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Pedestrian Safety Roadshow
Albany Street Bridge Corridor
New Brunswick and Highland Park, New Jersey
October 21, 2003
Federal Highway New Jersey Department of
Administration Transportation
Robert Wood Johnson
United States Department Foundation
of Transportation Alan M. Voorhees Transportation Center
Rutgers, The State University of New Jersey
1
Table of Contents
Introduction 3
Methodology 5
Roadshow Summary 8
Next Steps and Identified Improvements 36
Appendix A – Newspaper Meeting Coverage 40
Appendix B – Resource List 43
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Introduction
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Introduction
Bicycling and walking issues have grown in significance throughout the 1990s.
Development pressures have increased traffic and congestion on our roadways
with a corresponding decrease in the safety and comfort of pedestrians and
bicyclists. Communities are finding that more people want or need to walk and
bike. For instance, children are a segment of our population that cannot drive but
still need access to their communities. Indeed, even within the adult population
not everyone has access to an automobile. To people, whether they be children
or adult, alternative modes of transportation such as walking and biking can be a
necessity, not a choice. Communities find that in many cases existing
infrastructure does not provide adequate facilities for bicycles and pedestrians.
The challenge of finding the resources and people who can help provide
guidance on these issues is not usually a part of local government staffing.
The state and federal government has recognized the need to provide resources
to communities who want to affect change in relation to bicycling and walking in
their communities. At the federal level, the Federal Highway Administration
(FHWA) is a recommended source of guidance and funding for bicycle and
pedestrian projects. One program that is offered is the Pedestrian Safety
Roadshow. This program offers guidance on improving the safety of pedestrians
in a community by examining one intersection or area that has been identified as
an issue by the community. The lessons learned can be applied more broadly
following the Roadshow. The program relies on the community to follow-up on
the findings by implementing change where possible and pursuing resources to
help alleviate identified concerns.
A Pedestrian Safety Roadshow was offered to the communities of New
Brunswick and Highland Park and the Albany Street Bridge corridor was
examined at the behest of the New Jersey Department of Transportation
(NJDOT). The corridor has documented pedestrian safety issues and has long
been a concern to both communities. The NJDOT through its staff and through
the NJ Bicycle and Pedestrian Resource Project, funded by NJDOT and staffed
by the Alan M. Voorhees Transportation Center (VTC), provided logistical
support to FHWA representatives in performing the show and technical expertise
in meeting follow-up. The Robert Wood Johnson Foundation (RWJF) through its
“NJ Walks and Bikes!”* initiative also contributed staff time to make this project a
success.
The following document is a summary of the results of the Pedestrian Safety
Roadshow. It is the hope of the FHWA, NJDOT, and VTC that this exercise can
serve as a starting point for positive change to the pedestrian environment of the
Albany Street Bridge Corridor and the communities at large.
* Note: New Brunswick is one of eight communities in the NJ Walks and Bikes! pilot program funded by RWJF. One of
the core goals of this program is to foster pedestrian friendly design.
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Methodology
5
Methodology
The purpose of the Pedestrian Safety Roadshow is to engage a community in
identifying pedestrian safety concerns as well as the potential impact of
pedestrianism to health, community development, and quality of life. The show is
designed to serve as an opportunity for pedestrian education, as well as an
opportunity to document community concerns about the local pedestrian
environment. The end goal is that the road show will serve as a catalyst for the
community to examine their physical surroundings in relation to pedestrian
concerns and to advance specific improvements.
The first step in the Pedestrian Safety Roadshow process is to select a
community that has concerns about pedestrian safety at an intersection or some
other problem area. In the case of the Albany Street Bridge Corridor, two
communities are involved, New Brunswick and Highland Park. Both have
concerns about the Albany Street Bridge, a key pedestrian, bicycling, and
automobile corridor that links their communities. The corridor has also been
identified by the New Jersey Department of Transportation (NJDOT) as being an
area of concern due to the number of documented crashes and conflicts between
pedestrians and motor vehicles. Additionally, St. Peters University Hospital, as a
recipient of a Robert Wood Johnson Foundation grant, has had an interest in
increasing the walkability of New Brunswick as a means to establishing healthy
active lifestyles for the citizens of New Brunswick and the greater environment.
The next step is to assemble a cross-section of stakeholders to participate in the
event. The purpose of reaching out to community stakeholders is to create a
forum to discuss community issues. It also provides an opportunity for attendees
to meet other community representatives and decision makers as well as state
and regional transportation officials. Attendees were exposed to a group of
people who could make this event the catalyst for turning the meeting findings
into a project to be pursued.
Logistics for the meeting in New Brunswick were arranged and available
information related to pedestrian safety and local pedestrian initiatives was
gathered. Information included census data, available planning documents,
relevant studies, and community development standards. This information was
examined and forwarded to the consultant that would be deployed on behalf of
FHWA to facilitate the “roadshow”.
On October 21, 2003 the Roadshow was held at the Middlesex County Planning
Offices in New Brunswick. The event began with presentations by public
representatives detailing their interest in pedestrian safety. Next, Leverson
Boodlal, the FHWA representative, presented a Power Point show designed to
educate attendees on pedestrian safety and its importance. The show illustrated
facilities, typical pedestrian issues, and potential remedies. Following the Power
Point show attendees were divided into groups and taken into the field to
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examine the corridor in light of the information that had just been presented to
them. Following the field walk, the groups presented their findings to the other
groups.
This report was generated to provide a record of the meeting, to outline the
findings of the attendees, and to provide resources and potential next steps for
the communities to enact to advance positive changes in their local pedestrian
environments. The report is being distributed to both meeting attendees as well
as stakeholders who had expressed interest in the findings of the road show.
