TO PROVIDE COMMENTS, PLEASE CONTACT:

NOTICE FROM UNITED STATES COAST GUARD:

PRELIMINARY PUBLIC NOTICE (DATED 18 JUL 2019)
Please review the notice and provide any comments you may have on the form attached by August 17, 2019 to:
Commander (dpb)
Fifth Coast Guard District
431 Crawford Street,
Portsmouth VA 23704-5004 b

USCG – Preliminary Public Notice (18JUL2019)

Last update:  July 24, 2019

PUBLIC INVOLVEMENT ACTION PLAN (PIAP):

Last update:  January 29, 2018

Public Involvement Action Plan (Updated 2018.01.29)

FREQUENTLY ASKED QUESTIONS:

Last update:  January 26, 2018

1.     Why is this Monmouth County Project?

While Green Avenue, Fisk Avenue and Brielle Road are municipal roadways, the three bridges (W-7, W-8 and W-9) are under the jurisdiction of Monmouth County and are maintained and operated by the County.  As the owner of the three bridges, Monmouth County is the sponsor of the Three Bridges Project.

2.     Are all 3 bridge structures considered as one project, and will they be constructed at one time?

Three bridge structures are considered one project and one construction contract will be awarded; however, construction phasing will be investigated during final design phase.

3a.    How many vehicles travel across the bridges per day?

Two-Way Average Daily Traffic (ADT):

Note:  The Brielle Road bridge has a 3 Ton weight limit.

3b.    What other uses do the bridges serve?

All three bridges are utilized by pedestrians and bicyclists.  The Brielle Road bridge (W-9) and Fisk Avenue structure (W-8) serve as a coastal evacuation route for Manasquan.  Marine vessels also utilize the Glimmer Glass and the movable span of the Glimmer Glass Bridge (W-9) which is opened per the US Coast Guard regulations:

4a.    There was construction work on the Brielle Road bridge (Glimmer Glass bridge, W-9) from late 2014 to spring of 2015 and the bridge was closed for several months.  Wasn’t that the construction required to permanently fix the bridge?

Although a significant amount of work was performed, the construction involved replacement of the laminated timber deck, which suffered severe damage in August 2014 due to an overweight truck crossing the bridge.  Due to the magnitude of the damage the bridge was closed.  Previously, there had been other structural problems with the deck which had been temporarily repaired with steel plates being installed over damaged areas.  In addition to the deck repairs, repairs to the substructure (piles, bulkhead) were also performed to temporarily arrest deterioration of those structural components.

4b.     What is the purpose of this project?  What is the status of the project?

The purpose of this project is to provide a safe and efficient crossing for all modes of travel within the project limits by addressing the structural, roadway (geometrics), and operational deficiencies of the Three Bridges.

The project is currently in the Scoping Phase which includes identification of the Project Purpose & Need; identification and evaluation of the environmental constraints, existing conditions, and alternatives; and advancement of the preliminary preferred alternative for each bridge structure through National Environmental Policy Act (NEPA) clearance.  Since much of the previously collected data is older than three (3) years, the scoping study is undergoing a major update.

The Project Purpose and Need is being developed by the Project Team and input from the public is being requested.  The Public Comment Phase for the development of the Project Purpose and Need will end 30 days after the Public Involvement Center on May 24, 2016.  Therefore, comments from the public on the Project Purpose and Need will be accepted until June 23, 2016.

4c.    Why does the previous project information and data need to be updated?

Data more than 3 years old must be updated and reviewed in order to support the current scoping, environmental and design process.  Site conditions, environmental regulations, and transportation standards may have changed.

4d.    How long will this project take?

In order to be eligible for Federal funding, each phase of the project must follow a specific Project Delivery Process.  Updating and completing the Scoping Phase, which includes data collection, environmental studies, developing alternatives, cost estimates, and Federal approval of the final environmental document may take a year or longer.  It is anticipated that the final design and acquisition of any rights-of way may take about two years after Federal approval of the preferred alternative.  Construction is expected to last 18-30 months.  During final design, the Project Team will investigate construction methods that would accelerate construction.

