New Jersey Route 13

Last updated

Ellipse sign 13.svg

Route 13

Bridge Avenue
New Jersey Route 13
Route information
Maintained by NJDOT
Length0.56 mi [1]  (900 m)
Existed1953–present
Major junctions
West endCR 632 jct.svg CR 632 in Point Pleasant
East endCR 632 jct.svg CR 632 in Bay Head
Location
Country United States
State New Jersey
Counties Ocean
Highway system
← Ellipse sign 12.svg Route 12 → Ellipse sign 14.svg Route 14

Route 13 is a short state highway in the communities of Point Pleasant and Bay Head, New Jersey, both of which are in Ocean County. The route consists of the Lovelandtown Bridge, a vertical-lift bridge over the Point Pleasant Canal, and a part of Bridge Avenue, which is mostly maintained by the county as County Route 632 (CR 632). The route was unsigned until new mileposts were installed in 2017. Route 13 was designated in the 1953 New Jersey state highway renumbering as a re-designation of Route 13E from Hollywood Boulevard to Bay Avenue.

Contents

The route was first assigned in 1938, when the state took over maintenance of the fifth segment of Ocean County Route 13 built in 1929, intending it to reach old Route 37 (now part of Route 35) in Bay Head from Beaver Dam Road, a distance of 1.76 miles (2.83 km). The takeover did not reach that point, and the bridge and its approaches count for 0.56 miles (0.90 km) of the intended length. The original bridge collapsed in 1962, and a temporary structure was erected later that year. Planning for a permanent replacement bridge continued for several years until construction finally began in 1970. This structure opened in 1972, but closed immediately afterward due to a failure of the lift mechanism, which was fixed by the end of the year. In late 2004, the bridge and its approaches received a rehabilitation.

Route description

View east at milepost 0 at the west end of Route 13 in Point Pleasant 2018-09-19 16 05 37 View east along New Jersey State Route 13 and Ocean County Route 632 (Bridge Avenue) just west of Rue Lido and Hollywood Boulevard in Point Pleasant, Ocean County, New Jersey.jpg
View east at milepost 0 at the west end of Route 13 in Point Pleasant

Route 13 begins at an intersection where CR 632 meets Hollywood Boulevard in Point Pleasant. There, the state-maintenance begins. The route heads eastward along Bridge Avenue, passing to the south of local businesses and to the north of local residences. There, Route 13 begins a curve to the northeast onto the Lovelandtown Bridge approach, passing a marina before reaching the Point Pleasant Canal (part of the Intracoastal Waterway) and heading onto a lift bridge called the Lovelandtown Bridge. After crossing the canal, Route 13 parallels Elm Avenue for a short distance before turning away to the southeast. The route heads into downtown Bay Head, where it reaches an intersection with Bay Avenue, which is its eastern terminus. CR 632 continues eastward to Route 35. Route 13 is concurrent with CR 632 for its entire length. [1] [2]

History

Designation

NJ 13E (1926).svg

Route 13E

Location Bay Head
ExistedJuly 2, 1938 [3] –1953 [4]

Originally, the Lovelandtown Bridge was constructed in 1929 to create a continuous route along Bridge Avenue. [5] Route 13 originated as an alignment of Ocean County Route 13-E, a highway maintained by the county. In 1938, the state legislated a takeover of the fifth segment of the county route, a portion of highway from old Route 37 (now part of Route 35) at Bay Head to an intersection with Beaver Dam Road, including the Lovelandtown Bridge. The route was to be 1.76 miles (2.83 km) long, [6] and the designation came into effect on July 2, 1938. [3] However, the extension to Route 37 was never constructed. In the 1953 renumbering, the state dropped the suffix and renumbered the bridge and its approaches as Route 13. (Incidentally, the portion of Route 37 within Bay Head -- running from Point Pleasant to Seaside Heights -- was renumbered as Route 35 during the same highway renumbering.) [4]

Lovelandtown Bridge rebuild

Collapse and demands for new bridge (1962–1964)

The damaged sections of the old Lovelandtown Bridge Lovelandtown bridge collapse over the Point Pleasant Canal in 1962.jpg
The damaged sections of the old Lovelandtown Bridge

