and impacts the state agencies and/or multiple local behavior of drivers as they maneuver through governments. As each property fewer conflict points. In addition, development or opportunity occurs, multimunicipal plans offer developers identical access permits can be issued standards and requirements along a given according to the agreed upon access corridor regardless of the municipality in management plan rather than on which they chose to build. This consistency independent neighboring parcels. among adjacent municipalities ensures that the enforcement of access management 3- Development Review – Early regulations in one community does not result coordination between local and state in development opportunities being lost to an agencies on permitting issues reduces adjacent community with less stringent the potential for conflicts while making regulations. the permitting process more efficient and user friendly. Intergovernmental cooperation is particularly essential in the case of access management given the separation of authority and responsibility between local governments and Retrofit Strategies for Developed Areas state agencies. State agencies are not In many Delaware Valley communities, responsible for making the land development development has already created a decisions that lead to access requests, while landscape that does not meet traditional local governments have little control over minimum access management standards. access-permitting decisions on state Though such situations are more difficult to highways. Because of this mutual recover, it is still very possible to improve this dependency, it is important for state and local landscape. While existing property access entities to understand one another’s access can be allowed to remain, communities can management goals and work together from also adopt policies that avoid further the beginning of a project to ensure that each deterioration. In addition, when opportunities site-specific decision compliments the broader arise because of a change in use or a community vision for the corridor. roadway improvement project, properties, or Additionally, cooperation between local even entire corridors, can be retrofitted with municipalities and state agencies benefits access management techniques to improve landowners and developers by creating a the safety and efficiency of the transportation more streamlined and efficient access network. The following is a list of a variety of permitting process. retrofit strategies that have been utilized by The major aspects of intergovernmental communities across the country in an effort to coordination are shown below: manage access: ¾ Work with property owners to obtain 1- Policy Development – Consistent state and local access management permission for driveway closures, standards and policies remove consolidation, or relocation during confusion and uncertainty, which roadway projects, sidewalk 52 NJ 42 Corridor Study maintenance, additions, etc. plan element, and/or the circulation plan ¾ Purchase strategically located vacant element. The following techniques cited in the or abandoned properties and resell Iowa Access Management Handbook include them with access restrictions. other ways that these standard documents ¾ Place planter boxes along can address access management issues: unnecessarily wide access points to help define the driveway break. ¾ Designate compact growth areas and ¾ Require access consolidation where limit the amount of development that adjacent parcels come under common can take place in rural areas along ownership. arterials. ¾ Redesign internal road and parking ¾ Prohibit strip development along systems. arterials, including the proliferation of ¾ Eliminate closely spaced or off-set single-lot, house-by-house intersections. development. ¾ Develop regulations to require that development along the arterials be Retrofitting access is a long-term commitment clustered or limited to certain areas. that takes continuous effort. However, with ¾ Include guidelines in a local ordinance access management strategies in place, each to ensure that arterial development will opportunity that arises can be taken not significantly reduce traffic safety advantage of to improve the community and traffic carrying capacity. landscape and provide safe and efficient ¾ Require traffic impact analyses and travel within the transportation network. site plans for all developments exceeding a certain threshold. ¾ Meet with officials of adjacent communities to review transportation Implementation Tools issues and develop a coordinated, As mentioned earlier, integration of access regional approach to access management strategies into local plans and management. ordinances is one of the most important methods to ensuring a continued focus on Access Management Ordinances improving the transportation network and coordinating land use decisions and Access management techniques can be transportation impacts. The following tools are integrated into current ordinances, or a suggested to assist communities in separate access management ordinance can be implementing the access management created. Pennsylvania’s Access Management techniques discussed in the aforementioned Model Ordinances for Pennsylvania recommendations. Municipalities guide gives examples of ordinance changes or additions that can improve access management. This document Integration into Current Plans also provides sample language for communities to integrate into their current zoning and Local comprehensive plans and zoning subdivision and land development ordinances. ordinances are the policy documents that Items covered in this guide that could be useful guide future development and conservation to communities along NJ 42 are: for a municipality. Access management techniques can be included in various ¾ Number and spacing of driveways portions of the community’s master plan such permitted for each property; as the statement of objectives, the land use ¾ Corner clearance and sight distance; 53 NJ 42 Corridor Study ¾ Driveway channelization; and This type of study helps to ensure that the ¾ Auxiliary lanes (including right and left overlay districts are properly developed and turn lanes, acceleration / deceleration contain clearly defined regulations that can be lanes and lane storage). easily implemented. Overlay Districts Official Map Corridor access management is an approach The creation of an official map can also work that applies the techniques of access hand in hand with the access management management at a corridor level, rather than at overlay district to assist a municipality in a municipal or state level. This is particularly preserving right-of-way for the future useful when planning for the future of a implementation of access management roadway, like NJ 42, that spans several techniques, such as a frontage road or municipalities and counties. One way to intersection widening. Like zoning and approach corridor access management is to subdivision and land development create an access management overlay ordinances, the official map serves as a guide district. This tool can be developed to through which communities can relay their accommodate the unique characteristics of a vision for the future development of the particular corridor, or multimunicipal municipality. Guidelines for the creation of an New partnership. Like other overlay districts, the official map are noted in Article 5 of the Jersey Municipal Land Use Code access management overlay adds special . This code restrictions and requirements to the existing gives municipalities the authority to adopt an zoning regulations. Though underlying official map, showing the location of public zoning regulations remain, the parcels streets, drainage ways, flood basins, and included in the overlay district are subject to other public areas, whether they are currently further regulation of use, setback, number in existence or proposed as a preferred future and location of driveways, internal circulation, location. The map can include the entire and other access management principles. If municipality or only a portion of the desired, the overlay district may also contain municipality and can always be amended, just regulations pertaining to signage and like zoning ordinances, master plans, and landscaping features to preserve the other municipal plans. character of the district. Pennsylvania’s When a property owner submits an Access Management Model Ordinances for application for development, a municipality Pennsylvania Municipalities guide states that can reserve for future public use any portion a planning study should be completed before of the property shown on the official map. an overlay district is adopted, and it should This reservation continues for up to one year focus on the following issues: (or a longer period agreed to by the property owner), at which point the municipality must ¾ Purpose of the overlay district; decide to forgo purchase of the property, or ¾ Analysis of existing traffic conditions; compensate the property owner at a fair ¾ 3 Analysis of future traffic conditions market value . In addition, when a community based on projected land development has enacted an official map, permits cannot patterns; be issued for a building or structure unless ¾ Recommended access improvements the lot gains access from a currently existing and management practices; and ¾ Establishment of the boundary for the overlay district. 3 Source: NJ Municipal Land Use Law, Section 40:55D-44 54 NJ 42 Corridor Study street or one that is shown on the official map or a plan that was previously approved by the planning board. With the coordinated use of official maps, municipalities along NJ 42 can ensure that future development takes a shape that is preferred by the community. With each new development, the current roadway network is augmented to help distribute additional traffic. Likewise, developers benefit from the knowledge of where streets, basins, and other necessary areas should be located on their site plan, which saves them time and money in the planning stages of their development. Conclusion To achieve the implementation strategies and tools outlined in this report, each municipality will have to engage in individual actions, such as the amendment of local ordinances, as well as multimunicipal collaboration on issues such as the creation of an official map or overlay district. The tools included in this report serve as initial guidance for study area municipalities to advance the recommendations to implementation. 55 NJ 42 Corridor Study 56 NJ 42 Corridor Study 8.0 TRANSPORTATION Road. North of Ganttown Road, the roadway carries 43,700 AADT. North of Greentree ANALYSIS Road, it carries 48,200 AADT. Much of the traffic is bound for, or is from, the North - The Black Horse Pike and its immediate South Freeway (NJ 42); the rest use NJ 168. highway network carry a large share of study area traffic. This chapter provides an Parallel and Perpendicular Facilities overview of study area travel conditions, including traffic volume, crashes and travel There are parallel facilities west and east of time. It also analyzes issues that directly the Black Horse Pike. To the west, North affect the performance and safety of the Main Street and Hurffville-Cross Keys Road transportation system. The topics covered offer an alternative travel route for local trips are speeding, major intersections, median between Williamstown Road and Fries Mill openings and transit service, as well as Road. No data is available for these sections bicycle and pedestrian infrastructure. For of roadway, but traffic volume on Hurffville- each topic, improvement scenarios have been Cross Keys Road north of Fries Mill Road is examined and recommended improvements 8,300 AADT. To the east, Johnson Road is identified. used as a bypass for the Black Horse Pike north of Berlin-Cross Keys Road. Traffic volume on Johnson Road is 7,300 AADT. 8.1 Traffic Volume Analysis The two most important perpendicular facilities are Berlin-Cross Keys Road, which Traffic volume, a major determinant of traffic carries 30,900 AADT between the Black conditions, varies widely in the study corridor. Horse Pike and the Atlantic City Expressway, In this section, the distribution of traffic and Williamstown Road, which carries 20,600 volume on the Black Horse Pike and on AADT between the same two points. East of parallel and perpendicular facilities is the expressway, traffic volume on described. Williamstown Road is 33,100 AADT. Black Horse Pike (NJ 42 and NJ 322) As previously noted, three facilities provide access to the Black Horse Pike for residents Traffic volume on the Black Horse Pike is of Washington Township: Fries Mill Road, divided into three different sections by Berlin- Ganttown Road, and Greentree Road. Traffic Cross Keys Road (Route 689) and volume on Fries Mill Road near the Black Williamstown Road (Route 536 Spur). Both Horse Pike is 14,100 AADT. Traffic volume roads provide access to the Atlantic City on Ganttown Road and Greentree Road is Expressway. South of Williamstown Road, 15,300 AADT and 16,000 AADT, respectively. traffic volume is generally less than 25,000 average annual daily trips (AADT). The only Summer “Shore Traffic” exception is near Williamstown Road itself, where traffic volume is 25,700 AADT. North During the summer, the convergence of traffic of Williamstown Road extending to Berlin- bound for the New Jersey Shore leads to Cross Keys Road, traffic volume is almost traffic congestion on shore routes. Using 35,000 AADT. North of Berlin-Cross Keys traffic count data collected by DVRPC for the Road, traffic increases in a series of steps, as week August 22-29, 2007, it was possible to feeder roads used by Washington Township estimate the effect of shore traffic in the study commuters and shoppers meet the Black area. Traffic volume on an average summer Horse Pike. These feeder roads include Fries Mill Road, Ganttown Road, and Greentree 57 NJ 42 Corridor Study weekday (Thursday) was compared to a 1. NJ 42 and Berlin-Cross Keys Road Friday, when most travelers depart. (Rt. 689) From Thursday to Friday, traffic volume at two The rate of rear-end crashes is high (40 Black Horse Pike locations north of Berlin- percent) compared to other locations Cross Keys Road increases two to three analyzed. There is also an unusually high percent, which may reflect extra retail activity. number of crashes that occurred at night (46 In contrast, traffic volume at three Black percent). Horse Pike locations south of Sicklerville Road increases 10 to 11 percent. Shore 2. NJ 42 and Sicklerville Road (Rt. 536 traffic probably accounts for the differences Spur) between the northern and southern sections of the Black Horse Pike (7-9 percent). Traffic Sideswipe crashes account for one-quarter of volume at Atlantic City Expressway ramps all crashes at this location, a proportion increases four to eight percent. significantly higher than the average of other locations analyzed. It is likely that the actual effect of shore traffic, which is concentrated in Friday afternoon and 3. NJ 322 and Poplar Street/New Brooklyn evening, is even more pronounced than Road (Rt. 536) suggested by the 24-hour traffic counts used Right-angle crashes make up one-quarter of here. all crashes at this location. The high rate of right-angle crashes could explain the high rate of injuries compared to other locations analyzed. Almost half of all crashes at this 8.2 Crash Analysis location (45 percent) resulted in injury. The purpose of this analysis is twofold. First, 4. NJ 322 and Corkery Lane it will provide a comprehensive safety overview of the study corridor. Second, it will The rates of right-angle crashes (28 percent) complement issue areas that were identified and left-turn/U-turn crashes (31 percent) are during field visits and meetings with the study high compared to other locations analyzed. area municipalities. These crash types may predominate due to the difficulty of making left turns at the Introduction intersection. Crash data for the years 2004 to 2006 was 5. Berlin-Cross Keys Road and Sicklerville analyzed for 10 locations in the NJ 42 study Road corridor. The data was taken from the New Jersey Department of Transportation Located in Camden County, this intersection (NJDOT) crash database. Most of the has the second highest number of crashes locations are in Washington Township or (103) over the three-year period. The rate of Monroe Township. The other locations rear-end crashes is high (41 percent) include the Atlantic City Expressway compared to other locations analyzed. The interchanges and the intersection of Berlin- occurrence of injuries is also high (41 Cross Keys Road and Sicklerville Road. percent). A pedestrian was struck in 2006. Crashes at each location were analyzed by crash type, lighting conditions, weather 6. Cross Keys Bypass between Hurffville- conditions, and crash severity. Detailed data Cross Keys Road and Tuckahoe Road is available in Appendix B. The segment of the Bypass referenced has a 58 NJ 42 Corridor Study high rate of crashes, although there is no Together they make up more than half (52 intersection there. No crash types stand out, percent) of all crashes there. but the rate of crashes at night is high (43 percent). There was also a fatality in 2005. The analysis was limited by a lack of data for 2006. 8.3 Travel Time Survey 7. Berlin-Cross Keys, Hurffville-Cross A travel time survey was performed to assess Keys Road / North Main Street and mobility in the study corridor. The travel time Tuckahoe Road survey was conducted along the length of the Black Horse Pike, NJ 42/US 322, from the Although there were 58 crashes overall for North-South Freeway to the intersection of the three-year period at this location, the Malaga-New Brooklyn Road, Route 659 in number of crashes decreased each year. For Monroe Township. The survey was example, there were 29 crashes in 2004, but conducted in January 2008. only 11 in 2006. Of those crashes, rear end crashes amounted to almost half of the total Normally, three time periods (AM peak, (45 percent), higher than at any of the other Midday, and PM peak) would be utilized to locations analyzed. understand travel time characteristics in the corridor. However, due to the preponderance 8. Berlin-Cross Keys Road and Fries Mill of retail complexes adjacent to Route 42 in Road Gloucester County and the tendency of this land use to create a mini peak during the This location is one of the worst analyzed due lunch hour (Midday period), it was deemed to the high number of crashes (77) and the necessary to add a fourth period between the rate of injuries. Nearly half of all crashes (48 AM Peak and Midday period. This period was percent) resulted in an injury. A factor in the intended to simulate “Free Flow” conditions. It high rate of injuries may be the high rate of turned out that travel times were faster in the right-angle and left-turn/U-turn crashes, which AM Peak due to shopping trips in the typical together represent slightly more than half of “Free Flow” hours. all crashes. Methodology 9. Atlantic City Expressway Interchange at Berlin-Cross Keys Road Test vehicles equipped with Geo Positioning Satellite (GPS) technology drove the corridor, This location has the highest number of moving with the flow of traffic. The technician crashes (107) from 2004 to 2006. Sideswipes operating the GPS unit recorded the position make up an unusually high share of total of the vehicle and the time at each cross crashes (17 percent). These may occur street. The technician also recorded stopped where the queue at the interchange backs up delay, defined as the vehicle coming to a into the travel lane. The rates of rear-end and complete stop in traffic. left-turn/U-turn crashes are also above average. Three runs were conducted in each direction in each time period. These were scheduled 10. Sicklerville Road / Williamstown Road with varying starting times so that samples between Atlantic City Expressway and from different times within each time period Chews Landing Road would be collected. Mondays and Fridays This location has an unusually high rate of were excluded as survey days, as were days right angle and left turn/U-turn crashes. following or preceding a holiday. 