5.     How do I obtain information about this project?

Information on the “Three Bridges Project” is available on the internet at http://www.monmouthcountythreebridges.com.  A link to this site is also found on the County website at www.visitmonmouth.com.  Specific comments about the project should be emailed to the Project Facilitator at mcw789facilitator@rbagroup.com.  Comments can also be submitted by telephone or by mail to the Project Facilitator on the contact page found here (Project Contacts).

6.     How can I participate/contribute in this project and stay informed?

The County welcomes public input on the Three Bridges project.  Comments or questions can be emailed to the Project Facilitator at mcw789facilitator@rbagroup.com.  Comments or questions can also be made by telephone or by mail to the Project Facilitator on the contact page found here (Project Contacts).   Comments will also be accepted at scheduled public information sessions.  Public meetings were held on May 24, 2016 (existing conditions, project purpose and need) and December 15, 2016 (project alternatives).  You can also request “Stakeholder” status by contacting the NJDOT on the Contacts Page of the Website (Project Contacts).

7.     What does the term “bascule span” mean?

A moveable drawbridge with a bascule span has a counterweight that continuously balances the moveable span, or “leaf”, throughout its upward swing to provide clearance for boat traffic when in the fully open position.

8.     What does the term “historic” mean and how does it affect the project?

(Posted 06/14/2016, revised 05/07/2018)

The Glimmer Glass Bridge is considered “historic” because it is listed on the New Jersey and National Registers of Historic Places.  The bridge is significant as a unique example of a rolling counterweight single leaf bascule structure.  To the best of the County’s knowledge, it is the only example of this bridge type in the United States of America. Based on its listing on the New Jersey and National Register of Historic places, federal and state regulations, policies and procedures; including Section 106 of the National Historic Preservation Act of 1966, Section 4(f) of the U.S. Department of Transportation Act of 1966 and the New Jersey Register of Historic Places Act of 1970 require agencies to take into account the effects of their undertakings on historic properties, and afford the State Historic Preservation Office, the Advisory Council on Historic Preservation, the NJ Historic Sites Council, Consulting Parties and the public a reasonable opportunity to comment.

Consultation with various federal and state agencies and completion of the associated reports and applications; including a Cultural Resources Report, an Environmental Assessment/Programmatic Section 4(f) Evaluation, Advisory Council of Historic Preservation – Submission of Section 106 Documentation, NJ Register Application for Project Authorization is required.

9.     How is the project funded? Is the funding guaranteed?

The current phase of the project, the Scoping Phase, is funded with State funds supplemented with County funds.  Final Design, Right-of-Way, and Construction phases of the project are anticipated to be advanced mostly with Federal funds.

10.    Why was the Brielle Road bridge (Glimmer Glass Bridge, W-9) closed recently (May 20^th and 23^rd 2016)?

At approximately 10:00 am Friday, May 20, 2016, there was a mechanical problem while the bridge was being raised to allow a boat to pass.  The bridge operator stopped the bridge in a partially open position, and the roadway remained closed to vehicular traffic.  The County responded with in-house staff and also had the County’s on-call drawbridge consultant respond.  The problem identified was that the shaft which drives the sheaves to raise and lower the counter weights became out of alignment.  County forces together with on-call contractor were able to correct the issue to the point that bridge was put back in service at around 4:00 pm Friday evening.  Follow-up to these repairs was performed on Monday, May 23.  The bridge was again closed to vehicular traffic from about 9:00 am to about 3:00 pm to complete this repair work.

11.    Will the bridge(s) be closed to traffic during construction? How long will they be closed? Will the bridge(s) be open for pedestrians/bicyclists?

The construction phasing has not yet been determined and will be resolved during the final design phase.  However, it is anticipated that the bridges will be closed to vehicles, pedestrians, and bicyclists.

12.    Weren’t similar public information centers held several years ago? What happened since then?  Why is this project taking so long?

The last Public Information Center and Stakeholders meetings were held in 2008 and 2009 respectively.  Since those meetings and while working on the documentation for NEPA process, the County experienced severe storm events of Hurricane Irene in 2011 and Superstorm Sandy in 2012.  County as well as Local, State, and Federal work forces were diverted to emergency repairs and recovery.  The County, as a whole, still has not fully recovered from Hurricane Sandy.