By 1960, the structural integrity of the Lovelandtown Bridge came into question. The New Jersey State Highway Department felt that the bridge was structurally safe and able to support up to 20 tons (18.14 tonnes). However, local officials felt the bridge was unsafe, especially for vehicles such as school buses. Additionally, the bridge, which was supported by wooden pilings, was starting to fail and erode. The expected failure occurred during the Ash Wednesday Storm of 1962 on March 5, when the storm and tides on the Intracostal Waterway wiped out a section of the bridge. [7] A temporary structure to replace the bridge opened in May 1962. [8]

In the meantime, proposals were made for a permanent replacement structure. Early proposals noted the bridge would take about three months to rebuild. [9] Point Pleasant Police Chief William Beecroft, who voiced concerns about the integrity of the bridge in 1960 and 1962, proposed a new tunnel across the Intracoastal Waterway to replace the Route 88 and Route 13 bridges. Beecroft speculated that the new tunnel would be cheaper to build in the long run and make things easier for emergency vehicles who would not have to deal with drawbridges. [10] The State Highway Department considered a new tunnel for Route 13, but quickly discarded the idea by October due to excessive costs, though Beecroft would bring it up again as an option if there were a hearing. [11]

In November 1962, the State Highway Department made plans to build a new 45 feet (14 m) high fixed structure over the waterway. However, this plan was opposed by multiple agencies and individuals because yachts would be unable to use the waterway with a fixed structure. One of these was Assemblyman William T. Hiering, a Republican from Ocean County who asked the United States Army Corps of Engineers to hold a public hearing on such a bridge; this hearing would occur on December 27. [12] [13] However, the State Highway Department also supported an option for a 30 feet (9.1 m) high drawbridge that would accommodate yacht users and only have to be opened once in a while. Such a plan would cost about $2 million. [11]

By February 1964, the State Highway Department switched its plan to a vertical-lift bridge. This new bridge would be able to open to as high as 100 feet (30 m) in the air and allow room for yachts to go through. [14] The delay in action by the Highway Department was being slammed by the borough of Point Pleasant by December 1964. Dr. Ronald V. Crescenzo, one of the members of the borough council wanted a bus ban over the replaced structure until a new one could be built. The borough also wanted to be absolved of any responsibility and liability in case of another structural failure. They did, however, support a new vertical-lift bridge with the 25 feet (7.6 m) high lift that could raise to 70 feet (21 m) in the air. [15]

Added pressure (1965–1966)

Heading westbound onto the Lovelandtown Bridge, which is most of Route 13's alignment NJ 13 Lovelandtown Bridge (1).jpg
Heading westbound onto the Lovelandtown Bridge, which is most of Route 13's alignment

More complaints came from higher officials in September 1965, when a resident of Fair Lawn drove off the temporary Lovelandtown Bridge and died. The car crashed through the wooden railings of the bridge and landed in the canal below. The driver's death sparked the attention of State Senator Wayne Dumont and Point Pleasant Mayor Walter B. Brown; they deemed the bridge a traffic hazard and pressured Governor Richard J. Hughes to speed up construction. Dumont also claimed that the previous governor's administration provided money for the new bridge. [16] However, the State Highway Department claimed that no money was ever allocated for such use. [17]

In December 1965, the borough of Point Pleasant noted that meetings between them, Ocean County and the State Highway Department would be conducted on December 9 or December 16, to discuss a new Lovelandtown Bridge. Chief Beecroft, who previously wanted a tunnel crossing, noted buses were taken off the temporary structure for safety. [18] By December 3, Point Pleasant announced that the meeting would take place on December 16. [19]

In January 1966, the New Jersey State Conservation Department approved the plans of the State Highway Department for the construction of a new Lovelandtown Bridge. This new bridge would need a 60 feet (18 m) horizontal clearance and a vertical clearance of 65 feet (20 m) to help navigation through the canal. Bridge Avenue would be moved north for the new bridge, with the construction of a new alignment. This would help eliminate curves that were considered dangerous to the old bridge. However, the bridge was still subject to the approval of a United States Engineer in Philadelphia, Pennsylvania. [20] These plans reached the United States Army Corps of Engineers in April 1966, when they announced openings for anyone who had opposition to the project. [21] By the deadline of May 16, no objections were filed with the engineers on the new bridge. [22]