59 NJ 42 Corridor Study Results travel time is mostly unchanged. It takes approximately three additional minutes to Table 3 shows data from the travel time traverse the study corridor northbound and survey by time period for northbound and somewhat more than two additional minutes southbound travel, respectively. Travel time southbound. Average speed is approximately and stopped delay data have been 33 mph northbound and 36 mph southbound, aggregated between major cross streets. down from 40 mph and 42 mph, respectively, Average speed has also been calculated. in the AM Peak. The results of the AM Peak and PM Peak The slowdown in the middle of the study periods are summarized below. The PM peak corridor in the area of Berlin-Cross Keys Road was selected to heighten the contrast with the is more dramatic. Northbound between AM peak period. The worst delays occurred Berlin-Cross Keys Road and Tuckahoe Road during the PM Peak. speed drops from 48.5 mph to 36 mph. Between Grandview Avenue and Berlin-Cross AM Peak Keys Road, speed drops from 47.4 mph to The data suggests that traffic moves 32.8 mph. Southbound between Berlin-Cross efficiently, although drivers encounter Key Road and Grandview Avenue, speed localized delays. AM peak travel time to drops from 54.7 mph to 35.7 mph. Between traverse the eight-mile study corridor on Tuckahoe Road and Berlin-Cross Keys Road NJ 42/US 322 was approximately 12 minutes speed drops 48.1 mph to 38.6 mph. The 55 seconds northbound and 12 minutes 25 delays occur there because Berlin-Cross seconds southbound. That corresponds to an Keys Road is one of two facilities in the study average speed of 40 mph northbound and corridor that provide access to the Atlantic almost 42 mph southbound. Speeds were City Expressway, as well as Camden County somewhat slower in the northern end of the population centers. corridor, where traffic increases approaching Delays also increase significantly in the area the North-South Freeway. Between of the other Atlantic City Expressway access Ganttown Road and the North-South road, Sicklerville Road. Northbound between Freeway, the average speed was just over 33 South Main Street and Sicklerville Road, mph northbound and over 27 mph speed drops from 31.3 mph to 23.7 mph. southbound. The slowdown occurs in both Southbound between Sicklerville Road and directions, suggesting that the study corridor South Main Street, speed drops from 53.6 is both a generator and attractor of commuter mph to 36.0 mph. Map 13 shows average trips. Northbound speeds were also speeds during the PM peak period. somewhat slower near Sicklerville Road (Route 536 Spur). Between South Main Street and Sicklerville Road, the average speed was just over 31 mph. Some of this traffic may be bound for the Atlantic City Expressway interchange on Sicklerville Road. PM Peak Compared to the AM Peak, travel time on Route 42/322 increases in the PM Peak but much of the increase is concentrated around Berlin-Cross Keys Road and, to a lesser extent, Sicklerville Road. As a result, overall 60 Map 13 705 PM Peak Speed, NJ 42/US 322 Average Traffic Speed: _ Less than 20 MPH _ 2O-29MPH :J) - 39 MPH 40 - 49 MPH More than 50 MPH rff ,cft F o'fJ~ 63rn GI'1'\"0 "? WASHINGTON 'c WINSLOW .~. '" .~ I , 654 , ~ 639 -----f-.--;; .----c Glfi::>.:>BORO- CROSS KEYS ~ ~ 555 Q 0"/-4,."' ~ '?+ .;. ~ 00k}' ~'" l1',,£ p..V£ "'1' '" 1'0 !J :{' ~~ " ~~o ~ ~. 4'" RD ~ eO OKLYN N£W 6RO ...... *+S Table 3: Travel Time Survey Results Black Horse Pike AM Peak Free Flow Midday PM Peak Travel Avg Total Travel Avg Total Travel Avg Total Travel Avg Total Time Speed Delay Time Speed Delay Time Speed Delay Time Speed Delay DATA POINT (sec) (mph) (sec) (sec) (mph) (sec) (sec) (mph) (sec) (sec) (mph) (sec) NORTHBOUND CR 659 Malaga Rd S Main St / S.C. Entrance 100.7 40.8 13.3 88.0 46.6 1.0 88.7 46.3 8.3 96.0 42.8 7.3 CR 536 Spur Sicklerville Rd 141.3 31.3 39.3 115.3 38.4 33.0 119.7 37.0 21.7 187.1 23.7 74.7 Grandview Ave 104.3 44.5 5.7 132.7 35.0 35.9 135.0 34.4 23.3 127.7 36.4 18.0 CR 689 Berlin Cross Keys Rd 101.1 47.4 7.0 96.6 49.6 0.0 108.9 44.0 9.0 146.0 32.8 60.3 CR 555 Tuckahoe Rd 66.1 48.5 0.3 100.0 32.0 29.7 92.8 34.5 23.3 89.0 36.0 23.0 CR 639 Ganttown Rd 148.4 43.7 22.0 141.3 45.9 7.3 163.5 39.6 21.0 181.2 35.8 41.4 North-South Freeway 113.4 33.3 32.7 123.0 30.7 42.3 129.1 29.3 37.4 128.6 29.4 30.4 775.3 39.9 120.3 796.9 38.2 149.2 837.7 37.9 144.0 955.6 33.3 255.1 SOUTHBOUND North-South Freeway CR 639 Ganttown Rd 136.3 27.7 42.7 127.3 29.7 37.4 137.7 27.5 52.3 135.4 27.9 49.4 CR 555 Tuckahoe Rd 163.0 39.8 22.7 207.7 31.2 48.4 180.7 35.9 27.0 190.3 34.1 40.4 CR 689 Berlin Cross Keys Rd 66.6 48.1 2.0 92.7 34.6 21.3 95.9 33.4 25.7 83.0 38.6 18.0 Grandview Ave 87.6 54.7 0.0 105.4 45.4 9.7 126.1 38.0 27.7 134.3 35.7 32.7 CR 536 Spur Sicklerville Rd 110.6 42.0 6.7 121.6 38.2 29.3 112.7 41.2 15.6 89.1 52.1 0.0 S Main St / S.C. Entrance 82.6 53.6 4.6 93.6 47.3 4.3 110.2 40.2 18.3 123.0 36.0 22.4 CR 659 Malaga Rd 101.0 40.6 6.3 84.1 48.8 0.0 81.1 50.6 0.0 127.4 32.2 34.7 Total: 747.7 41.6 85.0 832.4 38.4 150.4 844.4 37.5 166.6 882.5 36.1 197.6 Source: DVRPC, June 2008 62 NJ 42 Corridor Study 8.4 Speed Analysis enforcement. Changes to roadway design may include visual, tactile, or psychological An analysis of vehicle speeds was conducted reinforcement techniques. They may be on Berlin-Cross Keys Road to investigate simple in nature, such as narrower travel reports of excessive speeding on this road. lanes, bicycle lanes, curbs, sidewalks, and Berlin-Cross Keys Road is a four-lane road textured crosswalks. Other techniques include with a center Two-Way-Left-Turn-Lane a landscaped or hardscaped median, (TWLTL) and wide shoulders. The road is flat gateway treatments, and reduced building and straight, signalized intersections are setbacks. To maximize effectiveness, spaced approximately a half mile apart, and implementation should be sensitive to local the posted speed limit is 45 mph. conditions. A typical speed study uses speed count data to calculate the 85th percentile speed. Bidirectional speed counts were taken over a 72-hour period at two locations on Berlin- Cross Keys Road: 1) between Johnson Road and the Atlantic City Expressway, and 2) between Sicklerville Road and the Atlantic City Expressway. For these two locations, the 85th percentile speed, in either direction, was in the range of 45 to 50 mph. Therefore, most drivers are traveling at or below the speed limit. (See Figures 4 and 5). The data shows that between Sicklerville Road and the Atlantic City Expressway, most speeding occurs between the hours of 6:00 AM and 2:00 PM. There was much less speeding during the PM peak, when volumes are highest. The segment between Johnson Road and the Atlantic City Expressway exhibits a similar trend, although volumes are twice as high. If a reduction in the prevailing travel speed is sought, it is best achieved via changes to roadway design. The Smart Transportation Guidebook outlines effective design features to bring about the “Desired operating speed” of a roadway i.e., the speed that best reflects the function of the roadway and the surrounding land use context. These include narrower roadway widths, narrower clear zones, higher signal density and a higher density of access points. The other option, arbitrarily lowering the posted speed limit, would require strict 63 Figure 4: Hourly Traffic Volume Along Berlin - Cross Keys Road (between Atlantic City Expressway and Johnson Road) 3000 2500 2000 1500 1000 500 Daily Average Number of Vehicles Daily Average Number 0 12:00 AM 01:00 AM 02:00 AM 03:00 AM 04:00 AM 05:00 AM 06:00 AM 07:00 AM 08:00 AM 09:00 AM 10:00 AM 11:00 AM 12:00 PM 01:00 PM 02:00 PM 03:00 PM 04:00 PM 05:00 PM 06:00 PM 07:00 PM 08:00 PM 09:00 PM 10:00 PM 11:00 PM Time of Day 0-45 mph 46-50 mph 51-55 mph 56-70 mph Source: DVRPC, 2008 Figure 5: Hourly Traffic Volume Along Berlin - Cross Keys Road (between Atlantic City Expressway and Sicklerville Road) 3000 2500 2000 1500 1000 Daily Average Number of Vehicles of Number Average Daily 500 0 12:00 AM 01:00 AM 02:00 AM 03:00 AM 04:00 AM 05:00 AM 06:00 AM 07:00 AM 08:00 AM 09:00 AM 10:00 AM 11:00 AM 12:00 PM 01:00 PM 02:00 PM 03:00 PM 04:00 PM 05:00 PM 06:00 PM 07:00 PM 08:00 PM 09:00 PM 10:00 PM 11:00 PM Time of Day 0-45 mph 46-50 mph 51-55 mph 56-70 mph Source: DVRPC, 2008 NJ 42 Corridor Study 8.5 Intersection Analysis Berlin-Cross Keys Road approach that carries a greater number of left turns. NJ 42/US 322 For the AM peak hour, the intersection An intersection analysis was conducted for operates with 116 seconds of delay, for an four signalized intersections on NJ 42/US 322 overall LOS of F. Delays are most in Monroe Township. NJDOT had already pronounced for the southbound NJ 42 and conducted an analysis of all the signalized eastbound Berlin-Cross Keys Road intersections along the Black Horse Pike in approaches due to a large proportion of left Washington Township in 2005. All four turns and reduced green time, respectively. intersections operate on a 110-second cycle During the PM peak hour, the intersection length, which is consistent with all of the experiences even greater delay, with a LOS signalized intersections along NJ 42 in of F and 204 seconds of average delay. Washington Township and Monroe Township. Similar to the morning, congestion is most As a result, all of the alternatives were evident along the north and eastbound analyzed with a 110- or 55-second cycle approaches. length. The further south the intersections are Alternative Scenarios located, the lower the total turning movement volume for each of the intersections. For One short-term scenario to consider is the example, at the intersection with Berlin-Cross revision of the signal timing to include signal Keys Road, there are roughly 4,600 vehicles protection for left-turning vehicles from the during the PM peak hour, whereas there are eastbound Berlin-Cross Keys Road approach, only 2,100 at the Corkery Lane intersection. and to lengthen the protected left-turn phase When the volumes of all four intersections are for NJ 42 left turns. With such revisions, the combined, the AM peak hour is 7:30 AM to AM peak hour experiences a dramatic 8:30 AM, and the PM peak hour is 5:15 PM to reduction in overall approach delay. The 6:15 PM. intersection operates with a minute less in 1. NJ 42 and Berlin-Cross Keys Road overall delay, with the south and eastbound approaches improving by at least 90 seconds Existing Conditions each. Similarly, the PM peak hour improves overall delay by over one minute, with This is a major intersection that serves improvements most apparent along the south significant regional roadways and is often and eastbound approaches. Such timing highly congested. During the AM peak hour, revisions will also provide longer pedestrian volumes are greater along Berlin-Cross Keys green times for crossing NJ 42. Road than NJ 42, though for the latter road, left turns comprise 27 percent of all A medium-term scenario involving the movements. During the PM peak hour, the introduction of a formal right-turn lane at the intersection’s overall volume is 58 percent northbound NJ 42 approach was analyzed. greater than the morning’s, with NJ 42 Currently, there is a 10-foot wide paved carrying the majority of these vehicles, 30 shoulder along this approach leg. The percent of which are left-turn movements. addition of this lane to an already revised Whereas NJ 42’s left turns are signal signal plan provides a slight improvement to protected, such protection is only provided for the overall intersection, with a more westbound Berlin-Cross Keys Road left turns, pronounced improvement for the northbound in the form of a westbound lead phase. approach. However, it is the unprotected eastbound 66 NJ 42 Corridor Study Table 4: Level of Service Analysis, NJ 42 and Berlin-Cross Keys Road Berlin-Cross Keys Road and NJ 42 Existing Short-Term Medium-Term Long-Term Revised Geometry: Revised Geometry: Introduce 2nd Left-Turn Introduce Exclusive RT Existing Geometry Existing Geometry Lane for SB NJ 42; Lanes at Both NJ 42 Exclusive RT Lanes at Peak Hour Approach Leg Approaches Both NJ 42 Approaches Revised Timing: Revised Timing: Revised Timing: Existing Timing Optimized with EB Left- Optimized with EB Left- Optimized with EB Left- (110 sec. CL) Turn Signal Protection Turn Signal Protection Turn Signal Protection (110s. CL) (110s. CL) (110s. CL) WB Prot + Perm, EB Cross Keys LT Type Prot+Perm Prot+Perm Prot+Perm Perm ONLY Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS NJ 42 (NB) 142 F 50 D 45 D 44 D NJ 42 (SB) 47 D 50 D 43 D 38 D Cross Keys Rd (EB) 217 F 55 D 49 D 43 D Cross Keys Rd (WB) 38 D 35 D 35 D 33 C AM Peak Hour AM Peak Total Intersection 117 F 48 D 43 D 40 D NJ 42 (NB) 221 F 136 F 129 F 95 F NJ 42 (SB) 153 F 119 F 82 F 71 E Cross Keys Rd (EB) 338 F 162 F 162 F 162 F Cross Keys Rd (WB) 59 E 81 F 81 F 81 F Hour PM Peak Total Intersection 205 F 129 F 117 F 103 F Source: DVRPC, 2008 A long-term scenario to consider includes the period conditions. The presence of detectors aforementioned modifications, with the will provide a built-in check, thus minimizing addition of a second left-turn lane for the any unwarranted reduction of green time for southbound NJ 42 approach. Currently, the NJ 42 through movements. The consideration median at the intersection is sufficiently wide for increased capacity in the form of additional to accommodate an additional turning lane; right- and left-turn lanes for north and however, modifications would have to be southbound NJ 42, respectively, should be made in order to augment the diminished undertaken if the existing traffic pattern is pedestrian refuge. Compared to the previous anticipated to grow in volume. scenario, the AM peak hour’s overall delay would improve by a marginal four seconds. 2. NJ 42, US 322, and Sicklerville Road For the PM peak hour, overall delay would (County Route 536 Spur) improve by 18 seconds, with the NJ 42 Existing Conditions approaches averaging a 24-second delay reduction. This intersection is unique in that it exclusively Recommendations utilizes downstream jughandles to carry left- turn vehicles from either direction of NJ 42. The intersection’s signal timing should be The Sicklerville Road approaches are timed revised so that signal protection is provided with a split phase; each approach receives its for eastbound Berlin-Cross Keys Road left own exclusive, and thus protected, signal turns. Additionally, maximum green times for phase. During the AM peak hour, northbound Berlin-Cross Keys Road’s movements and for US 322 is the dominant approach with twice NJ 42’s protected left turns should be as many vehicles as the opposing extended to better reflect prevailing peak southbound approach. Though volumes along 67 NJ 42 Corridor Study Sicklerville Road are lower, one-quarter of Sicklerville Road approaches with a standard such movements are left turns. For the PM concurrent phasing. Assuming the Sicklerville peak hour, the overall volume is 44 percent Road left turns are exclusively signal greater than in the morning. Volumes are protected, the AM peak hour improves to an relatively balanced between the north and overall LOS of C. The average delay of the southbound approaches. And similar to the two Sicklerville Road approaches is reduced morning, left turns comprise a large share of from 67 to 50 seconds. For the PM peak hour, movements from Sicklerville Road, in this the overall average delay improves by only case roughly 40 percent. four seconds. However, the Sicklerville Road approaches average 59 seconds of delay, for The AM peak hour LOS is D with an overall an eight-second improvement from existing average delay of 37 seconds. The majority of conditions. the delay is experienced by vehicles at the Sicklerville Road approaches, which average Recommendations 67 seconds of delay. Revise the signal timing by eliminating the The PM peak hour LOS is also D, with an split phase along the Sicklerville Road overall average delay of 42 seconds. Again, approaches. Utilize concurrent phasing for the majority of this delay is borne by the these approaches. Sicklerville Road approaches, with a 69- second average delay. Alternative Scenarios A short-term scenario was analyzed: the replacement of the split phasing along the Table 5: Level of Service Analysis, NJ 42/ US 322 and Sicklerville Road NJ 42, US 322, and Sicklerville Road Existing Short-Term Existing Geometry Existing Geometry Peak Hour Approach Leg Revised Timing: Existing Timing Optimized with (110s. CL) Concurrent Sicklerville Rd Phases (110s. CL) Sicklerville Rd LT Type Split Phasing Prot ONLY Delay (sec) LOS Delay (sec) LOS US 322 (NB) 15 B 14 B NJ 42 (SB) 13 B 12 B Sicklerville Rd (EB) 49 D 52 D Sicklerville Rd (WB) 84 F 48 D AM PeakAM Hour Total Intersection 37 D 29 C US 322 (NB) 24 C 22 C NJ 42 (SB) 24 C 22 C Sicklerville Rd (EB) 74 E 60 E Sicklerville Rd (WB) 63 E 58 E PM PeakPM Hour Total Intersection 42 D 38 D Source: DVRPC, 2008 68 NJ 42 Corridor Study 3. US 322 and Poplar Street/New Brooklyn Road Alternative Scenarios Existing Conditions One short-term scenario entailed the In contrast to the Sicklerville Road optimization of the signal’s timing. Though the intersection, both Black Horse Pike 110-second cycle length is retained, the approaches at this location possess an amount of green time for protected left turns exclusive left-turn lane. The southbound left- from US 322 is lengthened. As a result, the turn volume comprises 20 and 25 percent of delay incurred by the southbound approach that approach’s volume during the AM and and the overall intersection is significantly PM peak hours, respectively. The Poplar reduced. This overall delay reduction is 27 Street and New Brooklyn Road approaches