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Roadshow Summary
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New Brunswick
Federal Highway Administration Pedestrian Safety Workshop
Middlesex County Planning Offices
Conference Room
October 21, 2003 9am – 3 pm
I: Meeting Summary
In Attendance:
1) Sharon Roerty, Senior Project Manager, Voorhees Transportation
Center (VTC)
2) Heather Fenyk, Project Manager, VTC
3) Elise Bremer-Nei, Supervising Planner, Office of Bicycle and Pedestrian
Programs, NJDepartment of Transportation (NJDOT)
4) Ben Weaver, Graduate Assistant, VTC
5) Sophie Hartshorn, Graduate Assistant, VTC
6) Ranjit Walia, Project Coordinator, VTC
7) Leverson Boodlal, Safety Coordinator, FHWA
8) Camille Fernicola, Middlesex County Freeholder
9) George Ververides, Middlesex County Transportation Planner
10) Lawrence Kolodziej, Middlesex County Engineering Office
11) Tony Gambolinghi, Supervising Planer, Middlesex County Department of
Planning
12) Caroline Granick, Middlesex County Transportation Planning
13) Kerry Brown, City of New Brunswick Planning Department
14) Denise Nickels, Middlesex County Improvement Authority
15) Susan Blickstein, Planner, Orth Rodgers and Associates
16) Mark Healy, Heyer and Gruel Representative
17) Ron Tindall, NJTPA
18) Richard M. Shaw, Director of Operations Support, NJDOT
19) Mayor Meryl Frank, Highland Park Mayor’s Office
20) Chief Francis Kinney, Highland Park Police Department
21) Amelia Korab, St. Peter’s University Hospital
22) Colleen O’Connell, New Brunswick Tomorrow
23) Morteza Ansai, Keep Middlesex Moving
24) Sean Meehan, Keep Middlesex Moving
25) Fern Walter Goodhart, Highland Park Transportation Committee
26) Loren Muldowney, Highland Park Environmental Commission
27) Michael J. Viscardi, Senior Facilities Planner, NJ Transit
28) Paul Sauers, NB bicycle and pedestrian advocate
29) Mike Kruimer, HP/NB bicycle and pedestrian advocate
30) Anne Kruimer, HP/NB bicycle and pedestrian advocate
31) Kevin Conover, Project Engineer, NJDOT Bureau of Safety Programs
32) Lt. Peter Pelletier, Rutgers University Police
33) Officer Jeffrey Jannarone, Rutgers University Police
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34) Bill Riviere, Planner, NJDOT
35) Joy Norsworthy, NJ Americans with Disabilities Act (ADA) Commission
36) Christyna Norsworthy, NJ ADA Commission
37) Gary Johnson, Main Street Highland Park
38) Ray Jacek, NJDOT
The Targeted Area: The Albany Street Bridge corridor running from Adelaide
Avenue in Highland Park to the train station (intersection of Easton Avenue and
Albany Street) in New Brunswick.
Part I: Introduction Session
Camille Fernicola, Middlesex County Freeholder
• Freeholder Fernicola expressed her support for bicycling and pedestrian
projects, and points to the county’s record of political support for bicycle
and pedestrian projects. County Freeholders have worked to:
• Secure $50,000 in funding for bicycle and pedestrian improvement
projects in the Middlesex county budget.
• Include a dedicated bicycle lane as part of the Route 18 widening
project.
• Secured Governor McGreevey’s signature on a statewide Walk to
School Day proclamation for a second year in a row.
• Freeholder Fernicola views economics, health, and public policy, as all
related to transportation.
• She has two goals for this workshop:
1. Reach out to the community regarding the Albany Street bridge
corridor; and
2. To obtain recommendations for improvement of the corridor.
Middlesex County Freeholder Elise Bremer-Nei of the NJDOT
Camille Fernicola Listens to explains NJDOTs bicycle and
Speakers pedestrian programs
10
Elise Bremer-Nei, NJDOT Office of Bicycle and Pedestrian Programs
Elise gave an overview of the projects that the NJDOT Bicycle and Pedestrian
Office is currently working on:
• Updating the NJ Pedestrian and Bicycle Master Plan – It will be “unveiled”
at November 5th meeting at the Middlesex County Planning Department
Offices, New Brunswick, NJ at 4:30pm
• Ongoing support via local planning assistance grants, which provides
New Jersey counties and municipalities with assistance in sound
transportation planning, including pedestrian and bicycle planning. The
NJDOT has consultant teams that have expertise in bicycle and
pedestrian planning issues. These teams are made available to counties
and municipalities through various planning assistance programs.
• Safe Routes to School is a statewide program that promotes biking and
walking to school. It is a program designed to decrease traffic and
pollution and to increase the health of both children and communities.
Additionally, the program educates the public on ways to create safer
streets and encourages law enforcement agencies to better enforce traffic
regulations.
• Roadway Design Manual – This manual has been produced to
communicate recommended guidelines for designing roadways in the
state. The document includes guidelines for accommodating bicycles and
pedestrians.
• Ms. Bremer explained that the Albany Street Corridor was selected for
this workshop because of concern with pedestrian crash statistics
associated with the area, but also because of the engagement and
interest shown by community members from New Brunswick and
Highland Park in addressing pedestrian safety issues.
Leverson Boodlal, FHWA
• Mr. Boodlal, a safety coordinator with the Federal Highway Administration,
conducts pedestrian safety roadshows in communities throughout the
country.
• The interest on the part of the FHWA in conducting these workshops is to
establish a core working group in communities with pedestrian safety
issues and to encourage them to identify short, medium, and long term
changes in the pedestrian environment.
11
Part II: Information Gathering Session
Participants at the workshop Heather Fenyk from the VTC giving
Introductory remarks
Sophie Hartshorn, Voorhees Transportation Center
• Presented a PowerPoint show introducing bicycle and pedestrian issues
associated with the Albany Street bridge:
1. Ms. Hartshorn summarized who is using the bridge and why it is
such a heavily used link by pedestrians, bicyclists, buses, trucks,
and cars.
§ It is the only direct connection between New Brunswick and
Highland Park. Both communities are seeing growth in
population and development, with a corresponding increase
in the volume of traffic between the communities.
§ New Brunswick and Highland Park have many shared
community destinations. Parks, restaurants, cultural
amenities and housing are origins and destinations shared
by both communities. New Brunswick possesses other
regional destinations such as hospitals and Rutgers
University campuses and facilities. The bridge corridor is the
primary link that provides access to these shared
destinations.
§ The corridor is used by commuters and other residents to
access the NJ Transit/Amtrak train station in New Brunswick
§ It is a designated truck route.
2. Ms. Hartshorn summarized some of the major obstacles to making
the bridge corridor bicycle and pedestrian friendly:
§ “Cavernous” feel on the bridge – due mostly to the tall metal
fence lining both sides of the walkway.
§ Pedestrian crossings at both ends of the bridge need
improvement. Some crossings are unmarked, lack
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pedestrian signal heads, or do not channel pedestrians to
appropriate crossing areas.
§ The bridge does not have dedicated bicycle facilities. Due to
the narrow width of the travel lanes on the bridge, a lack of
shoulders, and the speed and volume of traffic, bicyclists
typically ride on the sidewalk. The sidewalk does not have
sufficient width to properly accommodate both bicyclists and
pedestrians.