In July 1966, the state announced that they were ready to begin construction of a new Lovelandtown Bridge, but they would have to wait until the Army Corps of Engineers announced their full approval of the project. The state felt that a new bridge would not be finished until 1968, but would at least get approval within a span of four to six weeks. However, the bridge alignment changed in April to have an 80 feet (24 m) vertical clearance due to new regulations for future expansion of the canal. [23]

Design and funding problems (1967–1968)

However, despite the four to six week timeline, the Army Corps of Engineers did not sign off on the new Lovelandtown Bridge until January 26, 1967. The new bridge would have a vertical clearance of 30 feet (9.1 m) when closed and 65 feet (20 m) when raised. The span would be 80 feet (24 m) wide for boats and barges to clear. The newly-renamed New Jersey Department of Transportation (NJDOT) said design, planning and construction would take about 18 months. Mayor Brown noted that he was happy and was willing to even bring his shovel. [24]

Survey work by the Army Corps of Engineers began in July 1967, for the design of the new bridge over the waterway. NJDOT also hired a New York firm to do the survey work. [25] Less than a month later, the mechanisms to help open the Lovelandtown Bridge to marine traffic broke on August 16, resulting in a seven-hour closure of the bridge and several days of repairs. [26] The Army Corps completed their survey work in the canal in November 1967. [27]

By December 1967, NJDOT moved test borings to the Bureau of Navigation offices to make plans for the new Lovelandtown Bridge ones. The offices would end up being relocated as part of the construction of the new bridge, due to be finished in 1971. [28] The Board of Adjustment chair for the borough of Point Pleasant noted that they should pressure the state to move their schedule up in response to the collapse of the Silver Bridge in Point Pleasant, West Virginia. [29] However, the state announced that they did move their timeline up and expected a replacement to be finished now in 1970, since design problems were avoided during that period. The state also noted that the new bridge would require the condemnation of as many as 20 houses. [30] Drilling into the Point Pleasant Canal began on January 2, 1968, when NJDOT inserted borings for new bridge supports. [31]

However, by September 1968, Point Pleasant wanted to know why the $2 million set aside by the state for construction of the new bridge had been shifted to help facilitate the Aldene Plan in Union County. The new bridge, now costing $4 million (1968  USD), no longer was in the funding for the state. The borough demanded an answer from Governor Hughes, which did not come with answers. Hughes noted that if the state voters passed a new bond issue, the Lovelandtown Bridge would be a top priority. This was in direct conflict with a promise by the State Highway Department in 1966, that money for the new bridge would be non-reliant on a bond issue or other strings. The borough demanded that Commissioner David Goldberg meet with borough officials to get the missing answers. [32]

That meeting would be scheduled for October 8, 1968, at the offices for Goldberg in Trenton, with Mayor Brown heading out to discuss the problems. [33] Brown noted to the press that he wanted $4 million of $114 million earmarked for new railcars as part of the Aldene Plan to be shifted to a new bridge. He also noted that multiple members of the State Legislature, including Senator Hiering, along with Benjamin Mabie and John Brown of the Assembly would introduce legislation to help get funding earmarked immediately for the bridge. [34]

Brown's attitude changed once the meeting with Goldberg ended, feeling that Goldberg had been unsympathetic to their concerns and problems with the change in funding. Brown told the Asbury Park Evening Press that Goldberg gave them a "snow job" and would still force them to rely on the November 5 bond issue of $640 million for transportation work. Mabie, Brown and Hiering noted that they would introduce their response bills once the Legislature reconvened after the election. Goldberg disagreed stating that even if the bond issue failed with the voters, he would have $40 million in funding and the odds of funding would be 5–1 for the project. Mabie, along with Chief Beecroft intended to vote against the bond issue on November 5. Brown, still concerned the bridge was going to fall into the canal again, was refuted by Goldberg who stated it is safe and would close it if he felt it was not. [35]