seconds and 15 seconds for the AM and PM each carry a single departure lane that must peak hours, respectively. The penalty for such accommodate all movements. Although the an improvement is increased delays for the volumes for these approaches are only one- northbound US 322 through and right-turn third of the volume traveling along US 322, movements. left turns account for 15 to 25 percent of the Poplar Street and New Brooklyn Road A medium-term analysis evaluated the impact movements. of adding an exclusive left-turn lane for the Poplar Street and New Brooklyn Road The AM peak hour averages an overall 80 approaches. Though the immediate benefit seconds of delay for a LOS of E. The greatest would be increased capacity for these delay is experienced by the southbound US approaches, the intersection’s overall 322 approach, a result of the dramatic delay improvement is experienced by the dominant upon left-turning vehicles, which operate with US 322 approaches, as they are allocated over 500 seconds of delay. During the PM more of the cycle’s green time. This peak hour, the intersection’s average delay is improvement measures 35 seconds and 30 76 seconds at a LOS of E. Similar to the AM seconds for the AM and PM peak hours peak hour, southbound US 322 left turns incur compared to existing conditions. exceptionally large delays; in this case, roughly five minutes. Table 6: US 322 and Poplar Street/New Brooklyn Road US 322 and Poplar Street/New Brooklyn Road Existing Short-Term Medium-Term Revised Geometry: Add an Exclusive Left-Turn Existing Geometry Existing Geometry Lane for Poplar St and New Brooklyn Rd Peak Hour Approach Leg Approaches Existing Timing: Revised Timing: Revised Timing: (110s. CL) Optimized (110s. CL) Optimized (110s. CL) Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS US 322 (NB) 36 D 61 E 45 D US 322 (SB) 144 F 41 D 35 C Poplar St (EB) 61 E 86 F 72 E New Brooklyn Rd (WB) 39 D 42 D 56 E Hour Peak AM Total Intersection 80 E 53 D 45 D US 322 (NB) 39 D 75 E 45 D US 322 (SB) 113 F 47 D 38 D Poplar St (EB) 50 D 45 D 80 F New Brooklyn Rd (WB) 84 F 73 E 47 D PM PeakPM Hour Total Intersection 76 E 61 E 46 D Source: DVRPC, 2008 69 NJ 42 Corridor Study Recommendations Lengthen the phase for US 322 left turns. During the PM peak hour, there are 67 Since this phase is only triggered and percent more vehicles at the intersection than extended by presence detection, it will not during the morning. There is no predominant needlessly impede the opposing movement. direction of travel along US 322 or Corkery And consider the potential for an additional Lane. And, similar to the AM peak, left-turn lane at the Poplar Street and New approximately half of all movements from the Brooklyn Road approaches. Though there is eastbound Corkery Lane approach are left sufficient right-of-way, it will require upstream turns. realignment of the approaches. For the AM peak hour, the overall intersection 4. US 322 and Corkery Lane operates at a LOS of C, with an average delay of 33 seconds. The eastbound Corkery Existing Conditions Lane approach experiences the most delay, with 58 seconds of delay and a LOS of E. This is an acutely angled intersection that is Similarly, during the PM peak hour, the the most recently updated of the four Black intersection’s overall LOS is C, with an Horse Pike study intersections. The average delay of 39 seconds. The eastbound intersection’s overall AM and PM peak hour Corkery Lane approach incurs the most volumes are less than half of the respective delay, at an average of 78 seconds. peak hour volumes of the NJ 42 and Berlin- Cross Keys Road intersections. During the Alternative Scenarios AM peak hour, volumes along US 322 are predominantly balanced, whereas along Due to the intersection’s relatively low overall Corkery Lane it is eastbound dominant with volumes, the most promising short-term 50 percent of all eastbound movements scenario involves halving the cycle length. comprised of left turns. Table 7: Level of Analysis, US 322 and Corkery Lane US 322 and Corkery Lane Existing Short-Term Medium-Term Revised Geometry: Exclusive Left-Turn Lane Existing Geometry Existing Geometry for Corkery Lane Peak Hour Approach Leg Approaches Revised Timing: Optimize Revised Timing: Optimize Existing Timing: (110s. CL) (55s. CL) (55s. CL) Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS US 322 (NB) 25 C 19 B 16 B US 322 (SB) 23 C 18 B 16 B Corkery Ln (EB) 58 E 33 C 25 C Corkery Ln (WB) 27 C 12 B 14 B AM PeakHour Total Intersection 33 C 22 C 18 B US 322 (NB) 33 C 26 C 21 C US 322 (SB) 32 C 31 C 24 C Corkery Ln (EB) 78 E 54 D 30 C Corkery Ln (WB) 34 C 21 C 24 C Hour PM Peak Total Intersection 39 D 31 C 24 C Source: DVRPC, 2008 70 NJ 42 Corridor Study With a 55 second cycle length, the AM and delay. PM peak hours experience an 11- and eight- second reduction in overall delay, 1. Berlin-Cross Keys Road and NJ 42 respectively. This improvement is reflected by the eastbound Corkery Lane approach, with This intersection is discussed in the previous delay reductions averaging 25 seconds. section. A medium-term scenario that was investigated entailed the addition of exclusive 2. Berlin-Cross Keys Road and Johnson left-turn lanes at both Corkery Lane Road approaches. This additional capacity will only encourage a shorter cycle length, thus Existing Conditions evaluating this scenario with a 55 second cycle length reveals additional overall delay During the AM peak hour and the PM peak reductions. Improvements in delay are most hour, southbound Johnson Road carries more apparent for the left-turn dominated than 200 left-turn movements. Simulation of eastbound Corkery Lane approach, which this approach indicates that spillover of the averages a 41 second improvement from left-turn queue blocks the adjacent travel lane existing conditions. 15 percent of the time, causing delays for through-movement vehicles. The intersection Recommendations experiences an overall LOS of B, with an average delay of 16 seconds in the AM peak A halving of the cycle length should be and 23 seconds in the PM peak. Delays are incorporated in order to reduce overall delay, somewhat worse on Johnson Road than on and especially to relieve congestion along the Berlin-Cross Keys Road, but both roads are in single-lane approaches of Corkery Lane. If the acceptable range. considerable growth is anticipated along areas that are served by Corkery Lane, Alternative Scenarios consideration should be made for an additional turning lane at those approaches Two scenarios were considered. The first scenario involved an optimization of the current signal timing. For the AM peak hour, average delay for the Johnson Road Berlin-Cross Keys Road approaches decreased by 16 seconds, but vehicles on Berlin-Cross Keys Road incurred Intersection performance has been analyzed only a slight increase in delay. However, the at six intersections on Berlin-Cross Keys effect on the PM peak hour LOS and average Road: NJ 42, Johnson Road, the Atlantic delay was negligible. City Expressway On- and Off-Ramps, Sicklerville Road, and Williamstown-Erial The second scenario added a lead interval for Road/Chews Landing Road. AM and PM the southbound Johnson Road approach and peak period turning movement counts were eliminated the protected left-turn phase for conducted for each intersection in Fall 2007. northbound Johnson Road. For the AM peak Based on the turning movement counts, an hour, it was effective. The average delay on AM and PM peak hour was defined from 7:15 southbound Johnson Road was 17 seconds, AM to 8:15 AM and from 5:15 PM to 6:15 PM, a 24 second improvement over existing respectively. Peak hour data was entered conditions. into Synchro, a traffic analysis software program that was used to calculate LOS for However, for the PM peak hour, it made each intersection. LOS is a measure of things worse. The southbound approach 71 NJ 42 Corridor Study experienced a modest improvement in delay adjacent lanes, consider lengthening the of 6 seconds, but this was countered by a storage bay for southbound Johnson Road delay increase of 24 seconds for the opposing left-turning vehicles from its current length of northbound approach. 115 feet to 200 feet. To reduce overall delay during the AM peak hour, consider Recommendations incorporating a southbound Johnson Road lead interval for the AM peak period, roughly To accommodate the high volume of left turns between 6:00 AM and 10:00 AM. and the potential for their queue to block Table 8: Level of Analysis, Berlin-Cross Keys Road and Johnson Road Berlin-Cross Keys Road and Johnson Road Existing Short-Term Existing Geometry Existing Geometry Peak Hour Approach Leg Revised Timing: Revised Timing: Lead- Existing Timing: Optimized Signal Plan (70 Left for SB Johnson (50 (98 sec. CL) sec. CL) sec. CL) Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 13 B 16 B 12 B Cross Keys Rd (WB) 12 B 14 B 11 B Johnson Rd (NB) 26 C 16 B 22 C Johnson Rd (SB) 41 D 20 C 17 B Peak Hour AM Total Intersection 16 B 16 B 13 B Revised Timing: Revised Timing: Lead- Existing Timing: (94 sec. Optimized Signal Plan (75 Left for SB Johnson (60 CL) sec. CL) sec. CL) Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 17 B 15 B 13 B Cross Keys Rd (WB) 23 C 23 C 15 B Johnson Rd (NB) 39 D 27 C 63 E Johnson Rd (SB) 34 C 43 D 28 C Hour PM Peak Total Intersection 23 C 23 C 18 B Source: DVRPC, 2008 3 and 4. Berlin-Cross Keys Road and During the PM peak hour, the combined Atlantic City Expressway On- and Off- vehicular volume amongst the two Ramps intersections is 50 percent greater than the AM peak hour’s. Both off-ramps carry Existing Conditions noticeably larger volumes. For example, the Atlantic City Expressway southbound off-ramp The two Berlin-Cross Keys Road overpass experiences over 800 vehicles during this intersections have a shared timing plan. peak hour. During the AM peak hour, the largest turning volumes are of those vehicles destined for the Simulation reveals severe congestion at the Expressway northbound on-ramp, including southbound Atlantic City Expressway 160 eastbound left turns. Neither of the off- intersection, which experiences average ramps experience significant volumes. delay of 109 seconds and a LOS of F. The bulk of this is derived from the eastbound For the AM peak hour, the average delay for Berlin-Cross Keys Road approach that each of the two intersections is nine seconds, operates with an average delay of for an average LOS of A. approximately four minutes, which is a direct 72 NJ 42 Corridor Study result of the immediately downstream queue Average delay is reduced from 32 to nine of left-turning vehicles bound for the seconds. Furthermore, delays are reduced northbound Atlantic City Expressway on- along both Atlantic City Expressway off- ramp. These left-turning vehicles create a ramps. “bottleneck,” effectively leaving a single departure lane for eastbound vehicles at the Recommendations intersection. Although it represents a significant investment Alternative Scenarios in the roadway infrastructure at this location, it is recommended to analyze the feasibility of One alternative scenario was evaluated: the widening the overpass bridge from four to five widening of the Berlin-Cross Keys Road lanes in order to accommodate an exclusive overpass bridge from four to five lanes. The left-turn lane. two travel lanes in each direction would remain; however, there would be an Such a feasibility analysis should consider the additional left-turn lane that would serve the effects of various timing plans upon the north and southbound on-ramps. average left-turn queue length along the overpass bridge, as well as of those vehicles For the PM peak hour, when the worst delays along the Expressway off-ramps. occur, the aforementioned four minute delay for eastbound vehicles at the southbound Specifically, a relatively short cycle length will Expressway ramps intersection is reduced to reduce the likelihood for the left-turn queue to approximately 30 seconds and a LOS of C. spillover beyond its storage bay, and a This simulation result is plausible because the provision for exclusively accommodating left downstream queue of left-turning vehicles turns via signal “protection” may improve the that had precipitated the delay is now safety of the two intersections. removed from the through-travel lanes. The northbound Expressway ramp’s intersection also improves significantly. Table 9: Level of Analysis, Berlin-Cross Keys Road and Atlantic City Expressway, Eastbound Ramps Berlin-Cross Keys Road and Atlantic City Expressway Eastbound Ramps Existing Long-Term Revised Geometry: Existing Geometry Widen the Overpass Bridge to 5 Lanes Peak Hour Approach Leg Revised Timing: Existing Timing: (105 sec. Optimized Signal Plan (60 CL) sec. CL) Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 11 B 12 B Cross Keys Rd (WB) 3 A 3 A Hour AC Expy EB Off-Ramp (EB) 36 D 26 C AM Peak AM Total Intersection 9 A 9 A Revised Timing: Existing Timing: (105 sec. Optimized Signal Plan (90 CL) sec. CL) Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 273 F 28 C Cross Keys Rd (WB) 15 B 6 A Hour AC Expy EB Off-Ramp (EB) 59 E 45 D Peak PM Total Intersection 109 F 23 C Source: DVRPC, 2008 73 NJ 42 Corridor Study Table 10: Berlin-Cross Keys Road and Atlantic City Expressway, Westbound Ramps Berlin-Cross Keys Road and Atlantic City Expressway Westbound Ramps Existing Long-Term Revised Timing: Widen Peak Hour Approach Leg Existing Geometry the Overpass Bridge to 5 Lanes Revised Timing: Existing Timing: (105 sec. Optimized Signal Plan (60 CL) sec. CL) Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 5 A 3 A Cross Keys Rd (WB) 11 B 13 B AC Expy WB Off-Ramp (WB) 32 C 23 C AM Peak Hour Total Intersection 9 A 8 A Revised Timing: Existing Timing: (105 sec. Optimized Signal Plan (90 CL) sec. CL) Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 32 C 9 A Cross Keys Rd (WB) 29 C 28 C AC Expy WB Off-Ramp (WB) 27 C 19 B PM Peak Hour Total Intersection 30 C 18 B Source: DVRPC, 2008 5. Berlin-Cross Keys Road and Sicklerville traffic signal split phase. Compared to existing Road conditions, the first scenario produces modest improvement. For the AM peak hour, there Existing Conditions are significant delay reductions on Sicklerville Road, balanced by smaller delay increases The intersection is characterized by high on Berlin-Cross Keys Road. For the PM peak through volume on Berlin-Cross Keys Road hour, the improvement is slightly greater. and high left-turn movement volume on both roads. To accommodate these movements, There are significant delay reductions on all four approaches provide exclusive left-turn Sicklerville Road, but the performance of lanes with protected left-turn phasing. Berlin-Cross Keys Road stays the same. Nonetheless, the simulation indicates that the queue for through movements at the Under the second scenario, the three lanes of northbound Sicklerville Road approach northbound Sicklerville Road would be prevents entry to the exclusive left-turn lane reconfigured as two left-turn lanes and one for over 50 percent of the AM and PM peak shared through and right-turn lane. In hours. addition, through- and left-turn movements would have their own phases. This revision AM peak hour overall average delay is 24 to the timing plan could improve safety. seconds, for an LOS of C. PM peak hour However, this scenario actually increases overall average delay is 34 seconds, for an intersection delay significantly. LOS of C. However, the Sicklerville Road southbound and northbound approaches Recommendations experience 53 and 71 seconds of delay, for an LOS of D and E, respectively. From the analysis of the alternative scenarios, it is recommended to consider a split phase Alternative Scenarios for the intersection. The additional calculated delay may be offset with improved safety for Two alternative scenarios were considered: 1) the large volume of left-turning vehicles. It is optimizing the traffic signal, and 2) making the recommended to lengthen the left-turn 74 NJ 42 Corridor Study storage bays for both Sicklerville Road intersection, especially those that are approaches in order to mitigate the blockage immediately upstream of a departure lane, of adjacent travel lanes due to queue because conflicts with vehicles entering and spillover. exiting such points are not adequately provided for. It is also recommended to consider closing or retrofitting existing driveways proximal to the Table 11: Level of Analysis, Berlin-Cross Keys Road and Sicklerville Road Berlin-Cross Keys Road and Sicklerville Road Existing Short-Term Medium-Term Revised Geometry: New Timing with Existing Reassignment of Existing Geometry Geometry Sicklerville Approaches: 2 Peak Hour Approach Leg LT Lanes & 1 Th/RT Lane Revised Timing: Revised Timing: Existing Timing: Optimized Signal Plan (65 Optimized Signal Plan (70 (92 sec. CL) sec. CL) sec. CL) Cross Keys LT Type Prot+Perm Prot+perm Prot ONLY Sicklerville LT Type Prot+Perm Prot+perm Prot ONLY Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 15 B 17 B 23 C Cross Keys Rd (WB) 18 B 21 C 22 C Sicklerville Rd (NB) 47 D 34 C 52 D Sicklerville Rd (SB) 29 C 20 C 38 D AM Peak Hour Peak AM Total Intersection 24 C 22 C 30 C Revised Timing: Revised Timing: Existing Timing: Optimized Signal Plan (65 Optimized Signal Plan (80 (93 sec. CL) sec. CL) sec. CL) Cross Keys LT Type Prot+Perm Prot+perm Prot ONLY Sicklerville LT Type Prot+Perm Prot+perm Prot ONLY Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 19 B 18 B 33 C Cross Keys Rd (WB) 19 B 19 B 32 C Sicklerville Rd (NB) 71 E 56 E 65 E Sicklerville Rd (SB) 53 D 38 D 42 D Hour Peak PM Total Intersection 34 C 29 C 40 D Source: DVRPC, 2008 6. Berlin-Cross Keys Road and 40 seconds and LOS drops from C to D. Williamstown / Chews Landing Road Most of this delay is on Berlin-Cross Keys Road. Existing Conditions Alternative Scenarios For the AM peak hour, the overall intersection experiences approximately 20 seconds of The impact of optimizing signal timing was delay, for an overall LOS of C. These are analyzed. For the AM peak hour, the analysis acceptable conditions. However, in the PM reveals a modest overall delay reduction (six peak hour, the intersection carries 70 percent seconds) and corresponding improvement more volume than in the morning. This from LOS C to LOS B. The improvement on increase in volume is reflected by the Williamstown-Chews Landing Road is more increase in left-turning volume at all four dramatic (22 seconds). For the PM peak approaches. hour, overall delays decrease by seven seconds, with similar improvements to the As expected by such an increase in volume, individual approaches. delay and LOS calculations reflect a noticeable decline in performance. Overall intersection delay increases by 19 seconds to 75 NJ 42 Corridor Study Recommendations Based upon the alternative scenario analysis, it is recommended to consider a new timing plan that utilizes a shorter cycle length for both peak periods. In addition to the delay improvements, a shorter cycle length may