§ Many of the curb ramps in the corridor are not ADA
compliant and need to be upgraded.
§ There is a three-tiered maintenance problem:
• constant litter/debris issue
• seasonal removal of ice and snow
• surfacing maintenance issue- wear and tear of paving
material
3. The bridge is also an important component of several
redevelopment plans currently in the concept development process.
One proposal is the dredging of the Raritan River and
redevelopment of the New Brunswick waterfront. Any new
development would likely contribute to the use of the bridge by all
user types.
Overview of Middlesex County projects/programs/concerns related to
pedestrian safety in the area
Tony Gambilonghi, Middlesex County Transportation Planning Office
• The county is engaged in ongoing work with the City of New Brunswick to
identify problem areas and implement solutions, such as:
• better pedestrian crossings and facilities
• traffic signals
• public education
• The County Transportation Planning Office is currently conducting a New
Brunswick Bicycle Safety Study. The goal of the study is to identify a
means to connect the Rutgers University campuses with a safe, seamless
bicycle network, and to extend the network to downtown New Brunswick
and the train station.
• The County Transportation Planning Office currently coordinates the
County Bicycle and Pedestrian Task Force, an advisory group with a goal
to promote bicycle and pedestrian improvements, increase their safety
and ease of use, and integration of facilities into the Middlesex County
transportation system.
• The office has submitted a problem statement to the NJDOT regarding the
bike path that runs parallel along Route 18 in New Brunswick, commonly
referred to as “the trench”. The path is recessed, has some safety
concerns, and is underutilized. As a result of this request, NJDOT is
moving ahead with it as a project.
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The office is also involved with three different bicycle studies and projects that
will, ultimately, form a continuous 6-mile bikeway starting from Route 1 in New
Brunswick and terminating at Route 287. The three components of this project
are:
• A new bicycle lane as part of the Route 18 widening project, connecting
Route 27 to the John Lynch Bridge.
• A possible expansion of the Johnson Park bikeway from Hoes Lane to
Bound Brook. The office is currently examining the feasibility of this
proposal.
• A redesign of the Route 18 “trench” bikeway.
Part of the “trench” bicycle path under redesign. This portion
is directly underneath the Southern Edge of the Albany Street bridge
Overview of Rutgers University initiatives to address pedestrian safety on
campus
Jeff Jannarone, Rutgers University Police
• Crosswalks and signs helped to lower speeds on College Avenue from 60
mph to 30 mph.
• Officer Janarone has observed that pedestrians tend to cross either
directly before or directly after the location of the “caution pedestrian”
signs that have been installed when making a mid-block crossing outside
of a crosswalk.
• Rutgers University Police introduced a jaywalking tickets initiative at the
beginning of the school year. The program was not popular with students.
• Bicycle safety issues that he has observed:
• Many bicyclists don’t wear recommended safety equipment.
• Some people ride bicycles that are in such poor condition that they can
pose a safety issue. He feels that bicyclists should have to maintain
their bicycles for their own safety. He wondered if an inspection
program could be initiated.
14
• Bicycle storage can be a problem, currently there is not enough
storage to meet demand. Officer Janarone mentioned that bicycle
lockers with “flip-top” lids are available to communities if they submit a
request. These lockers are very reliable and a safe means of storing
bicycles, but are sometimes viewed as an eyesore so are not always
popular.
Overview of Highland Park law enforcement approach to encouraging and
facilitating a safe pedestrian environment
Police Chief Francis Kinney, Highland Park Police Department
• Highland Park is a diverse community that has a large number of people
who use bicycles and walking as a mode of transportation and recreation.
• Highland Park has a high volume of automobile traffic, especially passing
through on Route 27/ Raritan Avenue.
• Current conflicts between bicyclists and pedestrians sharing space on the
sidewalks will only be exacerbated with waterfront redevelopment
projects. For example, bicyclists currently cycle downhill at high speeds
from Adelaide Avenue onto the bridge, creating a danger for pedestrians
on the narrow sidewalk as cyclists merge onto it. Current waterfront
redevelopment plans include an additional access point leading from the
end of the bridge will be opened for pedestrian traffic. This will create even
more pedestrian traffic in an area that already is very dangerous and
overcrowded.
• Chief Kinney also remarked on the tremendous seasonal population
growth that occurs when the University is in session. As a result, bicycle
and pedestrian conflicts increase.
Kevin Conover, NJDOT Bureau of Safety
• There are over 300 locations of particular concern that have been
identified by the Bureau of Safety at the NJDOT. This corridor is one of
them.
• The Albany Street Corridor has been the location of 5
bicycle/pedestrian crashes in the past 5 years.
• Crashes have also occurred on the avenues north of the study area in
Highland Park (3rd, 4th, and 5th Avenues) in the past few years.
• Responding to concerns about existing pedestrian signal heads, Kevin
Conover stated that pedestrian countdown signal heads are the current
trend in pedestrian safety and could potentially be implemented in this
area.
• NJDOT is currently performing a corridor wide signal upgrade in
Highland Park, including signal and streetscape improvement
assessments.
• The Albany Street Bridge is not conducive to bicyclists using the
roadway and there is not enough room on the sidewalks for bicycles
and pedestrians to share the same space.
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• Mr. Conover observed that the New Brunswick train station needs
more bicycle storage.
• He noted that The Albany Street Bridge is the gateway between New
Brunswick and Highland Park and it is presently not very attractive.
• New Brunswick signals are under Middlesex County jurisdiction, and
are not being evaluated by the NJDOT. However, Mr. Conover urged
the County to make sure that they are in compliance with all federal
and state guidelines.
Kevin Conover of the NJDOT
explaining principles of signal
engineering
Mayor Meryl Frank, Borough of Highland Park
• The Mayor proudly introduced Highland Park as engaging in a “Green
Community” approach to development. Addressing sustainable
transportation issues is an element of the “green community” approach.
• The Mayor remarked that the Route 27 corridor has tremendous
congestion brought on by the 30,000 + cars and trucks that pass through
this corridor each day.
• Highland Park has received grant funding from NJDOT and other
agencies that will be used for street and pedestrian improvements.
Leverson Boodlal, Federal Highway Administration (FHWA)
Provided an overview of pedestrian safety issues in New Jersey in general terms:
• The New Jersey Pedestrian fatality rate is 2.1/100,000, which is 20%
greater than the national average.