Federal Highway Administration (FHWA) generally utilizes and accepts data and information which are less than 3 years.  The existing data and project information, which mostly dates to 2008 and prior, are considered old and require updating.  The County, along with its cooperating agencies, NJTPA and NJDOT, have agreed that it is necessary to take a fresh look at the project and perform a thorough review.  The goal is to update the data, Project Purpose & Need, alternatives and advance through the NEPA process of the preferred preliminary alternative in a timely manner.

13.    Why is there a weight limit for the Brielle Road (Glimmer Glass) bridge?

The existing structural condition of the Brielle Road Bridge (W-9) warrants a 3 Ton load posting or weight limit for safety considerations and to avert further damage to the bridge.  Current load rating calculations demonstrate the need to limit loading on this bridge.  An overweight truck crossing in August 2014 caused severe damage to the bridge deck forcing the bridge to be closed.  Extensive repairs were required before the bridge could be re-opened to vehicular traffic; however, the posting remains 3 Tons.

The Green Avenue bride (W-7) over Debbie’s Creek also has a weight limit.  The load posting is dependent on the type of truck as follows:

14.    How often is the Brielle Road (Glimmer Glass) Bridge W-9 raised to allow marine traffic to pass underneath?

Bridge openings are determined by the U.S. Coast Guard and are published in the Code of Federal Regulations (CFR).  The current CFR publication for Bridge W-9 is as follows:

Context:  Title 33 – Navigation and Navigable Waters.

CHAPTER I – COAST GUARD, DEPARTMENT OF HOMELAND SECURITY.

SUBCHAPTER J – BRIDGES. PART 117 – DRAWBRIDGE OPERATION REGULATIONS.

Subpart B – Specific Requirements. – New Jersey.

§  117.719 Glimmer Glass (Debbie’s Creek).

(a) The draw of the Monmouth County highway bridge, mile 0.4 at Manasquan, shall open on signal, except as follows:

(1) From 4:30 p.m. January 1 through 8 a.m. April 1, from 4:30 p.m. to 8 a.m., the draw need open only if at least four-hours advance notice is given.

(2) From Memorial Day through Labor Day from 7 a.m. to 8 p.m., the draw need open only on the hour and half hour if any vessels are waiting to pass.

15.    Can Debbie’s Creek and/or The Glimmer Glass be dredged during the construction of this project?

The dredging of tidal waters is regulated by the New Jersey Department of Environmental Protection (NJDEP) Office of Dredging and Sediment Technology (ODST) and the US Army Corps of Engineers.  There is an existing authorized channel on the Glimmer Glass over which the Brielle Road Bridge (W-9) crosses.  Any dredging within the authorized limits of the existing channel is considered maintenance dredging.

There is no existing authorized channel in Debbie’s Creek over which the Green Avenue Bridge (W-7) crosses and any dredging will be considered new dredging.

For both locations, maintenance dredging or new dredging is beyond the scope of work of this transportation (bridge rehabilitation/replacement) project as authorized by the NJDOT and NJTPA.  The County has no jurisdiction or control over the maintenance or new dredging of these navigational channels.

16.    Can the bridge opening schedule be changed?

The bridge opening schedule is regulated by the U.S. Coast Guard under the existing bridge permit.  Only the U.S. Coast Guard can authorize a change to the existing bridge opening schedule.  To change the bridge opening schedule, a formal request in the form of a revised permit application must be made to the U.S. Coast Guard and would include supporting documentation.  Documentation would include traffic and boating data, and letters of support from local officials and police departments and the application would be subject to US Coast Guard review and approval, which includes public notice to mariners and a comment period.

17.    Is it permissible to fish from County bridges?

Monmouth County Resolution No. 98-509 prohibits fishing and crabbing from Monmouth County Bridges for traffic safety (vehicular and pedestrian) and due to lack of sanitary facilities.