reduce the likelihood of left- and right-turning vehicle queues spilling over into the adjacent through-movement lane. Table 12 : Level of Analysis, Berlin-Cross Keys Road and Williamstown Road/Chews Landing Road Berlin-Cross Keys Road and Williamstown Road/Chews Landing Road Existing Short-Term Existing Geometry Existing Geometry Peak Hour Approach Leg Revised Timing: Existing Timing: (108 Optimized Signal Plan (55 sec. CL) sec. CL) Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 11 B 11 B Cross Keys Rd (WB) 14 B 15 B Chews Landing Rd (NB) 46 D 21 C Williamstown-Erial Rd (SB) 36 D 18 B AM Peak Hour AM Total Intersection 21 C 15 B Revised Timing: Existing Timing: (109 sec. Optimized Signal Plan (80 CL) sec. CL) Delay (sec) LOS Delay (sec) LOS Cross Keys Rd (EB) 32 C 29 C Cross Keys Rd (WB) 41 D 33 C Chews Landing Rd (NB) 48 D 40 D Williamstown-Erial Rd (SB) 47 D 34 C PM Peak Hour PM Total Intersection 40 D 33 C Source: DVRPC, 2008 76 NJ 42 Corridor Study 8.6 Median Analysis form. Signalized intersections account for the majority of these median openings, with the NJ 42 and US 322 is divided by a 20- to 30- remaining serving unsignalized three-legged foot wide grass median along eight miles of intersections for single cross streets or the study corridor. It is occasionally driveways for multiple parcels. interrupted by openings to serve intersecting streets or driveways, or to provide a U-turn The “Close” category includes median opportunity. There are 54 such openings, for openings that may be removed without a corridor-wide average of eight openings per significantly affecting traffic patterns and mile. Overall, many of the median openings accessibility. All but one of the 19 median are either poorly spaced or geometrically openings in this category serves unsignalized deficient, thus creating unsafe conditions for single parcel driveways or exclusive U-turn drivers. As a result, this median analysis opportunities. Thus, the primary reason for seeks to identify those median openings that proposing the closure of an opening is its low are adequate and safe, as well as those that utilization or redundancy with other openings. require modification or should be closed to The “Improve” category includes median improve traffic safety and efficiency. openings that may be improved pending specific changes to that or other median The evaluation of the study corridor’s median openings. There are 11 median openings openings began with an inventory of all 54 within this category, most of which are openings, including documentation of each recommended for augmentation. Examples opening’s function, relative location, and of augmentation include the installation of physical dimensions. regulatory signage immediately visible at and upstream of the median opening, the The utility and adequacy of the median construction of a directional opening to openings were evaluated by using field prevent overlapping turning movements (see observations in combination with aerial Figures 6 and 7), and the provision for a photography of the adjacent properties. sufficient deceleration and storage left-turn Variables that were considered include the lane. The prerequisites for closure of a relationship between the purpose of an median opening typically include provisions opening and its geometric dimensions, the for adequate U-turn opportunities and proximity of an opening to another of a similar enhanced internal connections between function, and the opening’s likely number of parcels. users. Desirable variables included Due to the high speeds, volumes, and amount signalization of the median opening and the of activity along the corridor roadway, the presence of a deceleration and storage lane median analysis sought to minimize conflict for left-turning vehicles. Conversely, points, thus striving for a simpler and safer unsignalized median openings serving a four- roadway. All involved parties, such as leg intersection and thus exhibiting a larger NJDOT, the local municipalities, and local number of conflict points were considered property or business owners should be unsafe. As a result, the openings were consulted prior to the implementation of these divided into three categories: Retain, Close, recommendations. Median openings are and Improve. shown in Maps 14-17, color coded by category. Detailed descriptions of median The “Retain” category includes those median openings and related recommendations are openings that are both highly utilized and listed in Appendix C. adequately designed. There are 24 median openings of this category that are recommended for retention in their current 77 NJ 42 Corridor Study Figure 6: Directional Median Opening for 3-Leg Intersection Source: NCHRP Report 524 Figure 7: Directional Median Opening for 4-Leg Intersection Source: NCHRP Report 524 78 HURFF LN NJ168 CR 639 GANTTOWN RD NJ 42 BLACK NJ PIKE HORSE ATLANTIC CITY EXPWY (NB) ATLANTIC CITY EXPWY (SB) GARFIELD AVE GARFIELD AVE 6 WILLOW ST WILLOW SPRUCE ST MYRTLE AVE 1 CATAWBA AVE 7 MCKINLEY AVE MCKINLEY ST NJ 42 BLACK NJ PIKE HORSE JOHNSON RD WASHINGTON AVE ST POPLAR 8 MEETING HOUSE LN 9 SHOPPERS LN GEORGETOWN RD 10 2 STANFORD AVE CR 651 GREENTREE RD CR 655 FRIES MILL RD IRVIN AVE 3 11 WHITMAN DR DRBARCLAY 4 LEDDON LN CHATHAM RD Proposed Action: NJ 42 BLACK HORSE PIKE NJ 42 BLACK NJ PIKE HORSE Close Median Opening Improve Median Opening 12 Retain Median MADISON AVE Opening Panel Index Map 13 1 42 AXPWY T LE A N T IC C IT Y 0 200 4RD SUNSET 00 5 Feet DVRPC Aerial Imagery: Spring, 2005 Ca 2 Glo m CR 639 ucester C de n C Delaware Valley Regional o. Planning Commission GANTTOWN RD o. June 2008 Panel 1 of 7 Panel 2 of 7 Map 14 Median Openings with Recommended Actions (Panels 1 & 2) NJ 42 Corridor Study 80 V'> C ....,o .a: "'0 C1l "'0 C C1l E E o u &! .c...., $: V'> C'> .-C C c..C1l o c .-co "'0 C1l ~ o .' " NJ 42 Corridor Study 82 V'> C ....,o .a: "'0 C1l "'0 C C1l E E o u &! .c...., $: V'> C'> C C c..C1l o c CO "'0 C1l ~ ~ ~a o ~ c -=-~IlII:llE::IIl::IIIi:::ll:Z:::IIl.-E:J&'" NJ 42 Corridor Study 84 Proposed Action: Close Median O Openill] IlTlJrove Median Openill] Retain Median O Openill] AI" o -,= = DVRPC Ae.-iallrmgery: Spring, 2005 Del_ore V.llef Regi"".1 PI",nlng CommfSslon O June 2008 Map 17 Panel 7 of 7 Median Openings with Recommended Actions (Panel 7) NJ 42 Corridor Study 86 NJ 42 Corridor Study 8.7 Transit Analysis Route 315 Bus transit systems are challenged with Route 315 operates between Philadelphia providing a safe, efficient, reliable, and Cape May. This route serves NJ 42 for convenient, and affordable transportation the entire length of the corridor. Travel time alternative to the private automobile. These between the two end points, Philadelphia and challenges are not easily met, in part due to Cape May, is approximately three hours and direct competition with the private automobile. 15 minutes. In the eastbound direction, the Compounding the challenges in the study route completes three runs per day. The corridor is the suburban and strip westbound direction operates only twice per development that prevails there. To meet day. The schedule of the route is not rider needs, the bus network must be able to convenient for individuals commuting daily offer connections to locations inside and out from corridor locations to Philadelphia. of the corridor, connecting the places people Route 400 live, work, and seek services. For example, some individuals may need to access the Route 400 operates between Philadelphia major retail locations on NJ 42, while others and Sicklerville. This route, in the westbound may need to reach major employment centers direction, begins in Sicklerville, stops at the in Camden, Philadelphia, and Cherry Hill. Avandale Park-and-Ride, and travels south The benefits of an effective bus transit system on Thousand Oaks Drive/Sicklerville Road are numerous. Beyond providing a social (536 Spur), travels east for a short distance benefit to users and employers in the corridor, on NJ 42, west on Gloucester County 554- bus transit also can relieve roadway Main Street, and on the expressway portion of congestion, reduce air pollution, and provide NJ 42 for travel into Philadelphia. The service an alternative to single-occupant vehicles. operates approximately 23 hours per day with This chapter has two sections. The first one-hour headways. Travel time between section provides an overview of the current Sicklerville and Philadelphia is either one bus service in the corridor. The second hour, 20 minutes or one hour and 40 minutes, section analyzes Park-and-Ride opportunities depending on the particular run. The route in the corridor. has four AM to Philadelphia and four PM from Philadelphia express runs on weekdays. The express runs are 32 – 50 minutes between Philadelphia and Greentree Road. Bus Service Route 403 Bus Routes Route 403 begins/terminates at Berlin-Cross NJ Transit is the primary scheduled transit Keys Commons transfer location. The start of provider in this corridor. The following the route is in Philadelphia. This route offers descriptions discuss the service area of each 30-minute to one-hour headways depending route, headways, and terminal points. Bus on time of day. Travel time of the entire route routes are either bidirectional or circular. is approximately one and a half hours. Headways are synonymous with frequency, However, the bus stops at the Lindenwold referring to the spacing between vehicles on train station, where connections to the same route. The corridor bus routes are Philadelphia are available on the PATCO line summarized in Table 13. and NJ Transit’s Atlantic City Line, making possible a shorter commute. Travel time 87 NJ 42 Corridor Study between Cross Keys Commons and Travel time for the entire route length is Lindenwold is approximately 40 minutes. approximately 52 minutes, and 15 minutes between Avandale and Cross Keys Route 459 Commons. The route operates between 5:00 am and 11:00 pm. Route 459 operates between Winslow and Voorhees, with a stop at the Lindenwold Route 551 PATCO station. The route operates seven days per week, with 25-minute peak-hour, Route 551 operates between Philadelphia and one-hour off-peak headways. In the and Atlantic City, with limited stops. This bus study area, the route operates north of the stops at the Avandale Park-and-Ride, thereby Atlantic City Expressway. Travel time permitting express service to Camden and between study area locations and the Philadelphia via transfer from a local route at Lindenwold PATCO station is approximately the Park-and-Ride. The service operates 40 minutes. nearly 24 hours per day and offers between 30-minute and one-hour headways, Route 463 depending on the time of day. Time between the Avandale Park-and-Ride and Philadelphia Route 463 operates on weekdays between is 40-48 minutes. Avandale Park-and-Ride and Woodbury. Westbound, the route travels from the Park- and-Ride on Williamstown Road (536), Main Street (654), Tuckahoe Road to Cross Keys Commons, and then further west in Gloucester County. Table 13: Bus Route Summary Weekend Coverage End-to-End Headways Service Route From To Time* Peak Off peak Sat. Sun. Notes / POIs 315 Cape May Philadelphia 3:12 4:30 4:30 No No 400 Sicklerville Philadelphia 1:20 / 0:41E 0:20 1:00 Yes Yes Avandale P-n-R Turnersville PATCO 0:40 0:20 1:00 Lindenwold PATCO 403 PATCO Philadelphia 0:54 0:20 1:00 Yes Yes 459 Winslow PATCO 0:45 0:25 1:00 Avandale P-n-R PATCO Voorhees 0:17 0:25 1:00 Yes Yes Lindenwold PATCO 463 Winslow Woodbury 0:52 1:00 1:00 No No weekdays only 551 Atlantic City Philadelphia 1:30 0:30 1:00 Yes Yes all express E - Express, PATCO - Lindenwold Station Source: NJ Transit, 2008 * Times vary by run, approximations given 88 NJ 42 Corridor Study Transfer Locations Ridership Transfer locations serve an important function Ridership is an important measure of the in the bus system for individuals who must success of a bus route in meeting the use multiple bus routes to reach their demands of its users. NJ Transit ridership destinations. Transit authorities can minimize data shows that Route 400 is the most heavily passenger discomfort during transfer used route in the corridor. The next most scenarios by offering a sheltered environment heavily utilized routes are Routes 403 and and timely transfers. Within the corridor the 551, with the remainder having significantly following locations are considered to be lower ridership numbers. Table 14 lists transfer locations by NJ Transit: ridership by route. The data is also broken out by trip origins and destinations: internal ¾ Cross Keys Common Shopping trips begin and end in the study corridor; Center (Routes 400, 403, 463) internal/external trips begin or end in the ¾ Sicklerville Road and Main Street study corridor but the other trip end is outside intersection (Routes 400, 463) the study corridor; and external trips pass ¾ Avandale Park-and-Ride (Routes 400, through the study corridor. Figure 8 shows a 459, 463, 551) schematic of trip types. The Avandale Park-and-Ride offers Table 14: Bus Ridership approximately 330 parking spaces and Passengers (Average Weekday) connections with bus routes 400, 459, 463, Internal/ and 551. Route 551 offers express service to Route Internal External External Total Camden and Philadelphia from the park-and- 315 01064 75 ride location. It is located north of the Atlantic 400 231 162 2,364 2,757 City Expressway on Williamstown Road. The 403 19 107 1,649 1,775 bus boarding location includes several 459 72 93 357 523 shelters and posted bus schedules. Parking 463 68 81 50 198 at this location is free. 551 1711372 1,083 Source: NJ Transit, June 2007 Spatial Separation Study corridor residents are represented The study area is characterized by under internal and internal/external trips. commercial strip-style development on NJ 42 Therefore, the most popular route for study and suburban residential development corridor residents is the Route 551, which surrounding NJ 42. Employment centers are stops at Avandale Park-and-Ride. also concentrated along NJ 42, with the notable exception of Kennedy Memorial Hospital, which is located away from NJ 42. These development patterns contribute to the Future Growth challenges faced by the bus system in the DVRPC expects the study corridor to study corridor and they underline the experience significant growth between 2005 importance of park-and-ride facilities to attract and 2035. The projected growth presents transit commuters to NJ 42. The second half challenges for the bus service in the corridor. of this chapter presents an analysis of Rising fuel prices and personal acceptance of potential Park-and-Ride/rideshare sites. the negative environmental aspects of private 89 NJ 42 Corridor Study automobile usage will also contribute to Park-and-Ride Opportunities greater demand on the bus system in the future. NJ 42 Park-and-Ride Summary Figure 8 - Trip Types Twelve potential Park-and-Ride sites in the NJ 42 study corridor have been analyzed and ranked. The analysis includes factors such as vehicular access, existing bus service, security, and the improvements necessary to make the site functional. Those improvements could be on-site or involve the adjacent road network. See Map 18: Transit Network With Potential Park-and-Ride Sites. The primary criteria used to rank the sites are as follows: ¾ Traffic signal at site. ¾ Access to northbound NJ 42. ¾ Ability to intercept commuters ahead of traffic congestion. In addition, NJDOT usually seeks sites with a Recommendations minimum of 50 available spaces for Park-and- Funding sources that become available Ride lots. Sites with fewer than 50 available should be focused on improving service on spaces would only be used as rideshare lots. these routes in order to retain current ridership and attract new riders. Routes 400 The sites have been ranked in one of four and 403 operate on portions of the Black categories: High Priority, Medium Priority, Horse Pike, therefore improvements may Low Priority, and Unsatisfactory. There is a include: brief explanation of each ranking below. A detailed analysis follows the summary. ¾ Giving buses traffic signal priority to ensure bus schedule adherence ¾ Installing dedicated bus lanes along High Priority frequently congested portions of the roadway 1. Greentree Road & NJ 42 (The Dump) – ¾ Adding Park-and-Ride locations along Access from northbound NJ 42; large lot; low the Black Horse Pike to allow for occupancy; possible capacity constraints expanded commuting options for the exiting jughandle at Greentree Road. area’s residents ¾ Considering the rapid growth that is 2. Whitman Plaza – Neighborhood shopping projected for the corridor, potential center; somewhat run down, which could be exists to require developers to make a an opportunity; access from northbound NJ fair share contribution by funding bus 42; alternate access via Whitman Drive; pullouts, shelters, and amenities as a three NJ Transit bus routes; driveways and condition of approval of large internal circulation need improvement; poor development applications. signage. 90 NJ 42 Corridor Study 3. Cross Keys Commons and Campus – Low Priority Site of Wal-Mart Super Center, Marshalls, and other big box retail stores; located on 9. Ganttown Square – Access from southbound NJ 42; access from northbound northbound NJ 42; high occupancy; internal NJ 42 via traffic signal at Stagecoach Road; circulation only fair; narrow aisles and poor commuters intercepted ahead of traffic visibility. congestion; large lot; medium occupancy; Stagecoach Road & NJ 42 four NJ Transit bus routes; bus stops on 10. – Vacant Stagecoach Road would be safe for parcel next to Comcast behind auto pedestrians. dealerships; access from northbound NJ 42; long and circuitous walk to NJ 42; isolated. 4. United Artists Theater – Access from Berlin-Cross Keys Bypass and Stagecoach Road; commuters intercepted ahead of traffic Unsatisfactory congestion; large lot; low occupancy. 11. Fries Mill Road & NJ 42 – Driveway located near intersection could lead to vehicle conflicts; poor access from northbound NJ 42; Medium Priority three NJ Transit bus routes with no existing 5. Washington Plaza – Located on stop; dangerous for pedestrians; possible southbound NJ 42; access from northbound alternative access from Ganttown Road. NJ 42 via traffic signal; good internal 1861 N. Black Horse Pike circulation; vacant parcel adjacent to site; 12. – Currently three NJ Transit bus routes; also possible for under construction as a strip mall; no longer a direct bus access to shopping center. candidate. 6. Plaza 42 – Located on southbound NJ 42; access from northbound NJ 42 via jughandle at Greentree Road; alternative access from Greentree Road at rear driveway; large lot; medium occupancy; bus stops at Greentree Road. 7. Echo Plaza – Hurffville-Berlin-Cross Keys Road has high traffic volume; commuters intercepted ahead of traffic congestion; one NJ Transit bus route; access road located near intersection could lead to vehicle conflicts. 