• The focus area (Albany Street Bridge Corridor) has pedestrian fatality rate
of 4.3/100,000, one of the reasons it was picked.
• The Raritan Avenue bridge therefore sees a great many more pedestrian
fatalities than the national average.
He identified issues that commonly confront pedestrians:
• Cars not yielding to pedestrians
• Lack of sidewalks
• Poor conditions of sidewalks
• Poorly designed sidewalks
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• Insufficient pedestrian signs and markings
• Pedestrian signal timing
• Wide street widths that create long crossings
He identified factors that discourage people from walking:
• Distance
• Weather
• Safety
• Accessibility
• Security
He stressed the need to design sidewalks that are wide enough to accommodate
all users:
• People using wheelchairs
• People who walk with canes
• People who use a guide dog
• Children who run/play while walking
He pointed out that you need to consider functional abilities such as:
• Height
• Speed of walkers
Mr. Boodlal briefly discussed some key points of The Americans with Disabilities
Act (ADA) Title II:
• All new structures must be accessible to all people with disabilities.
• The act emphasizes seamlessness and connectivity.
Mr. Boodlal described the “price” of inactivity:
• 960,000 people die each year in the United States from cardiovascular
disease.
• Rates of obesity and diabetes are also skyrocketing in the United States.
17 million people in America are now afflicted with diabetes. Projecting
trends based on health data covering 360,000 Americans from 1984 to
2000, research estimates that this number will climb to 28 million people
afflicted with the disease in the next 50 years.1
• Over 64% of the American adult population is now overweight or obese. In
addition, obesity and physical inactivity account for more than 300,000
premature deaths every year.2
• This is partially brought about by lack of exercise, which in turn is partially
brought about by built environment that is not conducive to exercise,
walking, or bicycling.
• Incorporating walking into our lifestyles through pedestrian-oriented design
could help to improve the health of hundreds of thousands of Americans.
1
Retreived from: http://www.msnbc.com/news/
2
Retrieved from http://www.cdc.gov/
17
Leverson Boodlal gave a presentation of Physical Attributes of Pedestrian
Oriented Design:
• Discussion of the sidewalk zones:
• Curb zone
• Furniture zone
• Pedestrian zone
• Planting zone
• Frontage zone
• Presented FHWA recommendations for the width of each of the zones.
• Presented some of the principles and elements of pedestrian-oriented
design.
• Integration with transit
• Attractive sidewalks
• Pedestrian oriented lighting
• Pedestrian amenities such as benches, planters, etc.
• Increasing sidewalk width to accommodate all users.
• 5% maximum grade on sidewalk.
• Cross slope maximum 2% (to prevent wheelchair tippage)
• Midblock crossings should be considered when the block is greater
than 600 feet long, and only if implemented with appropriate pavement
marking and signage.
• Drainage
• Slope of transition between sidewalk and driveway
• Make grates safe for pedestrians, wheelchair users and bicyclists;
1. .5 inch maximum openings in grade
2. Openings perpendicular to travel direction of
bicycle/wheelchair tires.
• It is important to limit the number of access points to a facility. Statistics
have shown that the more entrances/exits there are to a facility, the more
accidents occur there.
• Remarked on other treatments available to increase safety and visibility
for pedestrians and bicyclists. Some examples are signage, in-roadway
flashing lights at crosswalks, or the use of stamped pavement that looks
like bricks.
• Recommended that parallel parking be set back, to allow greater line of
sight to those who are crossing the street.
• Curb bulb-outs can reduce crossing distances and improve visibility of
pedestrians.
• Recommended advance stop line be offset 8–10 feet before the
crosswalk.
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Discussion of “Turning” Movements
• When a driver is turning, their field of vision is narrowed, yet there are
many things that the driver needs to see. For these reasons, it is important
to consider turning movements as a possible threat to pedestrianism, and
why intersections need special consideration for pedestrian safety.
• To increase pedestrian safety, design compact intersections with small
turning radii
• Pedestrians tend to cross at the narrowest point. Ideally, this is where
the crosswalk should be located
• A minimum 40 ft radius is required for turning semi trucks
• Consider the ability of a driver to turn their neck quickly to observe
pedestrians. Older drivers in particular may find their mobility
compromised and this needs to be taken into account.
Curb ramps
• Maximum 11% grade to account for roadway meeting point
• Several kinds of curb ramps:
• Perpendicular curb ramps
• Diagonal curb ramps
Discussion of infrared detectors
Microwave / infrared pedestrian detectors provide the means to automatically
detect the presence of pedestrians in either the targeted curbside area or while
moving in the crosswalk area. When used at curbside, they can replace standard
push buttons used to activate the pedestrian call feature.
• Mayor Meryl Frank of Highland Park asked about the possibility of using
infrared pedestrian sensors in Highland Park. This would increase safety
in Highland Park because of the large numbers of orthodox Jewish
families that travel by foot through the community and also over the
Albany Street Bridge. As part of their observance, there are several days a
week that manual labor, including pushing buttons to activate walk signals
is prohibited. (Friday sundown to Saturday sundown). She asked NJDOT
to consider the use of these lights in Highland Park, and commented that
there is no money in the Highland Park budget for such an item.
Leverson Boodlal
• Reminded the workshop participants to think about how to build a great
community:
• What is the vision of the community—the reason that we all attended
the workshop?
• How will this occur?
• How will you be a part of the event?
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Part III: Site Visit Session
Following a break for lunch, the group was divided into four teams and each
group walked the Route 27 / Albany Street corridor. Each group was asked to
assign a note taker and to observe pedestrian and bicycle issues in the corridor,
with the following guidelines in mind:
• The “audience” evaluating the bridge should include a wheelchair user, a
user with a cane, a young child, an elderly (75+) person, and a blind
person.
• The bridge should be considered from the perspective of driver and
pedestrian
• The corridor was divided into five zones of analysis depicted below:
Zone 4
Zone 3
New
Brunswick
Train Station
Zone 2
Zone 5
Zone 1
Groups were asked to identify areas of particular concern and to provide
suggestions for improving the pedestrian and bicycle environment along these
five segments.
After the site visit, each group was given large aerial photographs of the corridor,
tracing paper, and drawing supplies. They were given 45 minutes to visually
represent issues found/discussed during the site visit. Each group was then
given a few minutes to discuss their findings with other workshop participants.
The following comments were culled from the post-site-visit charrette and
discussion period.