18.    What is the NJDOT functional classification of the roads served by the three bridges?

All roads are formally classified by engineers according to the character of service they are intended to provide and how they function within the overall roadway network, which is different than from how roadways are commonly referred to as “highways” or “local” roads in general conversation.  Engineers utilize roadway functional classifications, including local, collectors, arterials, expressways and freeways, and are distinguished between rural or urban facilities.  Fisk Avenue and Brielle Road are both functionally classified as “Urban Major Collectors”.  Green Avenue is classified as an “Urban Local” road.  This classification is independent of ownership (i.e. local, county, or state).  All three of the aforementioned roads are locally (municipal) owned and maintained apart from the bridge structures themselves (which are County owned and maintained).

19.    What are the functional classifications of the majority of the roads in Manasquan?

Within the Manasquan Borough limits, Union Avenue (State Highway Route No. 71) is classified as “Urban Other Principal Arterial”.  East Main Street and Main Street from South Street to First Avenue are classified as “Urban Major Collectors”.  Brielle Road from the Brielle municipal boundary line to First Avenue is classified as “Urban Major Collector”.  First Avenue between Main Street and Brielle Road is classified as “Urban Major Collector”.  The remaining roads east of Route 71 are classified as “Urban Local” roads.

20.    What is a sufficiency rating?

A sufficiency rating is calculated for each structure based on National Bridge Inspection Standards (NBIS) and is intended to provide a single numerical “score” for the bridge.  The formula takes into account various factors including structural adequacy and safety, essentiality, and serviceability/functionality.  A rating of 100 represents a fully sufficient bridge whereas a rating of 0 represents a fully deficient bridge.  The latest available reports for Bridges W-7 and W-9 (2015) show sufficiency ratings of 18.5 and 10.1 respectively [(2013) show sufficiency ratings of 18.7 and 2.0 respectively].

21.    Can the height of vessels through the bridge be limited? How is the bridge clearance height determined?

Bridge W-9 currently has a listed horizontal clearance of 31 feet and vertical clearance of 7 feet in the closed position.  In the open position, there is theoretically an unlimited vertical clearance within a smaller horizontal area (as the bridge does not open a full 90 degrees; the tip of the opened bridge encroaches on the 31’ horizontal opening between the bridge fenders).  Any change to these dimensions would require the approval of the United States Coast Guard.  The standard clearance for fixed bridges over the Atlantic Intracoastal Waterway is 65 feet.  For other waterways, a detailed marine vessel survey would have to be conducted to ensure that all current and anticipated vessels can be accommodated.  The project site does not cross over the Intracoastal Waterway.

22.    How has the condition of the Glimmer Glass Bridge (Bridge W-9) changed since the emergency repairs were completed in 2015?

Per the 2013 Bridge Reevaluation Survey Report (prior to the emergency repairs), Bridge W-9 had a sufficiency rating of 2.0 out of 100 with the deck, superstructure, and substructure all classified as being in serious condition. The emergency repairs conducted in 2015 replaced the timber deck on the approach spans and made selective repairs to the substructure timber piles. The scope of the substructure repairs was limited and is not considered fully restorative.

The most recent inspection of Bridge W-9 was conducted between June and October of 2015, after the completion of the emergency repairs. Per this 2015 Bridge Reevaluation Survey Report, Bridge W-9 had a sufficiency rating of 10.1 out of 100.

On November 16, 2017, during routine County maintenance on Bridge W-9, the county noted that the timber pile bent and cap at the toe of the Bascule span, deflected laterally with very little manual effort.  Subsequent underwater inspections conducted by both the County and the NJDOT revealed that rapid deterioration had occurred in the timber piles since the last inspection in 2015.  Bridge W-9 is closed until emergency repairs are made.  For the current status of Bridge W-9, please see Press Releases on the County’s website at www.co.monmouth.nj.us

23.    What is the accident history at the project site? What is a reportable accident?

Traffic engineers use the term “crash” instead of “accident” and typically analyze the most current three year crash data when performing safety studies.

The local Police Departments provides historic crash records.  A review of the Manasquan Police Department data for three years (2011-2014) indicates that there were no reported crashes within the project limits.  However, this database only includes “reportable” crashes that were reported and documented by the local police department.  A reportable crash is defined in N.J.S.A. 39:4-130 which states that “the driver of a vehicle involved in a crash resulting in injury to or death of any person, or damage to property of any one person in excess of $500.00 must notify the local police department, or other enforcement authorities depending on the jurisdiction of the roadway where the crash occurred, of said crash as soon as possible.”