8. Library IV (restaurant) – Access from northbound NJ 42; low occupancy lot; one NJ Transit bus route; currently somewhat isolated, but new construction in adjacent lot could add traffic. 91 NJ 42 Corridor Study Detailed Park-and-Ride Analysis Proximity to Amenities: Friendly’s and Boston Market. This section of the report identifies locations in the NJ 42 study corridor that could be most Security: Large lot but appears to have good appropriate as a Park-and-Ride lot and/or a visibility and adequate lighting. rideshare lot. A sketch planning analysis is developed for the different conceptual Recommended Improvements: alternatives. See Map 18: Transit Network ¾ With Potential Park-and-ride Sites. Install right-turn lane and increase turning radius at midblock driveway. 1. Greentree Road and NJ 42 (The Dump) ¾ Construct sidewalk from midblock driveway to NJ Transit bus stop. This site is located on the Black Horse Pike (NJ 42) north of the intersection at Greentree Road. This site consists of The Dump, which 2. Whitman Plaza opens for business two days each week, Friendly’s, and Boston Market. The parking This site is located on the Black Horse Pike lot is underutilized. (NJ 42), south of the intersection with Whitman Drive. This site includes Wachovia Size of the Site: This lot is approximately Bank and Sakura Japanese Restaurant. The 15.1 acres in area. parking lot, which is situated between the Shell Service Station and fast food eateries Vehicular Access: This site can intercept that front NJ 42 and Whitman Plaza, appears commuters from south and west before the to be relatively underutilized. The Wachovia freeway is reached. Bank lot also has available spaces. Access from northbound NJ 42 is provided at Size of the Site: This lot is approximately the Greentree Road jughandle and at the 12.8 acres in area. main driveway, which is located midblock. Increased traffic volume could necessitate Vehicular Access: Access from northbound improvements at the jughandle. The main NJ 42 is good. However, the midblock driveway approach lacks an adequate driveway approach lacks an adequate shoulder and the turning radius is tight. There shoulder and the turning radius is tight. is no access to the site from southbound NJ Access from southbound NJ 42 via Whitman 42. Instead, vehicles must use the Whitman Drive jughandle is circuitous. The internal Drive jughandle located approximately one- circulation is rated “Fair” due to irregular site half mile south. layout and poor signage. Bus Routes: The area is served by three bus Bus Routes: The area is served by three bus routes. NJ Transit buses 315, 400, and 403 routes. NJ Transit buses 315, 400, and 403 have outbound destinations in Camden and have outbound destinations in Camden and Philadelphia. There are inbound and Philadelphia. There are inbound and outbound bus stops one block from the site at outbound bus stops one block from the site at Greentree Road. Whitman Drive. Number of Existing Parking Spaces: The Number of Existing Parking Spaces: The site has 800 parking spaces. Occupancy is site has 125 parking spaces. Occupancy is low throughout the day. low. 92 Map 18 Transit Network with Potential Park-and-Ride Sites ~~\!~ "" GLOUCESTER , +s {Y"' III ,0' Df' ~ II ~D+' '11 II 10 ~~ •...,l '",,\,- 10 OO~ I G\'-OY o(J.,l:J'1 III DR ,~<) III / 'b WASHINGTON ++';0+' % ." +',':; WINSLOW '1, Avandale M Park & Ride ~ II '~ .. 4C 459 463 551 ':Q s 'If Yc ,'0° •Qe .. """ C, ~' ~~ " 0+'00'0' ~, 0'"OW ~~S "D "'D ~ ~'~-- k"C><-"'~- 655 KEY5 PD 11 ~ -">«- ~ "* c)o~ S+ +4 ~ QAsss~o co ______~ on NEW i3R K1-YN I--p-o-t-e-nt-,-a-IP-a-r-k---a"'nd---R-'-d-e-S-It-e-s:---'I ..i "-~ r ~ a Greentree Road & NJ 42 (Ttl'! Dump) ",' ,. Whitman Plaza 'ts':0ti" • Cross Keys Commons & Campus +s II United Artists Theater II Washirq.on Plaza II Plaza 42 MONROE II Echo Plaza .. Libmry IV (restammt) II Gantbwn Square 1m Stagecooch Rooo & NJ 42 ___/ GORKEflY LN -""1,----1 ------..___ " II Fties Mill Road & NJ 42 ~ .1361 N. Black Horse Pike ... • NJ Transit Bus Routes: ...... "~' _ 315 (Cape May - Wildv;oo:l - PhilarRIphia) ... N _ 400 (Sicklerville - Philarelphia) ...... "D A _ 403 (Turnersville - Philooelphia) ...... o 0.25 0,5 _ 459 (Ecrelon Mall - Winslow Township) ...... \ Miles _ 463 (Woodbury - Avardale Park& Rire) ...... 0,1,.", V,II.yR.gion,1 _ 551 (Atlantic City - Philadelphia) PI,mlng CorrrnlSSlon FRANKLIN ... 0 Jc",2008 ...... NJ 42 Corridor Study Proximity to Amenities: Wendy’s, Taco Bell, Number of Existing Parking Spaces: The Wachovia Bank. site has 1,250 spaces, with moderate occupancy. Security: Buildings screen off the lot somewhat, but visibility is fair; lighting Proximity to Amenities: McDonalds, bank. appears to be adequate. Security: This is a large lot, but it appears to Recommended Improvements: have good visibility and adequate lighting. Wal-Mart draws traffic day and night. ¾ Install right-turn lane and increase turning radius at midblock driveway. Recommended Improvements: ¾ Add wayfinding signage and pavement markings. ¾ Construct sidewalk from parking lot to ¾ Construct sidewalk from midblock NJ 42. driveway to NJ Transit bus stop. ¾ Construct one ADA curb ramp on SE ¾ Construct ADA curb ramps (refuge corner. area) in median on east side of ¾ Construct two ADA curb ramps on NE Whitman Drive intersection corner. ¾ Construct ADA curb ramps (refuge area) in median on north side of the 3. Cross Keys Commons and Campus intersection. ¾ Install Pedestrian Crossing warning This site is located on the Black Horse Pike signs at all approaches. (NJ 42) at the intersection with Tuckahoe ¾ Paint Pedestrian warning symbol in Road. This site is anchored by the Wal-Mart right-turn auxiliary lane along Route 42 Super Center, Marshalls, Party City, and other SB big box retailers. The upper parking lot adjacent to McDonalds and Fuddruckers 4. United Artists Theater appears to be relatively underutilized. However, the site is somewhat south of the This site is located on Cross Keys Bypass major commuter shed in the area. east of the intersection with Tuckahoe Road. This site consists of the United Artists Size of the Site: This lot is approximately Theater. The parking lot is underutilized. 66.7 acres in area. Size of the Site: This lot is approximately Vehicular Access: The site is west of NJ 42, 17.8 acres in area. forcing northbound commuters to leave the Black Horse Pike to reach the site. However, Vehicular Access: The site can intercept the site can be accessed via NJ 42 or commuters from the south and west before Tuckahoe Road in both directions. the freeway is reached. Bus Routes: The area is served by four bus Access from northbound Cross Key Bypass is routes. NJ Transit buses 315, 400, and 403 done via Tuckahoe Road. have outbound destinations in Camden and Philadelphia. The NJ Transit 463 bus Bus Routes: The area is served by two bus operates between Woodbury and the routes. NJ Transit bus 400 has outbound Avandale Park-and-Ride lot. There are destinations in Camden and Philadelphia. NJ inbound and outbound bus stops adjacent to Transit bus 463 operates between Woodbury the site. and the Avandale Park-and-Ride lot. There 94 NJ 42 Corridor Study are inbound and outbound bus stops one Proximity to Amenities: TGI Fridays. block from the site at Tuckahoe Road. Security: The lot appears to have adequate Number of Existing Parking Spaces: The lighting. LA Fitness draws traffic day and site has 750 parking spaces, with low night. occupancy. Recommended Improvements: Proximity to Amenities: None ¾ Construct sidewalk from parking lot to Security: This is a large lot, but it appears to traffic signal at the Black Horse Pike have adequate lighting. It is also somewhat parallel to driveway; extend sidewalk isolated, with minimal foot traffic. from traffic signal to bus stops on the Black Horse Pike. Recommended Improvements: ¾ Install crosswalk across NJ 42 on south side of intersection. None ¾ Install crosswalk across driveway. ¾ Install push button activation system 5. Washington Plaza and pedestrian signal heads. This site is located on the Black Horse Pike 6. Plaza 42 (NJ 42) south of the Atlantic City Expressway interchange. This site is anchored by This site is located on the Black Horse Pike Burlington Coat Factory and LA Fitness. The (NJ 42) north of the intersection with lower parking lot adjacent to Burlington Coat Greentree Road. This site is anchored by Factory appears to be relatively underutilized. Kohl’s Department Store. The upper parking There is a vacant parcel north of the site. lot adjacent to the Ashley Furniture Home Store appears to be relatively underutilized. Size of the Site: This lot is approximately 20.1 acres in area. Size of the Site: This lot is approximately 20.9 acres in area. Vehicular Access: This site is west of NJ 42, which forces northbound commuters to leave Vehicular Access: This site can intercept the Black Horse Pike to reach the site. A commuters from the south and west before traffic signal provides access to the site from the freeway is reached. northbound NJ 42. There are two other driveways. One is “exit only,” but neither Access from northbound NJ 42 is problematic. provides access to northbound NJ 42. It requires the use of the jughandle at Greentree Road and the back entrance of the Bus Routes: The area is served by three bus shopping center further down Greentree routes. NJ Transit buses 315, 400, and 403 Road. Two unsignalized driveways provide have outbound destinations in Camden and access to southbound NJ 42. Philadelphia. There are inbound and Bus Routes: outbound bus stops adjacent to the site. The area is served by three bus routes. NJ Transit buses 315, 400, and 403 Number of Existing Parking Spaces: The have outbound destinations in Camden and site has 375 parking spaces, with moderate Philadelphia. There are inbound and occupancy. outbound bus stops one block from the site at Greentree Road. 95 NJ 42 Corridor Study Number of Existing Parking Spaces: The Number of Existing Parking Spaces: The site has 600 parking spaces, with a low site has 275 spaces, with low occupancy. occupancy rate. Proximity to Amenities: Bank, dry cleaners, Proximity to Amenities: McDonalds, Dunkin day care center. Donuts, dry cleaners. Security: This midsize lot appears to have Security: Large lot but appears to have good good visibility and adequate lighting, although visibility and adequate lighting. it is somewhat isolated. Recommended Improvements: Recommended Improvements: ¾ Construct sidewalk from Dunkin ¾ Install stop signs at the intersection of Donuts to NJ Transit bus stop on Hurffville-Cross Keys driveways and southbound NJ 42. the parking lot. ¾ Install bus shelter on northbound side of NJ 42. 8. Library IV (Restaurant) 7. Echo Plaza This site is located on the Black Horse Pike (NJ 42) north of the intersection with Lake This site is located on Hurffville-Berlin-Cross Avenue. Library IV Steak and Seafood Keys Road north of the intersection with Fries restaurant is the only business on the site. Mill Road. This site includes Active Fitness This parking lot appears to be relatively Gym and Cardio Zone. This parking lot underutilized. There are vacant parcels north appears to be relatively underutilized. More and west of the site. Despite its promise, importantly, the driveway on Fries Mill Road poor southbound NJ 42 access would have to could have a fatal flaw. be overcome. Size of the Site: This lot is approximately Size of the Site: This lot is approximately 1.6 18.3 acres in area. acres in area. Vehicular Access: This site can intercept Vehicular Access: The site can intercept commuters from the west before they reach commuters from the south before they reach the Black Horse Pike. Access on Fries Mill traffic congestion on the Black Horse Pike. Road via the driveway is located 200 feet There is no designated right-turn lane at south of intersection. It has the potential for driveway. vehicular conflicts at the driveway, which is also at an acute angle with the roadway, Access from southbound NJ 42 is done via which thus reduces the line of sight. Two the U-turn at Lake Road. Access from the other driveways are on Hurffville-Cross Keys site to southbound NJ 42 is one-half mile Road, but both lack a designated left-turn north at Grandview Avenue, which is an lane. unsignalized intersection. There is no designated left-turn lane at Grandview Bus Routes: The area is served by one bus Avenue. route. The 463 bus operates between Woodbury and the Avandale Park-and-Ride Bus Routes: The area is served by one bus lot. There are inbound and outbound bus route. NJ Transit bus 315 has outbound stops adjacent to the site at Fries Mill Road. destinations in Camden and Philadelphia. 96 NJ 42 Corridor Study There are inbound and outbound bus stops potential conflicts with Commerce Bank traffic. one block from the site at Lake Road. Bus Routes: The area is served by three bus Number of Existing Parking Spaces: The routes. NJ Transit buses 315, 400, and 403 site has 140 spaces, with low occupancy. have outbound destinations in Camden and Philadelphia. There are inbound and Proximity to Amenities: None. outbound bus stops adjacent to the site at Ganttown Road. Security: This midsize lot appears to have good visibility, but minimal lighting. It is also Number of Existing Parking Spaces: The currently somewhat isolated, but new site has 250 parking spaces, with high construction in an adjacent lot could add occupancy. traffic. Proximity to Amenities: Commerce Bank Recommended Improvements: Security: This is a compact lot that appears ¾ Construct a right-turn lane on to have adequate lighting. northbound NJ 42 at Library IV’s driveway. Recommended Improvements: ¾ Construct a left-turn lane on southbound NJ 42 at Grandview ¾ Paint direction markers on parking lot Avenue. pavement to improve internal ¾ Consider an access road between the circulation. site and Lake Road. ¾ Construct sidewalk from Ganttown Road to NJ Transit bus stop on northbound NJ 42. 9. Ganttown Square ¾ Install bus shelter on southbound NJ 42. This site is located on the Black Horse Pike (NJ 42) at the intersection with Greentree Road. This site includes Commerce Bank, 10. Stage Coach Road and NJ 42 Forman Mills Clothing Store, Blockbuster Video, and the NJ Department of Motor This site is located on the Black Horse Pike Vehicles (NJ DMV). The parking lot appears (NJ 42) south of the intersection with Stage to be well utilized, except at the north and Coach Road. This site consists primarily of south ends, which are empty. Since there is auto dealerships and a large Comcast facility. likely to be fewer than 50 available spaces, An undeveloped parcel adjacent to Comcast this site can only potentially become a is available. This site is also somewhat south rideshare lot. of the major commuter shed in the area. Size of the Site: This lot is approximately Size of the Site: This lot is approximately 12.4 acres in area. 50.5 acres in area. Vehicular Access: This site can intercept Vehicular Access: This site can intercept commuters from the south and west before commuters from the south and west before the freeway is reached. The driveway is the freeway is reached. served by the Ganttown Road traffic signal, providing good access from northbound and Access from northbound NJ 42 provided via southbound NJ 42. Internal circulation is Please Boulevard. There is access from rated fair due to narrow parking lot aisles and southbound NJ 42 at the traffic signal. The 97 NJ 42 Corridor Study second driveway, located on Stage Coach Philadelphia. There are inbound and Road, is poorly marked. outbound bus stops adjacent to the site. Bus Routes: The area is served by four bus Number of Existing Parking Spaces: None. routes. NJ Transit buses 315, 400, and 403 have outbound destinations in Camden and Proximity to Amenities: None. Philadelphia. The 463 bus operates between Security: Woodbury and the Avandale Park-and-Ride The site abuts residences; lot. There are inbound and outbound bus otherwise, it is isolated. stops one block from the site at Stage Coach Recommended Improvements: Road. However, the walk to the bus stop is long and out of the way. ¾ Install crosswalk across Route 42 on the south side of the intersection (NJT Number of Existing Parking Spaces: None. stops on both sides). ¾ Proximity to Amenities: None. Extend sidewalk from Midas along Route 42 SB to bus stop. Security: The lot is isolated, without foot ¾ Construct four ADA curb ramps on traffic both sides of Route 42 and through the median at crosswalk. Recommended Improvements: None ¾ Install crosswalk across Fries Mill Road approach with push button activation system and pedestrian 11. Fries Mill Road and NJ 42 signal heads. ¾ Install Pedestrian Crossing signs at This site is located on the Black Horse Pike crosswalk. (NJ 42) at the intersection with Fries Mill Road. This site consists of three contiguous 12. 