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Overall Corridor Comments
Items that apply to the entire corridor and all 5 zones
Leverson Boodlal of the FHWA
leads a group out for a site
visit and assessment
• Curb ramps need to be replaced at almost every intersection along the
corridor. Curb ramps are either not present, are not well designed, or are
otherwise not ADA compliant along the entire corridor.
• Crosswalks along the corridor should be improved. Potential treatments
could be high visibility crosswalks, raised crosswalks, or the use of texture
and paving materials to enhance crosswalks.
• All broken pedestrian signal buttons should be fixed along the corridor
• Signage alerting motorists to pedestrians is deficient, particularly at
vehicle/pedestrian conflict locations. It is recommended that new, high
visibility pedestrian signs be installed at all intersections, especially at
Route 18 on ramps, exit ramps, and access road ramps.
• Storm grates should be made ADA and bicycle compatible.
This drainage inlet
grate does not have
a bicycle safe grate
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Zone 1
George Street to the Route 18 ramp (Burnett Street), east side
Bicyclist on the Albany Street Burnett Street / Albany Street
The sidewalk Intersection lacks crosswalks
sidewalk
Zone 1: Description
This area stretches from the intersection of George Street to the Route 18
entrance ramp (Burnett Street) on the eastern side of the corridor. This section
has a bricked sidewalk that is approximately 15–20 feet wide. Portions of this
sidewalk are landscaped with potted plants, but the majority is not. There are
also no benches or other street furniture in this section. There are two road
crossings in this zone. The first crossing is across Nielson Street This
intersection has a pedestrian signal and crosswalk, but no dedicated pedestrian
walk phase. Right-on-red is allowed, increasing the chances of a conflict. The
second intersection is the Route 18 entrance ramp. This intersection has high
volumes of traffic. There are no signals or signs denoting this intersection as a
pedestrian crossing. In other words, it functions as a pedestrian crossing, but is
not marked or signaled as such. Pedestrians do not have a pedestrian signal,
and therefore must cross when they see a break in traffic. This can be difficult
due to the steady flow of traffic accessing Route 18 in this area.
Zone 1: Comments From Workshop Participants
George Street Area:
• A truck was observed unloading while parked in the crosswalk—
crosswalks and sidewalks should not be blocked by loading and unloading
activities.
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• Numerous newspaper boxes of varying heights and widths impairing
mobility.
• Crosswalks on all four legs of the George Street intersection should be
widened due to the high volume of pedestrians.
Neilson Street Area:
• Curb ramps don’t align with crosswalks.
• There are no pedestrian buttons to activate lights.
• Some issues with trucks unloading at corners, not in designated areas,
causing an obstruction of driver view.
• Several motorists made left turns from Route 27 South onto Neilson Street
after the pedestrian walk sign was lighted. Southbound Route 27 drivers
who want to go left have a confusing traffic signal (a “blind clearance
interval“), in which the left turn signal arrow disappears as the northbound
27 traffic gets a green light while simultaneously the pedestrian crossing
Neilson gets the pedestrian walk sign. It is recommended that the left turn
arrow should turn yellow before the signal disappears altogether.
[According to Kevin Conover, NJDOT, this signal is out of compliance by
at least several years, and is in Middlesex County jurisdiction.]
• Sidewalk grade from George to Neilson Street exceeds the recommended
5%; the transverse slope exceeds recommended 2%.
• The corridor as a whole lacks amenities for children, senior citizens, and
people with disabilities.
A curb ramp that is not compliant
with ADA standards on Burnett
Street
Bicyclist waiting at the Route 18
Entrance ramp/ Albany Street
Intersection
• The sidewalk by the Hyatt is functional but lacks aesthetic improvements.
The area seems appropriate for seating since there is a bus stop located
there, however none currently exists. Loose pavers were observed in the
area, and there is a lack of a buffer between the pedestrian and the
roadway.
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Route 18 Entrance Ramp (Burnett Street) and Route 27
• The Route 18 entrance-ramp from Route 27 should have a red-arrow filter
on it, to allow for a dedicated pedestrian crossing phase. Currently,
pedestrians must wait for a break in traffic. This is particularly difficult due
to the high volume of traffic and vehicle speeds.
• Clear pedestrian signage is lacking at the intersection. In addition, the
lack of striped crosswalks detracts from pedestrian safety. Signage
should be more clearly displayed and high visibility crosswalks should be
striped across both Burnett St. and Route 27.
• Curb ramps are not ADA compliant and are difficult to mount with a
wheelchair or bicycle.
24
Zone 2
Route 18 ramp to Adelaide Avenue, east side
The Route 18 Exit ramp The Albany Street bridge walkway
Zone 2: Description
This zone begins after crossing the Route 18 entrance ramp (Burnett Street).
Proceeding north after the entrance ramp, a narrow sidewalk leads under the
Route 18 highway overpass. The sidewalk then continues and leads pedestrians
across the Route 18 exit ramp, shown in the upper left hand picture. Traffic
volumes here are high coming off the ramp. Existing pedestrian signage is limited
and the ramp crossing lacks a pedestrian signal. After crossing the exit ramp,
the sidewalk narrows for its length across the bridge. The sidewalk is shared by
both pedestrians and bicyclists. Bicyclists do not use the roadway due to the
narrow travel lanes, high traffic volumes, high vehicle speeds, and lack of a
dedicated bicycle facility. There is a tall, metal fence arching over the path on
one side, and a concrete and metal railing to separate pedestrians from traffic on
the other side of the sidewalk. After crossing the bridge, the sidewalk once again
widens. It also begins to slant steeply upwards, ending at the intersection of
Albany Street and Adelaide Avenue.
Zone 2: Comments from Workshop Participants
Route 18 entrance ramp to Adelaide Avenue.
• Storm grates are not bicycle or ADA compatible.
25
• There is a large empty lot with a worn footpath through it indicating
pedestrian use and demand. The path should be considered for
improvement.
• The Route 18 underpass is strewn with litter and is dark. Improved lighting
and maintenance would make this area safer and more pleasant.
• Winter snow removal: snow removal on the sidewalks takes several days
after a snowfall. This can result in dangerous conditions including icy,
dangerous sidewalks. At times, pedestrians walk in the street to avoid the
hazardous condition. Since this corridor is so highly traveled, winter
maintenance should be a high priority.
• The white zebra striped area under the overpass on Route 27 is not meant
for vehicle travel, but is not performing its intended use. Instead, it is used
as a lane during peak travel hours; it should either be turned into sidewalk
or otherwise modified to prevent vehicles from driving on it.
