N.J. Admin. Code § 19:31C-3.14 - Circulation network

(a) The following concern gates and access points:

1. Security gate dismantling: As the Fort Monmouth Project Area is redeveloped, the removal of security gates and barricades should be considered to enhance public access.

2. Additional street connections to Fort Monmouth Project Area exterior: Figures 6a and 6b, Circulation Elements, below show the desired new vehicular access points to the Fort Monmouth Project Area. Most of these access points involve the extension of dead-end roadways at the Fort Monmouth Project Area perimeter to connect to adjacent streets.

(b) The following concern the street system:

1. Figures 6a and 6b, Circulation Elements, below show the network of streets that are either "recommended streets" or "potential streets" within the Fort Monmouth Project Area.

2. The locations depicted for the new streets refer to their general alignment, the specific streets to which they should connect within and at the perimeter of the Fort Monmouth Project Area, and their locations with regard to certain land uses and/or open space areas. Variation in final design to account for development patterns, turning radii, intersection spacing, visibility, etc. is permitted.

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i. The following concern major new street segments:

(1) In Oceanport, Anson Avenue should be extended in a northwesterly direction to connect to Malterer Avenue at Saltzman Avenue. At its southern end, Anson Avenue should be realigned to connect to Main Street at the intersection of Wolfhill Avenue. Stephenson Avenue (in the Education/Mixed-Use Neighborhood) should be realigned with Whitehall Court and redesigned as a sweeping boulevard-like road with a center linear park.

(2) In Eatontown, North Drive should be extended westward to connect to Route 35/Main Street on its western end. Wilson Avenue should be extended southwards to connect to Broad Street/CR 537, using part of the existing right-of-way of Academy Avenue west of the existing Wilson Avenue. Together, Wilson and Academy Avenues should be realigned to create a sweeping entry drive from the Broad Street area.

(3) In Tinton Falls, Laboratory Road should be extended north to Tinton Avenue. Bataan Avenue should be relocated east, or replaced/augmented with a new north-south street, to form the eastern boundary of the Town Center district.

ii. Streets for removal or closure: Smaller Fort Monmouth Project Area streets within each host municipality may be removed in order to better serve new development; however, the resulting street grid should meet the requirements of (b)4 below.

iii. Streets framing open spaces: As described in N.J.A.C. 19:31C-3.1 6(b), different open spaces of specific types are recommended or suggested in each development district. For many of the open spaces, a minimum number of sides and/or percentage of the open space's perimeter should be surrounded by, or framed by, streets. The purpose is to ensure that open spaces are easily accessible to residents, visitors, and the general public, rather than being hidden from view behind development. In addition, N.J.A.C. 19:31C-3.1 7(a) describes how much of the perimeter of certain open spaces should include buildings that face onto the open space.

iv. The following concern connectivity:

(1) In general, the new street system should be designed to improve connectivity between the Fort Monmouth Project Area and surrounding areas. Streets should provide a redundant grid network with multiple connections between destinations.

(2) Cul-de-sacs and dead-ends are discouraged (unless unavoidable for site planning reasons) because they reduce the pedestrian-scale interconnectedness of the street system. If a cul-de-sac or dead-end is unavoidable, a pedestrian pathway should be provided at the end, creating a publicly-accessible connection to the closest adjacent street.

(3) The street network should be designed to anticipate future street connections between development districts. Stubbed street connections should be provided at the edge of incrementally-developed areas where they would be useful in terms of improving connectivity between and within development districts.

v. The following concern intersection spacing and design:

(1) For safety, new street intersections should be located at least 200 feet from other new or existing intersections.

(2) At new or reconfigured intersections, roadways should intersect at right angles (90 degrees), or as close as possible to a right angle. Where three or more streets intersect, roundabouts or traffic circles should be considered.

(3) Access driveways to parking lots and parking garages for medium-density residential and all non-residential development should either align with new or existing drives across the street, share curb cuts with adjacent driveways where possible, or be offset at least 150 feet from nearby driveways.