1861 N. Black Horse Pike undeveloped parcels adjacent to Midas. This site is located on the Black Horse Pike Size of the Site: This lot is approximately 4.4 (NJ 42) south of the intersection with Berlin- acres in area. Cross Keys Road. It is currently under Vehicular Access: The site can intercept construction as a strip mall and is therefore commuters from the west before they reach no longer a candidate. the Black Horse Pike. However, the site is west of NJ 42, forcing northbound commuters to leave the Black Horse Pike to reach the site. Furthermore, there appears to be no 8.8 Bicycle Analysis convenient access from northbound NJ 42; According to the New Jersey Statewide left-turn and U-turn movements are prohibited Bicycle and Pedestrian Master Plan, an at the next intersection to north Johnson extensive and integrated bicycling and Road. Access from southbound NJ 42 could walking infrastructure is essential in providing cause conflicts with through traffic unless the nonmotorized connections between Fries Mill Road approach becomes widened. residential areas and schools, parks, businesses, downtown and transit stations. Bus Routes: The area is served by two bus One way of promoting bicycle use is to routes. NJ Transit buses 315 and 400 have provide an interconnected network of clearly outbound destinations in Camden and designated bicycle routes. These routes can provide a viable alternative to the use of the 98 NJ 42 Corridor Study automobile for local travel. However, most been identified for the study area. See Map study area arterial and collector roads were 19: Proposed Bicycle Improvements. not designed with bicycles in mind and must be retrofitted to accommodate them. 1. Corkery Lane NJ 42 Bicycle Improvements The section of Corkery Lane to be improved is bounded by Whitehall Road to the east and There are several strategies that can improve Sherwood Road to the west. Traffic volume roadway compatibility conditions for bicycle on this section ranges from 3,900 to 5,500 travel and increase overall bicycle safety: Annual Average Daily Traffic (AADT). The improvement of Corkery Lane would both ¾ Streets with wider shoulders can be extend and provide greater access to the repainted to create bicycle lanes (at existing Monroe Township Bicycle Path. The least five feet in width in each connection between Corkery Lane and the direction) and still allow room for a Monroe Township Bicycle Path would be shoulder or buffer between the road made via Ames Road. and sidewalk. Where appropriate, right-of-way for a bicycle lane can also Once the connection is established, residents be carved from the buffer between the of Forest Hills, Stone Forest, Oxford Glen, sidewalk and the curb. and Mimosa Ridge will enjoy access to the path. In the other direction, Whitehall Road ¾ In some cases, general-purpose travel would join Corkery Lane and Sunset Avenue. lanes can be narrowed to 11 or 12 feet As a result, the reach of the Monroe to accommodate the added bicycle Township Bicycle Path would effectively be lanes. The narrowed lanes will reduce extended to the Timber Lakes/Victory Lakes vehicle speeds, which can increase amenities. safety and raise awareness of a bicycle rider’s presence. On certain Another possibility is to use the Black Horse segments of Hurffville-Cross Keys Pike (Route 322) to travel between Corkery Road, a reduction in lane width could Lane and Whitehall Road. Although it is a provide the required space for a more direct route, traffic volume and traffic bicycle lane. speeds are significantly higher than on Corkery Lane. Furthermore, future ¾ Secure and convenient bicycle parking development on the roadside is likely to facilities can be built to better intensify activity there, increasing vehicle- accommodate those who use bicycles bicycle conflicts and making the area even for commuting or recreational less hospitable for bicyclists. purposes. Bicycle racks are freestanding structures that provide a Finally, the existence of large tracts of secure location for bicycles. A single undeveloped land south of Corkery Lane rack can generally provide storage for suggests a third possibility: designation of a several bicycles. These areas should new right-of-way for an off-road trail. The trail be well lighted and in full view from the would extend from Sykesville Road south and surrounding area. then follow a second alignment east across Blue Bell Road before terminating at the intersection of West Malaga Road and Sunset Proposed Bicycle Routes Avenue. The following proposed on-street routes have 99 NJ 42 Corridor Study 2. Hurffville-Cross Keys Road which is largely undeveloped between Johnson Road and NJ 42. The roadway has Improvement of Hurffville-Cross Keys Road a shoulder along much of its length and would result in a bicycle facility with both setbacks are generally large. It would also utilitarian and recreational features. The cross the retail corridor on Berlin-Cross Keys section of Hurffville-Cross Keys Road to be Road (Route 689). improved would begin at Tuckahoe Road just inside Monroe Township. It would end at Besides retail and commercial attractions, NJ Davis Way at Washington Lake Park in 42 also has several New Jersey Transit bus Washington Township. South of Egg Harbor routes. For example, the intersection of NJ Road, right-of-way is available for 42 and Stage Coach Road is served by New construction of a bicycle facility, as the Jersey Transit routes 315, 400, 403, and 463. adjacent land is undeveloped or setbacks are The Route 315 bus is a long-distance route large. North of Egg Harbor Road, it would be that travels between Cape May and necessary to retrofit some areas of the Philadelphia. The Route 400 and Route 403 roadway. travel between Sicklerville and Philadelphia and Turnersville and Philadelphia, Bicycle improvements would provide access respectively. The Route 463 bus travels to the retail center at Cross Keys Bypass, between Woodbury and the Avandale Park- Echo Plaza, and Washington Lake Park. In and-Ride lot. The main benefit of the addition, connections to two New Jersey Johnson Road/Herbert Boulevard bicycle Transit routes would be enhanced. The facility may be to connect adjacent residential Route 463 bus travels between Woodbury neighborhoods on the route. and the Avandale Park-and-Ride. It would intersect the bicycle facility north of Fries Mill 4. Hurffville Road/Greentree Road Road and at Tuckahoe Road. The Route 400 bus travels between Sicklerville, Camden, Hurffville Road would be improved between and Philadelphia. It would intersect the Hurffville-Grenloch Road and Greentree bicycle facility at Tuckahoe Road. The Road, creating an approximately 1.5 mile Hurffville-Cross Keys Road bicycle facility east-west bicycle facility. Improvements to would increase the ridership of these transit Greentree Road would further increase routes. bicycle mobility. The improvements to Greentree Road would occur in two stages. 3. Johnson Road/Herbert Boulevard First, an approximately 600-foot segment would connect Hurffville Road and Bells Lake The sections of Johnson Road and Herbert Road. Bells Lake Road would also be Boulevard to be improved traverse a distance improved as far as Hurffville-Cross Keys of approximately five miles. They run parallel Road. Later, an approximately three-quarter- to the Black Horse Pike (NJ 42) before mile segment would extend the bicycle facility intersecting it at both ends. Johnson Road on Greentree Road to the Black Horse Pike intersects NJ 42 north of Fries Mill Road. (NJ 42). Hurffville Road would provide safe Herbert Boulevard offers access to NJ 42 via east-west bicycle travel in an area where the a short segment of Lake Avenue north of the parallel arterial roadways are dangerous. 536 Spur. Traffic volume on Johnson Road is Extension of the bicycle facility on Greentree approximately 7,300 AADT. Road would permit access to shopping on NJ 42. The cooperation of the privately-owned The bicycle facility would allow bicycle traffic shopping centers would be necessary to to bypass NJ 42 or to access it via several provide for the installation of bicycle intermediate connecting roads. The most amenities. promising connection is Stage Coach Road, 100 , : f\h / OD .. ¢' :A9'0° '* ... D V," ... /<),,1: - I \." D' ~ ~D .'~+ .",. " , ,0 : ,l ,i' " ~ / J ,0 ) l : ... ~ " ~ ~ ~ \~ / ~.:ASSSORO ... DD' ~ir -= RD 16' /f4' ~7 ... 322; " • ...... : YN ... , rlf-W SROOKl- " ft ,, 1 h , ~+-- Ii , : '5// o ... ~#' .. '--- , > PD \ ------, ~ ~ IELK \ MONROE ~ \ o CORKERY LN .. \ " I- \ A \ ,0 , ~I i '<:" \ : 0'{'i&~ , ' ~I \ Clayton / ~ ,\ : , ~\ '1 , , "'-+-- - ... , D \~, ... ~, , • • .:. ... E i \ : c' \ l '~'i j Proposed Bicycle Improvements: -' ' '-~-~~----JJ/§ - Monroe Township Multi-Use Trail - Corkery Lane Proposed Improverrents -- Corkery Lane Alternative - Hurffville - Cross Keys Rooo Proposed Improvements , FRANKLIN j' , Hurffville Road Proposed Improverrents ,, - .bhnson RoadlHerbert Boulevard Proposed Improverrents , Protected Lands (includes parks): : N _ Feoo-al _ Muricipal A _ LandTrustiPrivate Protected Still' o 05 _ County _ Preserved Fannlard '- Miles Sol.fco: PW:'etod Lif1ct 2007 - DVRPC \ o.i,.,,"V,ii,yRogioml ~~i. R,n,,"] CernmSSIO" : "too ~ -"n,2008 NJ 42 Corridor Study 102 NJ 42 Corridor Study 8.9 Pedestrian Analysis pedestrian infrastructure should be added consistent with the principles listed under The spatial separation of residential and “Area Wide Improvements” below. commercial/retail uses in the study corridor limits walking trips. As a result, the pedestrian analysis focused on two major NJ 42 Pedestrian Improvements roads with significant commercial and residential traffic: the Black Horse Pike and There are several strategies that can create a Berlin – Cross Keys Road. On the Black safer pedestrian environment and promote Horse Pike, which is served by several NJ walking as a mode of transportation: Transit bus routes, the main issue is access to transit. On Berlin – Cross Keys Road, ¾ Require retail owners to provide and commercial/retail development is clustered at maintain sidewalks in front of their major intersections and residential stores. The Federal Highway neighborhoods are interspersed between Administration (FHWA) and the them. This pattern of land uses, which Institute of Transportation Engineers contrasts with the rest of the study corridor, (ITE) recommend sidewalks of at least creates opportunities for walking. five feet in width, although they should be wider near schools, transit stops, The recommendations for Berlin – Cross Keys and downtown areas. Road include construction of new sidewalks ¾ Sidewalks should exist on both sides as well as intersection improvements such as of the street, extend continuously, and crosswalks and pedestrian signal heads. It be accessible to those in wheelchairs. should be noted that much of the sidewalk If the sidewalk ends and continues on network has been identified by municipal the other side of the street, a officials and will be constructed by developers crosswalk should be provided for safe as part of their “fair share” for adjacent access. development projects. This pedestrian ¾ Along with sidewalks, buffers of four to analysis identifies missing elements of the six feet in width are necessary pedestrian network. Map 20: Proposed between the sidewalk and road Pedestrian Improvements, Berlin – Cross shoulder. Bike lanes or areas of Keys Road shows existing sidewalks, parked cars act as buffer zones as sidewalks proposed by the municipality, and well. sidewalks proposed by DVRPC. Intersection ¾ Widen existing sidewalks, buffers, and improvements are shown as insets on the shoulders to provide adequate space map. for pedestrians to pass one another while ensuring a sense of distance NJDOT had completed a survey of pedestrian from the dangers of vehicle traffic. infrastructure on the section of Black Horse This will also constrain the roadway to Pike north of Berlin – Cross Keys Road for its slow traffic speeds. Route 42 Concept Development Report ¾ Plant trees along buffers and integrate (August 2005). Their recommendations have street furniture (such as benches) into been incorporated in this study and are listed the more traveled retail areas in order under “Detailed Improvements” below. The to draw pedestrians and introduce a section of Black Horse Pike south of Berlin – sense of community among the Cross Keys Road currently lacks significant various distinct developments. pedestrian traffic. There is no critical mass of ¾ Integrate raised medians and development to generate pedestrian trips. It gateways that will lend to the is recommended that as development occurs, community feel. 103 NJ 42 Corridor Study ¾ Adequate street lighting not only ¾ Construct sidewalk along Route 689 creates a sense of security among WB from AC Expressway to Guzzo shoppers, but also adds to the Retail (under construction). aesthetics of an area. Fixtures should be designed to illuminate both ¾ Install crosswalks across all four roadways and sidewalks and should approaches. provide a consistent level of lighting. Mercury vapor, incandescent, or less expensive high-pressure sodium 3. Berlin-Cross Keys Road (Route 689) at lighting is preferable at the pedestrian Sicklerville Road level. ¾ ¾ Introduce pedestrian signals with Construct sidewalk from NJT bus stop features like electronic countdowns on Sicklerville Road SB to intersection. ¾ and scramble periods. Both the Construct sidewalk from NJT bus stop countdown, which shows the walker on Sicklerville Road NB to how much time he has left to cross, intersection. ¾ and the scramble period, which allows Construct sidewalk along Route 689 a separate phase in which vehicles EB from AC Expressway to Cross are stopped and pedestrians can Keys Medical Dental Center. ¾ travel freely through the intersection, Construct sidewalk along Route 689 provide pedestrians with safer EB from McDonalds to Winslow Plaza. ¾ crossing alternatives on busier roads. Construct sidewalk along Sicklerville Road SB from Route 689 to park entrance. Proposed Detailed Improvements Map 20: Proposed Pedestrian Improvements, 4. Berlin-Cross Keys Road (Route 689) at Berlin – Cross Keys Road (CR 689) shows Chews Landing Road improvements for Berlin – Cross Keys Road. ¾ Install push button activation system 1. Berlin-Cross Keys Road (Route 689) at and pedestrian signal heads. NJ 42 ¾ Install ADA curb ramps on SE and SW corners. ¾ Construct sidewalk along Route 689 ¾ Install crosswalk across Acme WB from NJ 42 to Home Depot Drive. driveway. ¾ Construct sidewalk from NJT bus ¾ Construct sidewalk along Route 689 shelter on NJ 42 SB to intersection. WB from Sicklerville Road to ¾ Construct sidewalk from NJT bus Commerce Bank. shelter on NJ 42 NB to intersection. ¾ Construct sidewalk along Route 689 ¾ Construct sidewalk along Route 689 WB from STS Tire and Auto Center to WB from Waynes Borough Way to Hollywood Tan. Commerce Bank. ¾ Construct sidewalk along Route 689 EB from Winslow Animal Hospital to Chews Landing Road. 2. Berlin-Cross Keys Road (Route 689) at ¾ Construct sidewalk along Route 689 Johnson Road EB from Chews Landing Road to Orlando Drive. ¾ Construct sidewalk along Route 689 WB from county line to Waynes Borough Way. 104 NJ 42 Corridor Study 5. Berlin-Cross Keys Road (Route 689) at 9. Route 42 at Fries Mill Road Independence Boulevard ¾ Install crosswalk across Route 42 on ¾ Install crosswalk across Route 689 on the south side of the intersection (NJ west side of the intersection. Transit stops on both sides). ¾ Install push button activation system ¾ Extend sidewalk from Midas along and pedestrian signal heads. Route 42 SB to bus stop. ¾ Install ADA curb ramps. ¾ Construct four ADA curb ramps on ¾ Construct sidewalk along Route 689 both sides of Route 42 and through EB from Orlando Drive to greenway the median at crosswalk. path. ¾ Install crosswalk across Fries Mill Road approach. ¾ Install push button activation system 6. Berlin-Cross Keys Road (Route 689) at and pedestrian signal heads. Erial Road ¾ Install Pedestrian Crossing signs at crosswalk. ¾ Construct sidewalk along Erial Road NB from Duchess Drive to intersection. 10. Route 42 at Johnson Road ¾ Pave greenway path. ¾ Construct sidewalk along Erial Road ¾ Construct sidewalk along Route 42 SB SB from greenway path to Prospect from Johnson Road to Midas. Road. ¾ Construct ADA curb ramps (refuge ¾ Install crosswalks across Erial Road area) in median on the south side of and across Route 689 on east side of the intersection. the intersection. ¾ Construct ADA curb ramp on SW corner. ¾ Clean up sidewalk along Route 42 NB 7. Route 42 at Tuckahoe Road/Stagecoach from Johnson Road (minor slope Road failure). ¾ Install Pedestrian crossing signs at ¾ Construct one ADA curb ramp on SE existing crosswalk. corner. ¾ Construct two ADA curb ramps on NE corner. 11. Route 42 at Ganttown Road ¾ Construct ADA curb ramps (refuge area) in median on north side of the ¾ Install crosswalks across Route 42 at intersection. the southern end of the intersection ¾ Install Pedestrian Crossing warning and across the Shopping Center signs at all approaches. entrance. ¾ Paint Pedestrian warning symbol in ¾ Construct ADA curb ramps at the NE right-turn auxiliary lane along Route 42 and SE corners of the intersection. SB. ¾ Construct sidewalk along Route 42 NB from Ganttown Road to Firestone driveway. 8. Route 42 at Watson Drive ¾ Construct sidewalk along Route 42 SB from the Auto Parts store to the NJ Transit stop past the Target entrance. 105 NJ 42 Corridor Study 12. Route 42 at Whitman Drive ¾ Construct ADA curb ramps (refuge area) through the Route 42 median on both the northern and southern side of the intersection. ¾ Construct ADA curb ramps on all corners of the intersection, including through the median strip on Whitman Drive ¾ Install countdown pedestrian signal heads and push button activation. ¾ Install pedestrian crossing signs at crosswalks. ¾ Construct sidewalk from NJ Transit bus shelter on Route 42 SB to intersection. ¾ Construct sidewalk from NJ Transit bus shelter on Route 42 NB back to the Dunkin Donuts. 13. Route 42 at Washington Plaza/NJ Transit Depot ¾ Construct ADA curb ramps at both ends of the crosswalk across Route 42 (southern side of intersection). ¾ Construct sidewalk from southeast corner to NJ Transit bus shelter along Route 42 NB. ¾ Install pedestrian crossing warning sign labeled “Next 1 Mile” at Route 42 SB approach. 106 I " \\ / II _ Existi,," Sid,.,I' Map 20 _ Propas,dSidow,i«Mu"cip,i) 1,000 2,000 •• Propas,dSidow,I«DVRPCj Proposed Pedestrian Improvements ,., rn InslOllfR'-strip. Crossw,1k Berlin - Cross Keys Rd. (CR 689) D"'C(A.';"II~in 1"""_Spri",llII5 ~ Imull P,d'stri,n Sign,1 H..d • Construct ADA Cl.fb R,mp GLOUCESTER . ~689 BERLIN - CROSS KEYS RD MONROE NJ 42 Corridor Study 108 NJ 42 Corridor Study 9.0 IMPROVEMENT PLAN Strategy: Reduce stormwater runoff to protect groundwater and ensure community safety 9.1 Summary of and health: Recommendations ¾ Create a mandatory review process for site plans that will create large This section of the report summarizes those areas of impervious surface; plans issues within the study corridor that are should show wetlands, streams, critical to its orderly development. These floodplains, steep slopes, and improvements could have important stormwater management practices. implications for the economic vitality of the ¾ Establish an inspection and corridor municipalities. They are listed in no maintenance program to ensure that particular order. stormwater management facilities function properly over time. ¾ Update and enforce codes to limit impervious surface coverage on 1. Environmental Resources and development parcels and create Management incentives to increase pervious Issue: coverage. ¾ Implement a “Green Streets” In the study area, sprawling development program to manage stormwater patterns have contributed to high levels of runoff from roadways. impervious surface coverage. Impervious surfaces disrupt natural absorption, Create a greenway system along rivers, filtration, and recharge processes. As a streams, and wetland areas to protect water result, stormwater can pick up pollutants resources, prevent stormwater runoff and before flowing into water bodies used for flooding, and protect and link recreational drinking, recreation, and fishing. areas: In addition, the volume (the amount and ¾ Create an inventory of parcels that rate) of runoff substantially increases as should be purchased, protected, or land development occurs. High volume of enhanced to achieve a greenspace stormwater discharge detrimentally affects a network. surface waterway—eroding the stream ¾ Create or update municipal stream banks, washing out natural vegetation along corridor protection ordinances with the stream banks, increasing sediment in buffers of 300 feet in the water that destroys aquatic life habitat, environmentally sensitive areas. carrying pollutants, and increasing the ¾ Educate landowners in vicinity of frequency and intensity of flooding. steams and residents in general about creating and maintaining vegetated stream buffers. 