Route 18 N. off-ramp:
• Angle of exit ramp approach should be changed to widen the sight line of
drivers so that they can better see pedestrians crossing the ramp.
• Shrubbery needs to be cut back and routinely maintained on the exit
ramps of Route 18 on both sides; it obscures the view of the motorist and
the visibility of pedestrians.
• The Route 18 exit is very dangerous for pedestrians, as motorists are
usually looking for cars coming from the left, and are not looking for
pedestrians or bicyclists that may be crossing. There should be high
visibility signage to indicate that this is a high-volume pedestrian corridor,
and force drivers to slow down or stop when exiting Route 18.
• High visibility crosswalks should be installed to delineate the
pedestrian crossing area and to improve overall pedestrian safety.
• The “trench” bikeway starts at the northern side of the crosswalk,
directly after crossing the Route 18 exit ramp. The bikeway should be
improved and its entrances clearly marked.
Route 18 exit ramp crossing in zone 2.
Since traffic leaving this ramp is merging
into existing traffic, drivers sometimes
neglect to look to the right to see
pedestrians or bicyclists approaching from
the south.
26
Albany Street Bridge:
• Litter and snow removal are maintenance issues that need to be
addressed.
• Water ponds on the sidewalk. This is a nuisance in fair weather but poses
an ice hazard during winter months. Drainage needs to be improved.
• The sidewalk is too narrow to safely accommodate shared bicycle and
pedestrian traffic. At the same time, travel lanes are too narrow (with fast
moving vehicular traffic) to be a safe or comfortable alternative for
bicyclists. The bridge should be studied for methods to better
accommodate bicyclists.
• Lighting for pedestrians is inadequate on the bridge. Pedestrian scale
lighting should be installed to improve pedestrian safety and visibility.
Bicyclists riding on narrow A Large, metal fence gives the
sidewalk across Albany Street walkway a “cavernous” feel
Bridge
• The appearance of the fence along the Albany Street Bridge is
aesthetically displeasing. In the short term, it could be painted to improve
its appearance. Ultimately, it should be replaced by a smaller and more
attractive fence. This would contribute to the “gateway” characteristic of
the bridge and would be more aesthetically pleasing.
Between the Bridge and Adelaide Avenue:
• Some curb ramps are not aligned with crosswalks. Curb ramps and
crosswalks should be properly located.
• There is a steep hill between Adelaide Avenue and the Albany Street
bridge, a bench would be helpful as a resting point.
27
• There is a pedestrian signal at Route 27 and Lincoln Avenue, but the
crossing lacks curb ramps. ADA compatible curb ramps should be
installed.
• Exposed 220 Volt wires and wire nuts (cover plate is missing) were
observed at the traffic signal pole on River Road. A new plate should be
installed.
Adelaide Avenue and Route 27:
• Existing crosswalks are poorly marked. New, high visibility crosswalks
should be installed.
• There is no existing pedestrian signal. Pedestrian signal heads should be
installed at the intersection.
• Existing curb reveal is high on either side of Adelaide Avenue. This
creates a hazardous step for pedestrians. Remedies should be
considered during resurfacing and sidewalk projects.
.
Faded crosswalks and pooling water at One group examining the curb ramps at
Adelaide Avenue the Albany Street/ Adelaide Avenue
intersection
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Zone 3
Adelaide Avenue to Route 18 exit ramp, west side
The west side of the Albany Route 18 exit ramp crossing
Street bridge
Zone 3: Description
This zone begins on the west side of the corridor at the Adelaide Avenue and
Albany Street intersection. It begins by crossing two roads, Lincoln Avenue and
River Road From there, it dips down onto a narrow sidewalk to cross the Albany
Street Bridge. Like Zone 2, this sidewalk is shared by pedestrians and bicyclists
due to the lack of bicycle accommodation on the travel way of the bridge. There
is a large fence on one side of the walkway that arches over the heads of walkers
and bicyclists. There is a metal/ concrete barrier to separate pedestrians from
vehicular traffic on the other side of the walkway. The road itself is narrow, with a
high volume of swiftly moving traffic. The bridge walkway ends with a crossing of
the Route 18 exit ramp. This ramp is marked with crosswalks, but lacks a
pedestrian signal. In addition, there is insufficient signage to indicate that there is
a pedestrian crossing here.
Zone 3: Comments from Workshop Participants
Crossing of Lincoln Avenue and River Road:
• The crosswalk at Lincoln Avenue does not align with the sidewalk, and
aligns poorly with the curb ramp.
• The timing of the pedestrian walk signal to get across Lincoln Avenue and
River Road seems too short.
• Vehicular turning movements and a lack of pedestrian facilities create
multiple conflict points.
• The intersection at Raritan Avenue and South Adelaide Avenue needs
three curb ramps. The curbs are very high here and present an issue for
wheelchair users.
• There should be a dedicated pedestrian crossing phase in the River Road
signal timing. Currently, pedestrians have to contend with left-turning
traffic when trying to cross.
29
The walkway does not have a direct
curb ramp or crosswalk- the bicyclist
or pedestrian must go out of their way
to cross. (Looking North towards the
Lincoln Avenue/ River Road Crossing)
Albany Street Bridge:
• Please see the comments from Zone 2 “Albany Street Bridge”. Issues and
recommendations are applicable to both sides of the bridge.
Route 18 exit ramp:
• Rumble strips should be considered on the Route 18 exit ramps to slow
vehicles on the ramp.
• The Route 18 ramps would be a good place to install advance pedestrian
alert devices so that vehicles entering the ramp are made aware of
crossing pedestrians.
In the winter, snow and ice often remain
on the walkway for weeks, creating a
Litter on the Albany Street Bridge slippery and dangerous situation
30
Zone 4
Route 18 exit ramp to George Street, west side
A bicyclist crossing Burnett Street at the gravel section of zone 4.
Zone 4: Description
This zone starts on a sidewalk underneath the Route 18 overpass on the west
side of the corridor. After the overpass, the sidewalk leads pedestrians across
two streets. The first street is Johnson Drive; a road that functions as a feeder
road to Route 18 South. There is a marked crosswalk across Johnson Drive, but
no pedestrian signs or signals. Cars move quickly as they merge from Route 27
and onto Johnson Drive, rarely slowing or stopping to allow pedestrians to cross.
There is a small pedestrian refuge in the middle of the two streets, before the
path continues across Burnett Street. The Burnett Street crossing is striped, but it
does not have pedestrian signage or signals. Once across these two roads, the
surface of the path turns briefly into a gravel, landscaped walkway. This
continues for roughly 30 feet before it turns back into a wide, tree-lined, bricked
sidewalk. From here, the sidewalk slopes gently upwards towards George Street.