Bridge tenders and members of the public have described witnessing minor accidents that were unreported such as the clipping of mirrors.  Based on a complete review of all Manasquan’s Police records, there was one (1) fatal crash.

24.    What is the required width of a bike lane and of a sidewalk on these roads and bridges? What exists now?

An existing marked/signed bicycle lane or shoulder does not exist on Brielle Road/Fisk Avenue or Green Avenue within the project limits.

An existing timber/asphalt/metal grate pedestrian pathway is located on the north side only of Brielle Road/Fisk Avenue throughout the project limits.  The sidewalk is approximately 6 feet wide on the approach roadways and on the approach spans of Bridge W-9.  However, the width reduces to less than 5-feet on the bascule span and less than 3.5 feet on the counterweight span due to obstructions such as the counterweight track, fencing, guide rails, etc.  The 3.5 foot pedestrian path is less that the 4 foot minimum required by ADA.  On Green Avenue, there is no sidewalk or pedestrian path within the project limits, although there is an approximately 2.9 feet wide safety walk on the east side of Bridge W-7.

Per the ARCHITECTURAL AND TRANSPORTATION BARRIERS COMPLIANCE BOARD, 36 CFR Part 1190 Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way, the minimum sidewalk width for pedestrian use is 4-feet (exclusive of curb) for a maximum linear length of 200-feet, at which 5-foot x 5-foot passing zones must be provided.  The required sidewalk width for pedestrian use for new construction is 5-feet (exclusive of curb).  Per AASHTO Guide for the Development of Bicycle Facilities, 4^th Edition, for marked/signed combined pedestrian and bicycle shared use paths, the minimum width is 10-feet (exclusive of curb) for two directional shared use path.

Per AASHTO Guide for the Development of Bicycle Facilities, 4^th Edition, the required width of a bike lane that is within the travel way (i.e. within the roadway) is dependent on whether the roadway shoulder will be utilized for the bicycle lane or if an exclusive bike lane is to be constructed.  Shoulder width for bike use is 4-foot minimum, 5-foot recommended when adjacent to a curb or guide rail.  Exclusive bike lane width is recommended to be 5-feet.

25.    The Brielle Road Bridge W-9 is a traffic calming device due to its narrow width, and should remain at its current width. Why does it need to be widened? 

National and State design guidelines and codes do contain recommendations for properly designed and engineered traffic calming measures.  A narrow bridge is not one of the recommended measures to achieve traffic calming.  Components of bridges that are located within the clear zone adjacent to the travel way are considered fixed object roadside hazards per federal and state guidelines, and fixed object roadside hazards are not traffic calming devices, but rather a safety concern.  Fixed object roadside hazards require relocation or, only when not feasible to relocate, protection.

While narrow bridges may incidentally induce drivers to reduce their speed while driving across them, the reduction in speed is a result of drivers shying away from bridge components that encroach the clear zone and become an obstacle next to the edges of the travel way.  Subsequently, due to a narrow roadway width, the vehicles do encroach on the opposite direction of travel when faced with a vertical obstruction next to the travel lane.  Approved, soundly engineered traffic calming devices do not create or result in a hazardous or unsafe condition within the roadway.  When used, those devices are properly signed and marked per federal and state standards.

Guide rails and crash cushions are also considered roadside hazards themselves, that is, objects within the roadside clear zone.  Although these are designed for proper redirection of vehicles, their installation is the final available option for maintaining vehicle safety.  Guide rails and crash cushions are to be avoided within the clear zone, and are only to be installed when warranted based on a hazard present that cannot be avoided or relocated.

Engineered traffic calming devices are not roadside hazards.  Fixed objects installed within the clear zone on the roadside are not traffic calming devices.  Engineered traffic calming devices result in safe vehicular operation within the travel way by gently and gradually reducing vehicular speeds and by discouraging undesirable vehicular movements.  Further, engineered traffic calming devices keep vehicles within their travel lane rather than forcing or inducing vehicles to encroach upon the opposing travel lane.