109 NJ 42 Corridor Study ¾ Promote planting of native ¾ Promote innovative parking vegetation and landscaping. practices in local ordinances, such as shared parking, flexible minimums, parking fees to manage Specific recommendations are included in demand, and improved stormwater this report on pages 24-26 design for parking. Specific recommendations are included in 2. Place Making in the NJ 42 Corridor this report on pages 36-39. Issue: Sprawl development has been implicated in 3. Access Management the creation of public spaces that lack a sense of place. It is also associated with a Issue: pattern of development that provides limited alternatives to the personal automobile. Although commercial and residential Furthermore, it consumes land inefficiently development is good for the local and and increases costs for local government, regional economy, poorly planned which must frequently duplicate development can lead to traffic problems infrastructure. that can be detrimental to a community. Access management is a relatively low-cost Strategy: strategy to increase public safety, extend the life of major roadways, reduce The solutions to sprawl recognize that congestion, and support alternative transportation and land use are interrelated. transportation modes. Study corridor municipalities should focus on retrofitting auto-dependent development Strategy: patterns to support walkability and a mix of uses and to create a sense of place: Corridor-wide improvements include the following access management practices: ¾ Utilize context-sensitive solutions to fit roadway design and traffic ¾ Enhance the local street network. movement to local context. ¾ Improve internal circulation among ¾ Improve network connectivity of businesses. street systems to distribute traffic ¾ Require shared access and shared more evenly and ensure that safe parking where possible. travel options are available for all ¾ Encourage mixed-use development roadway users. on smaller parcels. ¾ Update zoning codes to allow developers to respond to market demand for “smart growth” Site-specific improvements were suggested development, including a mix of for three sites in the study corridor. Sites uses and walkable neighborhoods. chosen exhibit characteristics typical of the corridor, and thus it may be possible to 110 NJ 42 Corridor Study implement these recommendations at other Strategy: sites. The site-specific improvements are included in this report on pages 44-50. After evaluation, the 54 median openings have been divided into three categories for further action as follows: 4. Intersection Analysis ¾ Retain median openings that are highly utilized and adequately Issue: designed. ¾ Close median openings that are The performance and safety of major unnecessary. intersections in the study corridor has a ¾ Improve median openings; close direct impact on mobility. The intersection other median openings pending analysis covered four intersections on the these improvements. Black Horse Pike (NJ 42/ US 322) and six intersections on Berlin-Cross Keys Road. Specific recommendations are included in Strategy: this report on pages 77-83 and Appendix C. Based on the results of the intersection analysis, traffic congestion and crashes can be reduced by implementing one or more of 6. Transit Analysis the following strategies: Issue: ¾ Optimize signal timing. ¾ Alter phasing of traffic signal. The study area is characterized by ¾ Add turning lanes. commercial strip-style development on NJ 42 and suburban residential development surrounding NJ 42. Employment centers Specific recommendations are included in are also concentrated along NJ 42. These this report on pages 66-75. development patterns contribute to the challenges faced by the bus system in the study corridor and underline the importance 5. Median Analysis of Park-and-Ride facilities to attract transit commuters to NJ 42. Issue: In addition, Routes 400 and 403 operate on There are 54 Black Horse Pike median the Black Horse Pike, where traffic openings in the study corridor that serve congestion leads to delays. intersecting streets and driveways or provide a U-turn opportunity. Overall, many Strategy: of the median openings create unsafe Transit improvements should be directed at conditions for drivers. retaining current ridership and attracting new riders: 111 NJ 42 Corridor Study ¾ Add Park-and-Ride locations along ¾ In some cases, general-purpose the Black Horse Pike or feeder roads travel lanes can be narrowed to 11 to allow for expanded commuting or 12 feet to accommodate the options. added bicycle lanes. ¾ Give buses traffic signal priority to ¾ Secure and convenient bicycle ensure bus schedule adherence. parking facilities can be built to ¾ Considering the rapid growth that is better accommodate those who use projected for the corridor, require bicycles for commuting or developers to make a “fair share” recreational purposes. contribution by funding bus pullouts, shelters, and amenities. Four proposed bicycle routes are included in this report on pages 97-99. Specific recommendations for Park-and- Ride locations are included in this report on pages 88-89. 8. Pedestrian Analysis Issue: 7. Bicycle Analysis The pedestrian analysis focused on two Issue: major roads with significant potential for commercial and residential foot traffic: One way of promoting bicycle use is to Berlin – Cross Keys Road and the Black provide an interconnected network of clearly Horse Pike. On Berlin – Cross Keys Road, designated bicycle routes. The routes can commercial/retail development is clustered provide a viable alternative to the use of the at major intersections and residential automobile for local travel. However, most neighborhoods are interspersed between study area arterial and collector roads were them. On the Black Horse Pike, which is not designed with bicycles in mind and must served by several NJ Transit bus routes, the be retrofitted to accommodate them. main issue is access to transit. Strategy: Strategy: There are several strategies that can There are several strategies that can create improve roadway compatibility conditions for a safer pedestrian environment and bicycle travel and increase overall bicycle promote walking as a mode of safety. transportation: ¾ Streets with wider shoulders can be ¾ Sidewalks should exist on both sides repainted to create bicycle lanes and of the street, extend continuously, still allow room for a shoulder or and be accessible to those in buffer between the road and wheelchairs. sidewalk. ¾ Along with sidewalks, buffers of four to six feet in width are necessary 112 NJ 42 Corridor Study between the sidewalk and road Corridor Improvements Implementation shoulder. Matrix. Each improvement scenario ¾ Plant trees along buffers and identified is evaluated in terms of project integrate street furniture (such as priority, cost range and project benefits. benches) into more traveled areas. The stakeholders necessary to carry out the plan are also identified. Specific recommendations are included in this report on pages 101-104. Priority Priorities are estimated in terms of three 9.2 Strategic Implementation categories: high, moderate and low. Priorities are assigned to transportation Plan issues based on the perception of the extent Development of a strategic implementation of the problems they present drivers, with plan for the corridor is based upon the safety being most important, but congestion inventory of land use and environmental (or time delay) and mobility also being resources, the transportation needs and the considered. If a project is relatively small economic development strategy, in scale and low cost, yet offers a projected conformance with the policy goals and high benefit, it also receives a higher priority objectives of the New Jersey State Plan, ranking. DVRPC’s Year 2035 Land Use and Transportation Plan, and local municipal plans. This implementation plan will Cost Range include a definition of the roles and responsibilities of all affected agencies for Costs are also assigned to categories of each improvement project. high, moderate and low. High cost projects usually involve a major commitment from The NJ 42 Corridor Study can be used as a one or more funding source, lengthy public dynamic long range tool for the systematic involvement and several years lead time in selection of projects to create a significantly programming the required funds. They are improved natural and built environment typically large scale, complex or multi- within the study area. This document can phased improvements and can entail the serve as a punch list for the government construction of new facilities. In general, a agencies with a stake in the implementation project in this category is estimated to cost of improvements. between $5 and $35 million, however some major projects have been known to cost in the hundreds of millions of dollars. An Characteristics improvement estimated to have a moderate cost could involve a major reconstruction of In choosing which projects should advance an intersection, construction of a short first, stakeholders can be guided by the connector road or a widening of an existing information presented in Table 15 NJ 42 road. In general, a project in this category 113 NJ 42 Corridor Study is estimated to cost between $2 and $5 decisions in the corridor, which ultimately million. Low cost projects are often affect traffic levels within the corridor. In operational type improvements at isolated addition, many of the cross streets are locations and typically cost less than $2 designed, built and maintained by local and million. county government, and these also impact how well the state routes function. Lastly, developers actually build the housing, commercial and industrial projects which Benefits generate the trips which must be Benefits describe the kind of impact the accommodated by a publicly-owned improvement will yield, such as enhancing transportation infrastructure. In addition, safety, lessening congestion, improving some the transportation improvements mobility or encouraging economic themselves are designed and financed by development. Economic development developers. benefits are derived from a transportation DVRPC, serving as the MPO for this region, improvement generally through an increase is required to coordinate a comprehensive in the accessibility of affected individual and continuing transportation planning properties or areas. The increased level of process. This process results in the access to a property may make it attractive development of a Transportation enough to induce new commercial or Improvement Program (TIP) which identifies residential development or entice existing all priority projects for which federal funds land uses to expand. Increased will be sought. The TIP represents a accessibility can also have a positive effect consensus among state and regional on property values. officials as to what regional improvements are to be made. In addition to the TIP, the MPO is required by federal legislation to Roles of Agencies develop a long range plan to help direct region-wide transportation decision making In terms of a hierarchy of agencies, the New over a period of at least 20 years. Long Jersey Department of Transportation range plans do not specify the design of (NJDOT) is primary, both in terms of actual projects. Rather, they identify future maintaining NJ 42 and US 322 as well as needs to address transportation providing much of the design, right-of-way deficiencies. and construction funding for major improvements. The county has jurisdiction over a network of roads throughout the study area. In New Jersey, county roads are given 500, 600 or 700 route designations. The county has the ultimate decision concerning improvements on county roads but typically coordinates with the municipality in which the improvement is located. Municipalities make land use 114 NJ 42 Corridor Study TABLE 15 NJ 42 Corridor Improvements Implementation Matrix Improvement (Location) Priority Cost Benefits Lead Assisting Role Range Role Mandatory review process 1 for site plans that will create large areas of H L Water MCD Co, DEP impervious surface. (Corridor-Wide) Inspection and 2 maintenance program for stormwater facilities. M L Water MCD Co, DEP (Corridor-Wide) Revise municipal code to 3 limit impervious coverage and increase pervious H L Water MCD Co, DEP coverage. (Corridor-Wide) “Green Streets” program. M L Place, Water DOT/ DEP 4 (Corridor-Wide) MCD Inventory parcels: 5 greenspace network. (Corridor-Wide.) H L SCP, Water MCD Co Municipal stream corridor 6 protection ordinances with buffers of 300 feet in H L SCP, Water MCD Co environmentally sensitive areas. (Corridor-Wide) Educate landowners about 7 creating and maintaining stream buffers. M L SCP, Water MCD Co, Non Prof (Corridor-Wide) Promote planting of native 8 vegetation and landscaping. M L SCP, Water MCD Co (Corridor-Wide) Context-sensitive solutions. M L Safe, Place, MCD/ Co 9 (Corridor-Wide) Mobl DOT Network connectivity. H M Safe, Mobl MCD Co, DOT 10 (Corridor-Wide) 115 NJ 42 Corridor Study TABLE 15 NJ 42 Corridor Improvements Implementation Matrix Improvement (Location) Priority Cost Benefits Lead Assisting Role Range Role Smart Growth zoning. H L Place, Safe MCD Co 11 (Corridor-Wide) Innovative parking 12 practices. (Corridor-Wide.) M L Cong, Mobl, Safe MCD Co Enhance local street H M Cong, Safe MCD/ Co 13 network. DOT (Access Management site) Improve internal circulation 14 among businesses. (Access Management site) M L Cong, Safe MCD Co, DOT Require shared access and 15 shared parking. (Access Management site) H L Cong, Safe MCD Co, DOT Mixed use development on 16 smaller parcels. (Access Management site) M L Cong, Safe MCD Co, DOT Intersection of NJ 42 and 17 Berlin – Cross Keys Road (Washington Twp., Monroe M M Cong, Safe Co DOT, MCD Twp.) Intersection of NJ 42/US 322 and Sicklerville Road 18 (Monroe Twp.) L L Cong Co DOT, MCD Intersection of US 322 and M M Cong Co DOT, MCD 19 Poplar Street/New Brooklyn Road (Monroe Twp.) Intersection of US 322 and 20 Corkery Lane (Monroe Twp.) M L Cong Co DOT, MCD Intersection of Berlin – 21 Cross Keys Road and Johnson Road (Gloucester Twp., Winslow Twp.) L L Cong Co DOT, MCD 116 NJ 42 Corridor Study TABLE 15 NJ 42 Corridor Improvements Implementation Matrix Improvement (Location) Priority Cost Benefits Lead Assisting Role Range Role Intersection of Berlin – 22 Cross Keys Road and Atlantic City Expressway, H H Cong, Safe Co/ MCD On- and Off-Ramps DOT (Gloucester Twp., Winslow Twp.) Intersection of Berlin – 23 Cross Keys Road and Sicklerville Road H L Cong, Safe Co DOT, MCD (Gloucester Twp., Winslow Twp.) Intersection of Berlin – 24 Cross Keys Road and Williamstown Road/Chews Landing Road (Gloucester Twp., Winslow L L Cong Co DOT, MCD Twp.) Close median openings. 25 (Washington Twp., Monroe Twp.) H L Safe MCD Co, DOT Improve median openings. 26 (Washington Twp., Monroe Twp.) H L Mobl, Safe MCD Co, DOT Add Park-and-Ride 27 locations. (Corridor-Wide.) H L Air, Mobl MCD Co, DOT Construct bicycle route. M L Air, Safe MCD Co 28 (Corridor-Wide.) Construct sidewalk. M L Safe MCD Co 29 (Corridor-Wide.) Key: Priority: H = High, M = Moderate, L = Low Cost Range: H = High, M = Moderate, L = Low Benefits: Air = Air Quality, Cong = Congestion, Mobl = Mobility, Place = Sense of Place, Safe = Safety, SCP = Stream Corridor Protection, Water = Water Quality Role: Co = county, DEP = NJ Department of Environmental Protection, DOT = NJ Department of Transportation, MCD = municipality, Non Prof = Non-Profit Environmental Group 117 NJ 42 Corridor Study 118 NJ 42 Corridor Study APPENDIX A: Environmental Justice Analysis As part of Title VI of the Civil Rights Act of with child (FHHC) and physically disabled 1964 and the 1994 President’s Executive populations. Order on Environmental Justice (EJ), DVRPC adopted guidelines to help mitigate potential Table A-1: Degrees of Disadvantage by Type direct and disparate impacts of transportation Number of DOD Regional projects and programs on defined historically Population Group Tracts Threshold disadvantaged groups. DVRPC employs an Minority 4 24% environmental justice methodology that Carless Households 1 16% quantifies levels of disadvantage within the Poverty 0 11% Female Head of House with Child 7 8% nine-county region. Using 2000 census tract Elderly: Over 75 3 7% information, categories of eight potential Physically Disabled 7 7% disadvantaged groups are analyzed, including Hispanic 0 5% female head of household with child, non- LEP 0 2% Hispanic minority, Hispanic, carless Source: DVRPC, 2008 households, impoverished, elderly over 75 years of age, physically disabled, and limited The concentrations of the populations also English proficiency. Each category is need to be mentioned. Two census tracts in analyzed for the total concentration in the Winslow Township have minority region, generating a baseline number. If a concentrations of 62 and 71 percent, census tract contains a concentration higher respectively, both twice the regional average. than the baseline threshold, it is considered Several census tracts have FHHC and disadvantaged. Census tracts can therefore physically disabled concentrations which also contain zero to eight degrees of disadvantage approach twice the regional average. The (DOD). higher concentrations of these two populations suggest that extra importance Nineteen of the census tracts shown on Map should be placed on the pedestrian A-1: Environmental Justice are located wholly environment, especially ADA accessibility. or partly within the study area. The overall Outreach into the community is recommended occurrence of degrees of disadvantage near to gauge any impacts or concerns this project NJ 42 is low: two census tracts contain three may have on these three populations. DOD, six census tracts contain two DOD, and four census tracts contain one DOD. There Although indicators point to a relatively low are seven census tracts with zero DOD. level of disadvantage within the NJ 42 study area, it is important to recognize this is only a In looking at the categories of disadvantaged broad-brush tool. For example, while only populations, there are no census tracts that one census tract is considered sensitive for are sensitive for households in poverty, carless households, meaning a concentration limited English proficiency, or Hispanic of over 16 percent, there are over 1,800 populations, while only one census tract is households without cars in the study area. sensitive for carless households, as illustrated in Table A-1. In contrast, seven census tracts are sensitive for female held of household A-1 Map A-l Glementon , Environmental Justice -..I,...... I I ....<. I .. PineHill , Pine valley' , \, \, GLOUCE~~T~E~R'---).