Funding and land acquisition (1968–1969)

With the money for the Lovelandtown Bridge construction reliant on passing of the public bond issue, Senator Hiering showed his support for the new bond to help pay for transportation projects. [36] Assemblyman Brown, though not public, opposed the new bond issue. He was concerned that Ocean County would be left out of most of its benefits, and he also felt there was voter discontent. Mabie, however, continued to show his support and optimism for the new bond issue, [37] which passed on November 5, 1968, by 502,415 votes. [38] NJDOT then promised a multitude of projects in Ocean County, including construction on Routes 37 and 72 and the Lovelandtown Bridge. [39]

In January 1969, the New Jersey State Legislature approved to spend $242 million of the new bond issue. $110 million would go to the construction of transportation projects immediately, including the Lovelandtown Bridge. [40] In late January, the state started notifying property owners in the way of the new bridge and approach about the condemnation of their properties. Property owners noted they had 90 days to negotiate with the state about proper return values. The Asbury Park Evening Press noted that nine of the properties were on Partridge Run and the remaining 11 would be west of the canal. [41]

However, Goldberg announced to Ocean County officials that there would be more delays in all projects besides the widening of Route 37 through Toms River until 1970. [42] Despite the report by Goldberg, Assemblyman Brown noted in March 1969 that NJDOT was about ready to announce the advertisement for bids on a new bridge. Brown noted that Goldberg was saying they were moving forward rapidly on the bridge. [43] By April, tax assessors were working on estimating tax values for the properties to be acquired for the new Lovelandtown alignment. [44] By August, the borough approved to sell land along Bridge Avenue for construction of the new bridge. [45]

In September 1969, the state noted that they would be ready to advertise and accept bids on the new project starting in late October 1969. [46] NJDOT said they could have shovels in the ground during 1969 if all went well, including property acquisition. 15 houses would be demolished by the project, but only one had been acquired by September 18, 1969, the one at 1644 Elm Street, once owned by the Federal Housing Administration and would be sold at auction in Cherry Hill. They felt construction would be finished by mid-1971 after starting in December 1969. [47] This did not go according to plan as NJDOT had to file a condemnation lawsuit against James Duff, a property owner along the west side of the canal that was in the way of the new bridge. The request was made to get a three-man panel to come to an agreement on what Duff would be paid for the property for the future western approach. [48]

Despite the lawsuit, the state did open advertising on bids in late October 1969. [49] Despite the plan for bid announcements on November 26, within a week of the advertising, NJDOT was in court again, this time of a property on Central Avenue in Point Pleasant owned by William Hall. The borough of Point Pleasant was also named as a defendant as they claimed to have a lien on the property Hall owned. [50] The borough of Bay Head noted that they would only lose one property for construction and that their municipality would not be disrupted during construction of the new bridge. [51] However, the project would take over four parcels in total for the new bridge and approaches in Bay Head. [52]

Construction (1969–1972)

On November 27, 1969, the state announced that they received the lowest bid of $3,344,933.85 (1969 USD) for construction of the new bridge from a joint venture of Mason–Connor, Incorporated of Pennsauken and Thomas Construction of Albany, New York. The new bridge would be 287 feet (87 m) long and 62 feet (19 m) wide, with new approaches. Bridge Avenue on both sides would be turned into dead ends while the new Bridge Avenue alignment would fork off of Hollywood Avenue in Point Pleasant and Bay Avenue in Bay Head. The two supporting piers of the bridge would be 80 feet (24 m) apart from each other. Other bids ranged from $3,386,522–$4,318,141. At that time, NJDOT noted it was studying the low bid and a deal could be made in two weeks. [53]

Point Pleasant announced in December 1969 that they would vacate parts of Central Avenue so construction could begin on the new Lovelandtown Bridge. New road would wipe out parts of Central Avenue due to the new alignment. [54] Point Pleasant also asked in January 1970, that the state widen Bridge Avenue at the southern side instead of the northern side of the roadway so that a costly sewer relocation would not be required. [55]