(4) Crosswalks should be provided at all intersections with recommended streets, and optionally at all other intersections. Brightly-contrasting paint or textured paving should be used for crosswalks with higher pedestrian volumes, while paint or vinyl striping may be used elsewhere.

vi. The following concern block size:

(1) Unless otherwise specified below, the recommended block size below is defined in relation to vehicular streets as specified in (d) below that include sidewalks; alleys are not permitted as a means to create smaller block sizes:

(A) Block size in neighborhood districts: Each block should not exceed 600 feet by 200 feet.

(B) Block size in center districts: Each block should not exceed 700 by 350 feet.

(C) Block size in campus districts: No block should exceed 1,000 feet along the longest block dimension.

(2) The following exceptions apply to the recommended block sizes:

(A) Where existing buildings must be preserved through adaptive reuse, and where existing open space is recommended for preservation.

(B) Where open space areas are provided in N.J.A.C. 19:31C-3.1 6, and where multi-use pedestrian/bicycle pathways are provided at sufficient spacing to provide the equivalent block size at a pedestrian/cyclist scale.

(c) The following concern bicycle and pedestrian networks:

1. Sidewalks: All streets (except for alleys) should have sidewalks on both sides. Sidewalks should have a clear walking area of at least five feet. A tree planting area with a minimum of five feet width should be provided between sidewalks and roadways, surfaced with concrete or decorative brick in retail areas and with grass and/or low landscaping in other areas. Wider sidewalk area widths should be considered in mixed-use areas.

2. The following concern multi-use trails:

i. A continuous multi-modal trail loop should be provided around the perimeter of the Fort Monmouth Project Area, as shown above in Figures 6a and 6b, Circulation Elements. The multi-modal trail should be at least 12 feet wide to accommodate pedestrians and cyclists traveling in both directions, and should be striped and marked in accordance with prevailing standards. Where the trail alignment does not fall within green or open space, the trail may be constructed adjacent to a street, incorporating available right-of-way from sidewalks. The design of any multi-use trail along a county roadway shall be coordinated with the County of Monmouth; and

ii. Any opportunities for additional connections to other planned local and regional trails systems should be considered, including connections to the planned multi-modal trail lying outside of the Fort Monmouth Project Area connecting the Main Post and Charles Wood.

3. Bicycle lanes: Beyond the bicycle facilities that may be created as part of the multi-use trail specified in (c)2 above, additional bicycle lanes are permitted and should be considered on Fort Monmouth Project Area streets. Street configurations, as described in (d) below, should be widened accordingly to accommodate any bicycle lanes. Dedicated and shared bicycle paths should comply with the standard guidelines developed by the New Jersey Department of Transportation.

(d) The following concern street typologies:

1. Where applicable, streets within the Fort should comply with Residential Site Improvement Standards (RSIS). Further, all streets within the Fort should follow one or more of the right-of-way typologies described and illustrated in Figures 7a and 7b, Street Sections, below. Cartway right-of-way widths described below refer to the vehicular right-of-way. The selection of street type should take into account the adjacent land uses, traffic loads, and pedestrian volumes.

i. Local street: This type should be used in residential areas or where development faces a park or other open space. Each local street should have one 11-foot travel lane in each direction, and on-street parking on at least one side, with eight-foot lane widths. Total cartway right-of-way width: 30 to 38 feet. Recommended street-facing building setbacks: six to 15 feet.

ii. One-way couplet, which is a pair of streets designed to work together on opposite sides of a public open space, such as along Sherrill and Saltzman Avenues on either side of the Parade Ground: Each half of the couplet should have two 11-foot travel lanes running in the same direction, and one eight-foot parking lane next to the open space. Total cartway right-of-way width for each couplet street: 30 feet. Recommended street-facing building setbacks: six to 15 feet.