~\ '-_~"'''''~''''~~~' __ ... / ''_I -- I - ".. \, \, ,-( WINSLOW .... - Glassboro I \ ~ROPK'Y~ "' ? \ "" \ , ,~" \ 'C, , '0. \------", ELK \ MONROE \ .. .. \, " ...... CffiKERY L'I --- \ Clayton .. .. ", .... " .. .. \ .. \, ...... [){gees of Disadvanlag:! (by Census Tfact) .. Do 11 FRANKLIN .. .. _3-4 .. Soosco, u.s. Corw5llJJ, DVRPC ~.'c( Diill_<>;Ii irel"j" P""'''Y, Non-Hi-", MlroIity. H"p.YO<, E~~y, Cor L,,,. Di"bIooj, LinilOd .",lil1 f'rc(io~rry, ,rd f...... ,~ _offbJ"'_"t~am NJ 42 Corridor Study APPENDIX B: Crash Analysis (2004 – 2006) Intersection of NJ 42 & Berlin-Cross Keys Rd. (Rt. 689) 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 20 30% 26 39% 21 31% 67 100% Crash Type Rear End (Same Direction) 10 50% 9 35% 8 38% 27 40% Sideswipe (Same Direction) 0 0% 3 12% 4 19% 7 10% Right Angle 2 10% 6 23% 4 19% 12 18% Left Turn/U Turn 3 15% 5 19% 5 24% 13 19% Hit Parked Vehicle 00%00%00%00% Head On 0 0% 0 0% 0 0% 0 0% Pedestrian 15%14%00%23% Bicycle 00%00%00%00% Other 4 20% 2 8% 0 0% 6 9% Lighting Conditions Day 10 50% 12 46% 13 62% 35 52% Night 10 50% 14 54% 7 33% 31 46% Dawn 00%00%15%11% Dusk 00%00%00%00% Severity Fatality 0 0% 0 0% 0 0% 0 0% Injury 5 25% 11 42% 6 29% 22 33% Property 15 75% 15 58% 15 71% 45 67% Weather Conditions Dry 15 75% 22 85% 18 86% 55 82% Wet 4 20% 3 12% 3 14% 10 15% Snowy 15%14%00%23% Icy 00%00%00%00% Source: NJDOT and DVRPC, 2008 Intersection of NJ 42 & Sicklerville Rd. (Rt. 536 Spur) 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 8 32% 13 52% 4 16% 25 100% Crash Type Rear End (Same Direction) 2 25% 5 38% 3 75% 10 40% Sideswipe (Same Direction) 1 13% 5 38% 0 0% 6 24% Right Angle 1 13% 1 8% 0 0% 2 8% Left Turn/U Turn 1 13% 0 0% 1 25% 2 8% Hit Parked Vehicle 3 38% 0 0% 0 0% 3 12% Head On 0 0% 0 0% 0 0% 0 0% Pedestrian 00%00%00%00% Bicycle 00%00%00%00% Other 00%215%00%28% Lighting Conditions Day 4 50% 9 69% 3 75% 16 64% Night 4 50% 4 31% 1 25% 9 36% Dawn 00%00%00%00% Dusk 00%00%00%00% Severity Fatality 0 0% 0 0% 0 0% 0 0% Injury 1 13% 3 23% 3 75% 7 28% Property 7 88% 10 77% 1 25% 18 72% Weather Conditions Dry 8 100% 9 69% 3 75% 20 80% Wet 0 0% 3 23% 1 25% 4 16% Snowy 00%00%00%00% Icy 00%18%00%14% Source: NJDOT and DVRPC, 2008 B-1 NJ 42 Corridor Study Intersection of NJ 322 & Poplar St./ New Brooklyn Rd. (Rte. 536) 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 7 23% 14 45% 10 32% 31 100% Crash Type Rear End (Same Direction) 1 14% 3 21% 4 40% 8 26% Sideswipe (Same Direction) 3 43% 2 14% 0 0% 5 16% Right Angle 1 14% 4 29% 3 30% 8 26% Left Turn/U Turn 1 14% 1 7% 3 30% 5 16% Hit Parked Vehicle 00%00%00%00% Head On 0 0% 0 0% 0 0% 0 0% Pedestrian 00%00%00%00% Bicycle 00%00%00%00% Other 1 14% 4 29% 0 0% 5 16% Day 7 100% 13 93% 7 70% 27 87% Night 0 0% 1 7% 3 30% 4 13% Dawn 00%00%00%00% Dusk 00%00%00%00% Severity Fatality 0 0% 0 0% 0 0% 0 0% Injury 3 43% 5 36% 6 60% 14 45% Property 4 57% 9 64% 4 40% 17 55% Weather Conditions Dry 5 71% 10 71% 9 90% 24 77% Wet 2 29% 2 14% 1 10% 5 16% Snowy 00%214%00%26% Icy 00%00%00%00% Source: NJDOT and DVRPC, 2008 Intersection of NJ 322 and Corkery Lane 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 13 41% 10 31% 9 28% 32 100% Crash Type Rear End (Same Direction) 4 31% 3 30% 2 22% 9 28% Sideswipe (Same Direction) 0 0% 1 10% 0 0% 1 3% Right Angle 4 31% 4 40% 1 11% 9 28% Left Turn/U Turn 2 15% 2 20% 6 67% 10 31% Hit Parked Vehicle 00%00%00%00% Head On 0 0% 0 0% 0 0% 0 0% Pedestrian 00%00%00%00% Bicycle 00%00%00%00% Other 3 23% 0 0% 0 0% 3 9% Lighting Conditions Day 8 62% 6 60% 6 67% 20 63% Night 4 31% 3 30% 3 33% 10 31% Dawn 00%00%00%00% Dusk 18%110%00%26% Severity Fatality 0 0% 0 0% 0 0% 0 0% Injury 3 23% 4 40% 4 44% 11 34% Property 10 77% 6 60% 5 56% 21 66% Weather Conditions Dry 11 85% 8 80% 9 100% 28 88% Wet 18%220%00%39% Snowy 00%00%00%00% Icy 18%00%00%13% Source: NJDOT and DVRPC, 2008 B-2 NJ 42 Corridor Study Intersection of Berlin-Cross Keys Rd. & Sicklerville Rd. (Rt. 705) 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 32 31% 36 35% 35 34% 103 100% Crash Type Rear End (Same Direction) 12 38% 16 44% 14 40% 42 41% Sideswipe (Same Direction) 0 0% 5 14% 2 6% 7 7% Right Angle 4 13% 3 8% 7 20% 14 14% Left Turn/U Turn 7 22% 7 19% 7 20% 21 20% Hit Parked Vehicle 00%00%13%11% Head On 3 9% 1 3% 0 0% 4 4% Pedestrian 00%00%13%11% Bicycle 00%00%00%00% Other 6 19% 4 11% 3 9% 13 13% Lighting Conditions Day 24 75% 26 72% 28 80% 78 76% Night 7 22% 9 25% 4 11% 20 19% Dawn 00%13%13%22% Dusk 13%00%26%33% Severity Fatality 0 0% 0 0% 0 0% 0 0% Injury 12 38% 15 42% 15 43% 42 41% Property 20 63% 21 58% 20 57% 61 59% Weather Conditions Dry 23 72% 29 81% 27 77% 79 77% Wet 8 25% 7 19% 8 23% 23 22% Snowy 13%00%00%11% Icy 00%00%00%00% Source: NJDOT and DVRPC, 2008 Cross Keys Bypass between Hurffville-Cross Keys Rd. & Tuckahoe Rd. 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 18 64% 10 36% 0 0% 28 100% Crash Type Rear End (Same Direction) 6 33% 2 20% 0 0% 8 29% Sideswipe (Same Direction) 0 0% 1 10% 0 0% 1 4% Right Angle 2 11% 4 40% 0 0% 6 21% Left Turn/U Turn 4 22% 1 10% 0 0% 5 18% Hit Parked Vehicle 00%00%00%00% Head On 0 0% 0 0% 0 0% 0 0% Pedestrian 00%00%00%00% Bicycle 00%00%00%00% Other 6 33% 2 20% 0 0% 8 29% Lighting Conditions Day 8 44% 7 70% 0 0% 15 54% Night 9 50% 3 30% 0 0% 12 43% Dawn 00%00%00%00% Dusk 16%00%00%14% Severity Fatality 0 0% 1 10% 0 0% 1 4% Injury 5 28% 2 20% 0 0% 7 25% Property 13 72% 7 70% 0 0% 20 71% Weather Conditions Dry 11 61% 6 60% 0 0% 17 61% Wet 3 17% 2 20% 0 0% 5 18% Snowy 2 11% 2 20% 0 0% 4 14% Icy 2 11% 0 0% 0 0% 2 7% Source: NJDOT and DVRPC, 2008 B-3 NJ 42 Corridor Study Intersection of Berlin-Cross Keys, Hurffville-Cross Keys/ North Main St. & Tuckahoe Rd. 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 29 50% 18 31% 11 19% 58 100% Crash Type Rear End (Same Direction) 12 41% 9 50% 5 45% 26 45% Sideswipe (Same Direction) 2 7% 2 11% 1 9% 5 9% Right Angle 4 14% 0 0% 0 0% 4 7% Left Turn/U Turn 7 24% 4 22% 4 36% 15 26% Hit Parked Vehicle 00%00%00%00% Head On 0 0% 0 0% 0 0% 0 0% Pedestrian 00%00%00%00% Bicycle 00%00%00%00% Other 4 14% 3 17% 1 9% 8 14% Lighting Conditions Day 24 83% 16 89% 7 64% 47 81% Night 5 17% 1 6% 3 27% 9 16% Dawn 00%16%19%23% Dusk 00%00%00%00% Severity Fatality 0 0% 0 0% 0 0% 0 0% Injury 9 31% 4 22% 5 45% 18 31% Property 20 69% 14 78% 6 55% 40 69% Weather Conditions Dry 23 79% 11 61% 8 73% 42 72% Wet 5 17% 3 17% 3 27% 11 19% Snowy 0 0% 4 22% 0 0% 4 7% Icy 13%00%00%12% Source: NJDOT and DVRPC, 2008 Intersection of Berlin-Cross Keys Rd. & Fries Mill Rd. 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 22 29% 28 36% 27 35% 77 100% Crash Type Rear End (Same Direction) 7 32% 9 32% 8 30% 24 31% Sideswipe (Same Direction) 3 14% 4 14% 2 7% 9 12% Right Angle 6 27% 6 21% 8 30% 20 26% Left Turn/U Turn 5 23% 7 25% 8 30% 20 26% Hit Parked Vehicle 00%00%00%00% Head On 0 0% 1 4% 0 0% 1 1% Pedestrian 00%00%00%00% Bicycle 00%00%00%00% Other 15%14%14%34% Lighting Conditions Day 17 77% 19 68% 21 78% 57 74% Night 3 14% 7 25% 6 22% 16 21% Dawn 00%00%00%00% Dusk 29%14%00%34% Other/Unknown 00%14%00%11% Severity Fatality 0 0% 0 0% 0 0% 0 0% Injury 9 41% 13 46% 15 56% 37 48% Property 13 59% 15 54% 12 44% 40 52% Weather Conditions Dry 15 68% 23 82% 21 78% 59 77% Wet 6 27% 5 18% 6 22% 17 22% Snowy 15%00%00%11% Icy 00%00%00%00% Source: NJDOT and DVRPC, 2008 B-4 NJ 42 Corridor Stud AC Expressway Interchange at Berlin Cross Keys Rd. (Rte. 689) 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 33 31% 38 36% 36 34% 107 100% Crash Type Rear End (Same Direction) 13 39% 16 42% 11 31% 40 37% Sideswipe (Same Direction) 5 15% 5 13% 8 22% 18 17% Right Angle 7 21% 4 11% 0 0% 11 10% Left Turn/U Turn 7 21% 9 24% 15 42% 31 29% Hit Parked Vehicle 00%00%00%00% Head On 0 0% 2 5% 0 0% 2 2% Pedestrian 00%00%00%00% Bicycle 00%00%00%00% Other 13%25%26%55% Lighting Conditions Day 21 64% 26 68% 27 75% 74 69% Night 11 33% 11 29% 7 19% 29 27% Dawn 00%13%00%11% Dusk 13%00%26%33% Severity Fatality 0 0% 0 0% 0 0% 0 0% Injury 13 39% 11 29% 7 19% 31 29% Property 20 61% 27 71% 29 81% 76 71% Weather Conditions Dry 23 70% 31 82% 33 92% 87 81% Wet 9 27% 7 18% 2 6% 18 17% Snowy 00%00%00%00% Icy 00%00%00%00% Other 13%00%13%22% Source: NJDOT and DVRPC, 2008 Sicklerville Rd./ Williamstown Rd. between AC Expressway & Chews Landing Rd. 2004 2005 2006 Total Crash Percent Crash Percent Crash Percent Crash Percent Crash Reportable 14 36% 11 28% 14 36% 39 100% Crash Type Rear End (Same Direction) 4 29% 3 27% 2 14% 9 23% Sideswipe (Same Direction) 4 29% 2 18% 0 0% 6 15% Right Angle 3 21% 2 18% 5 36% 10 26% Left Turn/U Turn 1 7% 2 18% 7 50% 10 26% Hit Parked Vehicle 00%00%00%00% Head On 00%00%00%00% Pedestrian 00%00%00%00% Bicycle 00%00%00%00% Other 214%218%0 0%410% Lighting Conditions Day 12 86% 5 45% 10 71% 27 69% Night 214%545%321%1026% Dawn 00%19%17%25% Dusk 00%00%00%00% Severity Fatality 00%00%00%00% Injury 321%327%857%1436% Property 11 79% 8 73% 6 43% 25 64% Weather Conditions Dry 12 86% 9 82% 14 100% 35 90% Wet 2 14% 1 9% 0 0% 3 8% Snowy 00%00%00%00% Icy 00%19%00%13% Source: NJDOT and DVRPC, 2008 B-5 B-6 APPENDIX C: Median Openings and Recommended Actions—Detailed Listing C-1 Median Openings to be Retained Distance from Posted Mile Post Previous Speed Length of Length Nearest Cross (Primary Median Median Limit Length of Storage of Taper ID # Municipality Street/Business Direction) Primary Type Secondary Type Break Width (MPH) Break (ft) (ft) (ft) Shopping Center, NJ Transit Bus NJ 42 - Signalized 1 Washington Twp Depot 6.17 Intersection 20 45 NJ 42 - Signalized 2 Washington Twp Greentree Rd 5.78 Intersection 0.39 20 45 NJ 42 - Signalized 3 Washington Twp Whitman Dr 5.67 Intersection 0.11 20 45 NJ 42 - Signalized 5 Washington Twp Ganttown Rd 5.3 Intersection 0.20 20 45 Unsignalized Unsignalized NJ 42 - Single Cross- Multiple Parcel 7 Washington Twp McKinley Ave 5.01 Street Access 0.09 20 45 23 0 0 NJ 42 - Signalized Signalized Single 8 Washington Twp Fries Mill Rd 4.92 Intersection Parcel Access 0.09 20 45/50 Unsignalized NJ 42 - Single Cross- Southbound 12 Washington Twp Madison Ave 4.24 Street Left/U-Turn 0.31 20 50 64 125 110 NJ 42 - Signalized Single Parcel 14 Washington Twp Watson Dr 4.03 Intersection Access 0.17 20 50 Tuckahoe Rd, NJ 42 - Signalized 16 Washington Twp Stagecoach Rd 3.51 Intersection 3.80 20/30 50 Unsignalized NJ 42 - Single Cross- Northbound Left/U- 20 Washington Twp Highland Ave 2.9 Street Turn 0.17 30 50 58 120 125 Washington Twp/ Berlin - Cross NJ 42 - Signalized 22 Monroe Twp Keys Rd 2.62 Intersection 0.28 30 50 Unsignalized NJ 42 - Single Cross- Northbound Left/U- 25 Monroe Twp Prosser Ave 2.28 Street Turn 0.22 30 50 60 110 145 NJ 42 - Signalized Northbound Left/U- 27 Monroe Twp Kennedy Dr 2.09 Intersection Turn 0.11 30 50 Unsignalized Williamstown NJ 42 - Multiple Parcel Northbound Left/U- 29 Monroe Twp Pavilion 1.7 Access Turn 0.05 30 50 60 115 130 Unsignalized NJ 42 - Single Cross- Southbound 31 Monroe Twp Laurel Ave 1.5 Street Left/U-Turn 0.14 30 50 67 120 145 Northbound Left/U- Turn, Unsignalized Unsignalized NJ 42 - Single Cross- Single Parcel 33 Monroe Twp Grandview Ave 1.29 Street Access 0.11 30 50 58 105 150 Unsignalized NJ 42 - Single Cross- Southbound 34 Monroe Twp Brookdale Blvd 1.15 Street Left/U-Turn 0.14 30 50 57 135 180 NJ 42 - Signalized 35 Monroe Twp Lake Ave 0.78 Intersection 0.37 30 50 Northbound Left/U- Turn, Unsignalized Unsignalized NJ 42 - Single Cross- Single Parcel 36 Monroe Twp Maxine Ave 0.63 Street Access 0.15 30 50 69 120 135 Northbound Left/U- Turn, Unsignalized Unsignalized Pedrick Ave, NJ 42 - Single Cross- Multiple Parcel 37 Monroe Twp Hoffman Ave 0.42 Street Access 0.21 30 50 59 115 145 Southbound Left/U-Turn, Unsignalized Unsignalized NJ 42 - Single Cross- Single Parcel 38 Monroe Twp May Ave 0.29 Street Access 0.13 30 50 59 110 145 NJ 42 - Signalized 39 Monroe Twp Sicklerville Rd 0.00 Intersection 0.29 30 50 Poplar - New US 322 - Signalized 40 Monroe Twp Brooklyn Rd 24.67 Intersection 0.20 30 50 US 322 - Signalized 54 Monroe Twp S Main St 25.68 Intersection 0.08 30 50 23 0 0 Source: Delaware Valley Regional Planning Commission, June 2008 Median Openings with Opportunities for Improvement Mile Post Distance from Posted Nearest Cross Median Length of Length of Length of ID # Municipality (Primary Primary Type Secondary Type previous Median Speed Desired Outcome Recommended Improvements Street/Business Width Break (ft) Storage (ft) Taper (ft) Direction) Break (MPH) Unsignalized Washington NJ 42 - Multiple Parcel Southbound Left/U- 4 Twp Whitman Plaza 5.5 Access Turn 0.17 20 45 33 285 120 Augmentation Prohibit Southbound U-Turns Provide more sufficient local street access. Connect Willow St to the intersection of Black Horse Pike and Washington NJ 42 - Signalized Johnson Rd. Build northbound left/u-turn lane at the 6 Twp Johnson Rd 5.1 Intersection 0.20 20 20 45 Augmentation intersection. Unsignalized Washington (Former) Lone Star NJ 42 - Single Parcel Northbound Left/ 10 Twp Steakhouse 4.7 Access U-Turn 0.15 20 50 44 125 120 Augmentation Prohibit Northbound U-Turns Unsignalized Washington NJ 42 - Single Parcel Southbound Left/ Numerous curb cuts. Improve access and circulation with 15 Twp Applebees 3.8 Access U-Turn 0.23 20 50 25 200 200 Augmentation a frontage road along northbound NJ 42 Unsignalized North and Washington NJ 42 - Single Cross- Southbound Left/ SB: 105 NB: SB: 60 18 Twp Ardmore Ave 3.36 Street U-Turn 0.04 30 50 65 390 NB: 265 Augmentation Prohibit Northbound moves Washington NJ 42 - Unsignalized Full Southbound Left/ Permit right-in, right-out only from westbound Fairmount 19 Twp Fairmount Dr 3.07 Cross-Street U-Turn 0.29 30 50 66 190 150 Augmentation Avenue Unsignalized NB improvement at #25. Improved internal access to NJ 42 - Single Cross- Northbound Left/ adjacent properties, with access at #25. Longer 26 Monroe Twp Georgia Ave 2.2 Street U-Turn 0.08 30 50 68 115 120 Closure northbound and southbound left-turn lanes at #27. Insufficient and unsafe decelleration and storage US 322 - Unsignalized Full North/Southbound opportunities. Build a north and southbound left and U- 41 Monroe Twp Washington Ave 24.81 Cross-Street U-Turn 0.14 30 50 29 0 0 Augmentation turn lane; potentially requires offset left-turn lanes. Since many other adjacent medians are suggested for closure, #43 needs to be augmented to handle the US 322 - Unsignalized Full North/Southbound transferred traffic demands. Same recommendations as 43 Monroe Twp Jefferson Ave 24.95 Cross-Street U-Turn 0.15 30 50 33 0 0 Augmentation to #41. Insufficient and unsafe decelleration and storage US 322 - Unsignalized Full North/Southbound opportunities. Build a north and southbound left and U- 46 Monroe Twp Walnut St 25.14 Cross-Street U-Turn 0.04 30 50 21 0 0 Augmentation turn lane; potentially requires offset left-turn lanes. Unsignalized #51 should be augmented to handle the transferred traffic US 322 - Single Parcel North/ Southbound demands. At this break, construct north and southbound 51 Monroe Twp Nursery 25.5 Access U-Turn 0.10 30 50 24 0 0 Augmentation left and U-turn lanes. Source: Delaware Valley Regional Planning Commission, June 2008 NJ 42 Corridor Study Median Openings Recommended to be Closed Length Mile Post Distance from Posted Length of Length Nearest Cross (Primary previous Median Speed of Break Storage of Taper ID # Municipality Street/Business Direction) Primary Type Secondary Type Median Break Width (MPH) (ft) (ft) (ft) Unsignalized Unsignalized Unnamed Car NJ 42 - Single Parcel Single Parcel 9 Washington Twp Dealership 4.85 Access Access 0.07 20 50 42 0 0 Unsignalized Del Val Pool NJ 42 - Single Parcel Northbound Left/ 11 Washington Twp Store 4.55 Access U-Turn 0.15 20 50 73 150 100 Unsignalized NJ 42 - Single Parcel Northbound Left/ 13 Washington Twp Local Business 4.2 Access U-Turn 0.04 20 50 59 125 125 Unsignalized Turnersville Auto NJ 42 - Multiple Parcel Southbound 17 Washington Twp Mall 3.4 Access Left/U-Turn 0.11 30 50 53 60 70 Unsignalized NJ 42 - Single Parcel Southbound Left/ 21 Washington Twp Laurel Ave. 2.6 Access U-Turn 0.30 30 50 66 100 150 Unsignalized NJ 42 - Multiple Parcel Southbound 23 Monroe Twp Sam's Club ]2.5 Access Left/U-Turn 0.12 30 50 24 145 120 Unsignalized Franks Auto NJ 42 - Single Parcel Northbound Left/ 24 Monroe Twp Repair Center 2.5 Access U-Turn 0.00 30 50 63 115 125 Unsignalized NJ 42 - Single Parcel Southbound Left/ 28 Monroe Twp Unnamed Garage 1.75 Access U-Turn 0.34 30 50 58 90 170 Southbound Left/U-Turn, Unsignalized Unsignalized NJ 42 - Single Cross- Single Parcel 30 Monroe Twp Dewey Ave 1.64 Street Access 0.06 30 50 59 120 140 Unsignalized Unsignalized NJ 42 - Single Parcel Single Parcel 32 Monroe Twp Columbus Manor 1.4 Access Access 0.10 30 50 50 120 135 North/ US 322 - Southbound U- 42 Monroe Twp Unnamed 24.9 Turn 0.01 30 50 22 0 0 North/ US 322 - Southbound U- 44 Monroe Twp Unnamed 25.0 Turn 0.05 30 50 24 0 0 North/ US 322 - Southbound U- 45 Monroe Twp Unnamed 25.1 Turn 0.20 30 50 25 0 0 Unsignalized North/ US 322 - Single Parcel Southbound U- 47 Monroe Twp Unnamed Parcel 25.2 Access Turn 0.06 30 50 24 0 0 Unsignalized North/ US 322 - Single Parcel Southbound U- 48 Monroe Twp Unnamed Parcel 25.3 Access Turn 0.10 30 50 23 0 0 North/ US 322 - Southbound U- 49 Monroe Twp Unnamed 25.4 Turn 0.10 30 50 23 0 0 Unsignalized North/ US 322 - Single Parcel Southbound U- 50 Monroe Twp Unnamed Nursery 25.4 Access Turn 0.00 30 50 23 0 0 Unsignalized North/ US 322 - Single Parcel Southbound U- 52 Monroe Twp Unnamed Nursery 25.5 Access Turn 0.00 30 50 23 0 0 Unsignalized North/ Unnamed Car US 322 - Single Parcel Southbound U- 53 Monroe Twp Wash 25.6 Access Turn 0.10 30 50 23 0 0 Source: Delaware Valley Regional Planning Commission, June 2008 C-4 Title of Report: NJ 42 CORRIDOR STUDY Publication Number: 08046 Date Published: August 2008 Geographic Area Covered: The study area includes portions of Washington and Monroe townships in Gloucester County and Gloucester and Winslow townships in Camden County. Key Words: sidewalks, context sensitive solutions, intersection analysis, crosswalks, level of service, access management, park-and-ride, pedestrian facilities, bus transit, traffic volume Abstract: This study addresses the problem of congested roadways largely caused by rapid suburban development and a lack of alternatives to the single-occupant vehicle within the NJ 42 corridor. Land use policies that encourage sprawl are evident in this corridor and this has impacted the environmental stability of the area. This study attempts to address these needs by identifying immediate as well as long-term context sensitive solutions that can improve traffic mobility, circulation, and safety, while protecting the integrity of the environment. A detailed write-up of the existing conditions and recommended improvement scenarios is presented. Improvements such as access management, improvement to the road network, signal timing, better pedestrian facilities and amenities and transit improvements have been identified and documented. Delaware Valley Regional Planning Commission 8th Floor 190 North Independence Mall West Philadelphia, PA 19106-1520 Phone: 215-592-1800 Fax: 215-592-9125 Internet: www.dvrpc.org Staff Contact: David Anderson Manager, Office of Corridor Planning Direct Phone: (215) 238-2825 E-mail: [email protected] ------ Delaware Valley Regiol1lll Planning Commission 190 N. IndopllIldeIwe Mall West 8th Floor PblJade\phla, PA 19106·11120 Phone: 2111.1192.1800 F"",,: 2111.1192.91211 www.dvrpc.org ------