31
Zone 4: Comments from Workshop Participants
Johnson Drive/Burnett Street Crossing
• There is no pedestrian signal on either of these roads. This is especially
problematic for the Johnson Drive crossing, since vehicles are moving
very quickly though the intersection and do not have any traffic lights or
signals requiring them to slow down.
• A bicycle lane should be added along Johnson Drive. When built, it should
be signed to alert vehicles turning onto Route 18 that a bicycle crossing is
ahead.
Burnett Street to George Street
• An ADA compliant curb ramp and sidewalk section is needed at Johnson
Drive and 27. Currently, the path is surfaced with loose gravel for a 30-foot
stretch. Though pretty, this surface is extremely difficult for wheelchairs,
strollers, or bicycles to navigate.
• Short term improvement strategy: pave the gravel section.
• Longer term improvement strategy: reconstruct entire intersection,
adding in new pedestrian crossings, a wider pedestrian refuge, with
curb ramps and sidewalks.
• Between Johnson Drive and George Street, the path slopes upwards and
is quite long. This stretch could be improved by the addition of benches.
• A good short-term strategy to slow traffic at the Johnson Drive intersection
could be to add some sort of textured pavement to the crosswalk.
• The curb ramps and crosswalks are not in alignment at this intersection. A
wheelchair user or pedestrian must “zig zag” if they wish to stay on the
sidewalk. They should be reconstructed so they align with each other.
The underpass of Route 18, spanning Shared roadway along zone 4
both sides of the corridor
32
Zone 5
George Street to train station, east and west sides; paying
particular attention to the intersection at Easton and Albany.
The Easton Avenue/ Albany Street intersection, adjacent to the train station
Zone 5: Description
The portion of this sidewalk on the west side of the corridor follows a blank
wall of a parking garage/office building from George Street to the NJ
Transit/Amtrak train station. This train station is busy at all hours of the
day and night, connecting commuters, shoppers, and leisure travelers to
New York City and other points in the region. There is also a very high
volume of vehicular and truck traffic along the roadway.
The walk on the east side of the corridor is lined with restaurants and
stores, including the Rutgers University campus bookstore. It also serves
as the pedestrian route into downtown New Brunswick, which offers
cultural amenities, healthcare facilities, restaurants, the Middlesex County
Court system, New Brunswick Police Department, and educational
facilities.
These destinations generate a tremendous amount of pedestrian traffic at
the Easton Avenue/Albany Street intersection. Unfortunately, the existing
pedestrian crossing does not fully address pedestrian needs. Although the
intersection sees high volumes of both pedestrian and vehicular traffic,
there is no dedicated pedestrian phase where all traffic is stopped and
people can cross safely. This creates a situation where pedestrians must
wait for gaps in traffic to cross. In addition, the pedestrian signal activation
button does not appear to work. Consequently, many pedestrians jaywalk,
or cross midblock to avoid the intersection entirely.
33
Zone 5: Comments from workshop participants
• The intersection at Albany Street and Easton Avenue is very dangerous.
Perhaps it would benefit from a timed “pedestrian scramble” signal phase,
where all pedestrians can walk at once and all automobile traffic must
remain stopped.
• Jaywalking is currently encouraged by physical design of the median.
There are several bricked areas on the median that appear to be
pedestrian safe havens but are not designated crossing areas and do not
have curb ramps. (Please see photo) They should either be removed/ or
planted over to discourage mid-block crossings. Alternatively, curb ramps,
signage, and striping could be added and they could be formal mid-block
crossings.
Bricked sections of median that appear to be midblock crossings along Albany Street
• The pedestrian signal activation button does not appear to activate the
walk signal. It took over a minute to change to a pedestrian walk signal
from when the button was first pushed. Most pedestrians were observed
jaywalking rather than waiting for the walk signal. (Please see following
photo)
A pedestrian waiting for the pedestrian signal in front of the train
station, while other pedestrians jaywalk 34
• There is another pedestrian signal that does not seem actuated by the
pedestrian pushbutton at George Street and Route 27.
• The crosswalk striping at the Albany Street/Easton Avenue intersection is
worn. It should be restriped.
• Heavy truck traffic seems especially noisy and dangerous at this
intersection. It is incompatible with the width of the roadway and the high
volumes of pedestrian traffic. Consideraton should be given to rerouting
trucks onto an alternate route.
Part IV: Closing
• Leverson Boodlal wraps up the meeting by encouraging people to form
working groups to address specific subjects, such as adding crosswalks or
improving signage. Changes should be identified as short, medium, and
long-term goals for pedestrian improvements. He believes that some of
the changes suggested at the workshop could be implemented in a matter
of months, greatly improving the pedestrian and bicycle infrastructure in
this corridor.
35
Next Steps and Identified Improvements
36
Next Steps and Identified Improvements
Next Steps:
1. Solicit local and county government to assemble an Albany Street
Bridge Corridor Steering Committee.
2. When said committee is assembled, apply for funding to commission a
feasibility assessment report that will analyze the improvements
recommended in this baseline report. In particular, it is recommended
to apply to the NJDOT Technical Planning Assistance Program. This
report can be used in applying to the program and as background
information for any future studies.
3. Using the report generated in step 2, apply for funding for construction
of necessary and recommended improvements.
Improvements Identified During the Pedestrian Safety Roadshow
Short Term Improvements:
• Shrubbery needs to be trimmed to improve visibility on the exit ramps
of Route 18 on both sides. It obscures the view of the motorist and the
visibility of pedestrians.
• Pave the gravel path adjacent to the sidewalk at the Johnson
Drive/Albany Street intersection in front of Johnson and Johnson. The
path poses mobility concerns for wheelchair users and bicyclists.
• Paint the fencing on the Albany Street Bridge white to improve its
appearance in the short term.
• Fix broken pedestrian push button signal actuators along the Albany
Street Bridge corridor.
• Replace existing crosswalks with high visibility ladder stripe crosswalks
along the entire corridor.
• Add high visibility pedestrian/bicycle signage where appropriate along
the entire corridor. Areas of particular concern include the Route 18 on
ramps, exit ramps, and access roads.
• Enforce loading zone ordinance. Prohibit cars and trucks from
stopping in the crosswalk.
• Stripe crosswalks where they are missing at all legs of intersections
along the entire corridor.