iii. Main street: This type should be used in mixed-use and other retail and office areas. Main streets should have one 12-foot travel lane in each direction, and parking lanes on both sides at eight-foot widths. Total right-of-way cartway width: 40 feet. Recommended street-facing building setbacks: zero to 10 feet.

iv. Minor collector road: This type should be used only in campus districts, where no on-street parking is needed; or where a street has open space on both sides. Minor collector roads should have one 12-foot travel lane in each direction, and no on-street parking. Total cartway right-of-way width: 24 feet. Recommended street-facing building setbacks: 20 to 30 feet.

v. Boulevard street: This type should be used where the effect of a signature grand street is desired. Boulevards should have one 12-foot travel lane and one eight-foot parking lane in each direction, plus a 10-foot (or wider) planted center median. A shared turning lane may alternate with the planted median. Total cartway right-of-way width: at least 50 feet. Recommended street-facing building setbacks: 10 to 25 feet.

vi. Arterial road: This type is permitted only for Tinton Avenue, Hope Road, and Avenue of Memories. Arterials should have two 12-foot travel lanes in each direction (four travel lanes total), with no on-street parking. Total cartway width: 48 feet. Recommended street-facing building setbacks: 10 to 25 feet.

vii. Alley: This type is not permitted to frame recommended open spaces or provide access to the fronts of buildings. Alleys may provide access to rear residential parking garages, typically for small-lot single family homes, townhouses, and stacked flat unit types. Alleys should have one 19-foot, two-way access drive aisle, with three-foot planting strips on either side in the areas that do not include garage doors. At garage doors, the planting strip should be paved, in order to provide a paved area of 25 feet for vehicular access into garages. No sidewalks are permitted. Total cartway right-of-way width: 25 feet. Recommended building setbacks: zero to three feet.

2. In addition, Figures 7a and 7b, Street Sections, below show recommended minimum and maximum building setbacks for each street type, which apply in conjunction with build-to lines specified in N.J.A.C. 19:31C-3.1 7(a).

3. Additional right-of-way shall be required on certain streets if the multi-use trail system specified in (c)2 above uses the street's sidewalk or adjacent area, or if in-street bicycle lanes specified in (c)3 above are provided.

(e) The following concern trees and other streetscape furnishings:

1. On existing streets to be preserved, existing trees should be maintained where possible. Upgrade of street sections to meet Residential Site Improvement Standards (RSIS) should take advantage of local conditions, if permitted, in order to preserve existing street trees.

2. Where street trees do not already exist, new street trees should be provided. Street trees should be located in the area between curb and sidewalk at an interval not to exceed 40 feet on center.

3. In areas with low pedestrian traffic (such as lower-density residential and campus districts), the tree planting area should include a continuous planted lawn strip, with interruptions for pathways that run perpendicular to the street to connect the street to buildings. Tree lawns should be sloped at two to three percent toward the curb. Trees should be located at least 25 feet away from street lights and clear of vehicular sight line triangles.

4. In areas with higher levels of pedestrian traffic (such as mixed-use areas, center districts, and higher-density residential areas), the tree lawn strip area may be paved, with trees placed either in open beds or below tree grates. Tree beds should have not less than four-foot depth, five-foot width, and 15-foot length in order to maximum the soil volume in the root zone. Tree grates, if employed, should be a minimum of five feet by five feet square, and the walk area over the planting pit should be a reinforced concrete slab or permeable paver system.

(f) Bus service: Jitney bus service is recommended to be provided within the Fort Monmouth Project Area. The bus should include at a minimum the recommended stops shown along the loop in Figures 6a and 6b above, and should connect to the NJ Transit Little Silver commuter rail train station and existing bus service along Route 35. Service running in both directions along the jitney route is recommended, rather than a one-way loop. Jitney bus stops should include shelters, seating, and lighting. As a metric for service levels, at least 80 percent of all development in the Fort Monmouth Project Area should have jitney bus service within a one-quarter-mile walking distance.

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Notes

N.J. Admin. Code § 19:31C-3.14