On January 8, 1970, the state announced that they awarded the contract to Mason–Connor and Thompson Construction for the new bridge. The new bridge would have a deadline of December 15, 1971, to be finished, all to the delight of Beecroft, who began the push for the new bridge a decade prior. [56] Residents of both communities visited a display to see the new renderings of the bridge on January 16 at the Point Pleasant Municipal Building. There it was announced that construction would begin on January 26, 1970. [57] By January 29, demolition work begun on the old marine police headquarters as part of property clearing. However, due to the construction, the work was being done at the station in Monmouth Beach. Fearing lack of police patrol, an officer would be stationed on a boat near the old headquarters to help in the cause. [58] They would end up moving to a new facility on Route 35 in April 1971. [59]

William Hall, who the state had sued earlier to acquire some of his property, noted in March 1970, that the contractors were burning fires at the Lovelandtown Bridge construction site and that the smoke from the fires was polluting the air and his property. Hall noted that the fires were being started by burning old rubber tires and the Point Pleasant Borough Attorney noted that it was a violation of code to do so. Beecroft stepped in and asked the contractor to stop, despite the fact that he saw no burning going on at the property and got assurances that it would stop. [60]

Along with the burning of tires, Beecroft also asked NJDOT in March 1970, to ask the contractor to stop routing their dump trucks over the Route 88 bridge in Point Pleasant. A police officer noted the bridge was being used by dump trucks for the contractor weighing as much as 40 tons. The weight would cause the draw leaves of the Route 88 bridge to shift as much as 12 inches (0.30 m), a dangerous amount of jump for the structure. The main concern of the dirt-loaded dump trucks was more of the safety of schoolchildren crossing the bridge at the same time as the dump trucks. If the bridge opened like that and a child got stuck in the leaves, it would mean immediate amputation. The state asked the trucks to slow down on the bridge to reduce the jump in the bridge, but that was still not enough for Beecroft who was ready to make sure they were flagged down Route 35 to reach the bridge instead. [61] However, by the next week, the bridge was still being used by the dump trucks and any thought of the reroute would require changes to the contract in terms of cost. [62]

By late May, the construction on the pilings for the new bridge piers had begun, with the steel bases constructed. [63] However, work was slowed when the cases for the pilings began to have problems without specially-designed seals to keep them in place. The state and the contractor could not come to terms and instead, extra costs would be added anyway under "time and materials". The extra seals would add $50,000–$100,000 to the total cost of the project as contracted. The contractor was confident it would be finished near schedule, but no guarantee of on time. Construction did resume in mid-August. [64]

In November, there were complaints by Bay Head residents about the Bridge and Bay Avenue intersection being ripped up and left unpaved due to construction. While NJDOT said new curbs would be installed soon, no paving of the roads could start until the spring of 1971. They noted they would likely do it in April. [65]

By March 1971, the concrete piers for the new bridge were finished and the supports for the deck of the road spans were being installed. The contractor noted that the work was 50 percent complete at that point. Most importantly, the project was still slated to be complete by December 1971. [66] By May, the state closed parts of Bridge Avenue in Point Pleasant to detour traffic off a two-block section. This was needed to help construct the new western approach to the Lovelandtown Bridge and was to remain in place through the end of construction. [67] However, this detour led to complaints from Point Pleasant about the strain it put on Route 88 in pre-summer traffic. The borough demanded that NJDOT adjust things to help lighten the load. [68]

Construction of the first half of the elevator structure for the bridge began by June 1971, with one side finished by the end of the month. Preparations for the other side of the bridge structure were also taking place. [69] The full structure was up by July 15, with construction of the road deck beginning with the bridge in the elevated position. [70]

In October, the borough of Point Pleasant asked for the work to be amended that sidewalks would be built on the new bridge. The new bridge was not designed to have one, just four lanes of traffic. However, the project was now due to be finished in February 1972. [71]

Opening and bridge failure (1972–1973)