• Address issues of litter, surface maintenance, and winter snow clearing
on the Albany Street bridge walkway.
37
Medium Term Improvements:
• Change the timing of the pedestrian light at the Easton Avenue/ Albany
Street Intersection. It is far too long a wait for a pedestrian signal;
particularly considering how much pedestrian traffic is in that area.
• Create a timed “pedestrian scramble” phase at the Easton
Avenue/Albany Street intersection.
• The intersection of Nielson Street and Route 27, where Route 27 turns
onto Nielson Street has a green filter arrow that suddenly “disappears”,
leaving a green light. Cars often continue to turn even though they
should be yielding to oncoming traffic. There should be a red filter
arrow added to this light.
• Add benches to the long stretch of sidewalk in front of Johnson and
Johnson (Albany Street between Johnson Drive and George Street)
• Add a bench on the Highland Park side where the topography slopes
upwards from the bridge.
• Space on bridge needs to be changed to become more pleasant—
perhaps changing the large metallic fence currently enclosing the
walkway.
• Improve drainage on the bridge so it does not pool with water/ice.
• Introduce pedestrian-scaled lights onto bridge to add light to walkway.
• Create Pedestrian Footpath through empty lot at the corner of Albany
Street and the Route 18 on Ramp on the East side of the corridor.
Pedestrians appear to utilize a path cutting through this lot; it should be
made into a proper pedestrian facility.
• Replace curbcuts along the corridor where they are not ADA
compliant, and add curbcuts in places where they do not presently
exist.
• Add a bicycle lane on Johnson drive- this gives bicyclists a nicer option
to get to campus locations.
• Change the orientation of grids to make them compatible with bicycle
and wheelchair tires.
• Widen pedestrian crossings on George Street because of high volume
of use.
Long Term Improvements:
• The Route 18 entrance ramp from Albany Street should have a red
filter arrow added to it, to allow for a time when only pedestrians can
cross.
• The Route 18 entrance ramp on Albany Street should also have a
crosswalk, signs, and perhaps blinking lights added to it to make the
presence of pedestrians more obvious.
o Are rumble strips possible here?
o How about pedestrian-activated blinking crosswalks?
• In addition, the Route 18 exit ramp on the East and the West sides
should also be marked with high visibility crosswalks to slow down
38
vehicles and give priority to pedestrians. Presently, both crossings are
very dangerous.
• White striped area under bridge, (ostensibly meant to keep traffic from
forming two lanes) is clearly not working for its intended use. This
should be turned into sidewalks, or something else that discourages
drivers.
• Redesign “trench” bikeway so that it becomes a safe, pleasant bicycle
and pedestrian facility.
• Angle of exit ramps should be changed to widen the sight line of drivers so
that they can see pedestrians.
• Regarding the “fake Crossings” on the median of Albany Street near the
train station: either plant things in them so they do not appear to be
crosswalks, or add curbcuts and signage and turn them into midblock
crossings.
• Redesign the bridge walkway so that it can safely accommodate both
bicycle and pedestrian traffic.
• Reconstruct the entire Johnson Drive/ Albany Street intersection to
make it safer and more efficient. Include curb cut alignments, new
signals, better crosswalk facilities, etc.
• Consider alternate truck routes through this highly traveled pedestrian
zone.
39
Appendix A – Newspaper Meeting Coverage
40
41
42
Appendix B – Resource List
43
Resource List
Electronic Documents
Available from Voorhees Transportation Center
• Pedestrian Facilities Users Guide - Providing Safety and Mobility, USDOT
/ FHWA.
http://www.walkinginfo.org/insight/features_articles/userguide.htm
• Take Back Your Streets-How to Protect Communities from Asphalt and
Traffic, Conservation Law Foundation.
• Overcoming Opposition to Bicycling, Walking and Trail Development,
National Bicycle and Pedestrian Clearinghouse.
http://www.enhancements.org/
Hard Copy Publications
Available from Voorhees Transportation Center
• Community Design and Transportation Policies: New Ways to Promote
Physical Activity, Richard E. Killingsworth, MPH, CHES and Thomas L.
Schmid, PhD.
• Making Pedestrian Facilities More Usable and Safer for All, Barbara
McMillen.
• Prioritizing Policy and Practice to Favour Walking, Mayer Hillman.
Internet Sources
• Teachernet: "Traveling to School: An Action Plan", United Kingdom
Department for Education and Skills.
http://www.teachernet.gov.uk/_doc/5154/DfES-
Travelling%20to%20School.pdf
• Pedestrian Compatible Planning and Design Guidelines, New Jersey
Department of Transportation.
http://www.state.nj.us/transportation/publicat/pedest_guide.htm
• Biking and Walking, New Jersey Department of Transportation.
http://www.state.nj.us/njcommuter/html/bikewalk.htm
• New Jersey Pedestrian / Bicycle Resource Project, Voorhees
Transportation Center. http://policy.rutgers.edu/tpi/pedbike
44
• Bicycle and Pedestrian Design Guidance, FHWA.
http://www.fhwa.dot.gov/environment/bikeped/Design.htm
• Meanstreets, Environmental Working Group.
http://www.ewg.org/pub/home/reports/meanstreets/mean.html
• America Walks. www.americawalks.org
• Association of Pedestrian and Bicycle Professionals. http://www.apbp.org/
• FHWA Office of Intermodal and Statewide Programs – Bicycle and
Pedestrian Program, FHWA. http://www.fhwa.dot.gov/hep10/biped
• National Transportation Library. http://www.bts.gov/NTL/
• NHTSA – Pedestrian Safety, National Highway Traffic Safety
Administration. www.nhtsa.dot.gov/people/injury/pedbimot/ped/
• Traffic Reduction Street Reclaiming Made Easy, David Engwicht
Communications. www.lesstraffic.com
Documents on Funding Sources
The following are electronic sources on file at Voorhees Transportation Center
• Funding Bicycle and Pedestrian Projects in New Jersey: A guide for
citizens, cities and towns, Tri-State Transportation Campaign.
• Beyond Enhancements: Making the STP and CMAQ Programs in ISTEA
Work for Bicycles and Pedestrians, National Bicycle and Pedestrian
Clearinghouse.
• Developing a Successful ISTEA enhancements Application for Trail,
Bicycle and Pedestrian Projects, National Bicycle and Pedestrian
Clearinghouse.
• A Quick Guide to Transportation Enhancements, NTEC.
• Innovations in State TE Management, NTEC.
• Technical Brief: Innovative Financing for TE Projects, NTEC.
45