On January 20, 1972, NJDOT announced that the new bridge would open within two weeks (circa February 5) if everything stayed on schedule. [72] However, just four days later, they announced a new delay to the Spring of 1972 due to an issue with the electronic controls for the new bridge. They also said the spokesman from four days prior was incorrect in his announcement about a February 1972 opening. [73] In late March, NJDOT announced they would soon begin testing on the new elevated structure for barge movement. The main control panel had been set in, but some parts had yet to be delivered. Testing continued through April, and NJDOT expected the bridge to open later that month. [74] [75]

On May 10, the state announced that the new bridge would open to traffic after a ceremony on May 23 at 11:00 am. [76] Numerous dignitaries attended the ceremony, including Mayor Valenti of Point Pleasant and Assemblyman Franklin Berry Jr. (R-Ocean). The ceremony commemorated the 12 years of effort to help build a new bridge over the canal. At the same time, local officials used the ceremony to push help for Route 88, which also needed a new span. [77]

As part of the original contract with Mason–Connor and Thompson Construction, the old span would be demolished. [77] However, in mid-June, the state announced the old bridge would be used by motorists once again. The new span needed its opening mechanisms adjusted, resulting in a several week closure of the new span. [78] These adjustments were completed by the end of July. [79] The bridge closed again on August 31, 1972, [80] with the mechanisms requiring more adjustments; detours were conducted through the old bridge. [81] By September 12, it was announced the new span would continue to be closed until the problem of why the bridges was not closing properly was figured out and fixed, resulting in at least another two weeks of delay. [80]

On October 16, 1972, it was announced that NJDOT engineers would have to submit plans by October 25 to fix the broken lift structure. By this point, there was no certain day on when the new bridge would reopen. [82] Engineers announced on October 27 that the bridge was likely failing to close because of lack of weight on the structure. Their proposals were to add weight to the structure to help it close properly. They were not sure how long this project improvement would take, requiring continued use of the old bridge. [83] These problems were finally corrected in December 1972, [84] and the bridge finally reopened to traffic on December 14 at 3:00 pm. [85]

The old Lovelandtown bridge was swung open and process began on demolishing the old structure in January 1973. [86] As demolition continued on the bridge, the United States Coast Guard put out buoys noting the locations of the old pilings for the bridge, located 45 feet (14 m) apart from each other just under the surface. [87] The work continued into May on removing the piles from the site of the piers, which had been blasted apart in the demolition process. [88]

Modernization

The Lovelandtown Bridge and its approaches underwent a structural rehabilitation in October 2004. The lift mechanism was replaced to allow for quicker and more efficient raising and lowering of the bridge deck. The construction was completed by Carr & Duff Inc., which had received the project in June of that year. NJDOT and Governor James E. McGreevey forwarded $2.4 million (2005 USD) to the company for construction, which was completed by mid-2005. The project was part of the governor's "Fix-it First" initiative, which prioritized repairing existing roadway capacity throughout the state over building new capacity. [89]

Major intersections

The entire route is in Ocean County.

Locationmi [1] kmDestinationsNotes
Point Pleasant 0.000.00West plate county.svg
CR 632 jct.svg CR 632 west (Bridge Avenue)		Western terminus
Bay Head 0.560.90East plate county.svg
CR 632 jct.svg CR 632 east (Bridge Avenue)		Eastern terminus
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

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Interstate 287 (I-287) is an auxiliary Interstate Highway in the US states of New Jersey and New York. It is a partial beltway around New York City, serving the northern half of New Jersey and the counties of Rockland and Westchester in New York. I-287, which is signed north–south in New Jersey and east–west in New York, follows a roughly horseshoe-shaped route from the New Jersey Turnpike (I-95) in Edison, New Jersey, clockwise to the New England Thruway (I-95) in Rye, New York, for 98.72 miles (158.87 km). Through New Jersey, I-287 runs west from its southern terminus in Edison through suburban areas. In Bridgewater Township, the freeway takes a more northeasterly course, paralleled by US Route 202 (US 202). The northernmost part of I-287 in New Jersey passes through mountainous surroundings. After crossing into New York at Suffern, I-287 turns east on the New York State Thruway (I-87) and runs through Rockland County. After crossing the Hudson River on the Tappan Zee Bridge, I-287 splits from I-87 near Tarrytown and continues east through Westchester County on the Cross-Westchester Expressway until it reaches the New England Thruway. Within New Jersey, I-287 is maintained by the New Jersey Department of Transportation (NJDOT), and, within New York, it is maintained by the New York State Thruway Authority (NYSTA).

<span class="mw-page-title-main">Broadway Bridge (Manhattan)</span> Bridge in Manhattan, New York

The Broadway Bridge is a vertical-lift bridge across the Harlem River Ship Canal in the borough of Manhattan in New York City. It connects the neighborhoods of Inwood on Manhattan Island and Marble Hill on the mainland. The bridge consists of two decks. The lower deck carries Broadway, which is designated as U.S. Route 9 at this location. The upper deck carries the New York City Subway's IRT Broadway–Seventh Avenue Line, serving the 1 train.

<span class="mw-page-title-main">Interstate 80 in New Jersey</span> Highway in New Jersey

Interstate 80 (I-80) is a major Interstate Highway in the United States, running from San Francisco, California, eastward to the New York metropolitan area. In New Jersey, I-80 runs for 68.35 miles (110.00 km) from the Delaware Water Gap Toll Bridge at the Pennsylvania state line to its eastern terminus at I-95 in Teaneck, Bergen County. I-95 continues from the end of I-80 to the George Washington Bridge for access to New York City. The highway runs parallel to US Route 46 (US 46) through rural areas of Warren and Sussex counties before heading into more suburban surroundings in Morris County. As the road continues into Passaic and Bergen counties, it heads into more urban areas. The New Jersey Department of Transportation (NJDOT) identifies I-80 within the state as the Christopher Columbus Highway.

<span class="mw-page-title-main">Point Pleasant Beach station</span>

Point Pleasant Beach is a train station located in Point Pleasant Beach, in Ocean County, New Jersey, United States, on NJ Transit's North Jersey Coast Line, and is one of the most significant stops on the NJCL portion between Long Branch and Bay Head. This station is located on one of the borough's major arteries, Arnold Avenue, Route 35, several blocks from the Atlantic Ocean, boardwalk, Manasquan Inlet marina, and within the community's downtown business, shopping, dining and entertainment nexus. The current building and platforms are approximately 10 years old, a consequence of the station's redevelopment yielding the modern fixtures and services. The station is handicapped-accessible.

<span class="mw-page-title-main">County Route 567 (New Jersey)</span>

County Route 567 is a county highway in the U.S. state of New Jersey. The highway extends 10.02 miles (16.13 km) from Amwell Road in Hillsborough Township to Union Avenue in Raritan Borough.

The Thousand Islands Parkway (often written as 1000 Islands Parkway) is a scenic parkway in the Canadian province of Ontario. It extends easterly from an interchange with Highway 401 in Gananoque for approximately 40 kilometres (25 mi) to rejoin Highway 401 near the community of Butternut Bay, west of Brockville. The parkway follows the north shore of the St. Lawrence River, and was formerly designated Highway 2S (S for Scenic) until 1970. It passes through the communities of Gray's Beach, Halsteads Bay, Ivy Lea, Darlingside, Rockport, Narrows, La Rue Mills and Mallorytown Landing, as well as providing access to the three inland properties of the Thousand Islands National Park. Highway 137, which meets the parkway near its midpoint, provides access to the Interstate 81 in New York via the Thousand Islands Bridge.

<span class="mw-page-title-main">Beesley's Point Bridge</span> Bridge

The Beesley's Point Bridge was a bridge in New Jersey, United States, that was built privately by the Ocean City Automobile Club in 1927. Completed in 1928, control of the bridge was acquired by the Beesley's Point Bridge Company. It was a toll bridge from its opening. Prior to its closing, it was best known for carrying U.S. Route 9 (US 9) over the Great Egg Harbor Bay, connecting Upper Township, in Cape May County to Somers Point in Atlantic County. The bridge concurrently carried the Garden State Parkway over the Great Egg Harbor Bay from the Parkway's opening in 1954 until a separate bridge over the bay for the Parkway, the Great Egg Harbor Bridge, opened in 1955.

<span class="mw-page-title-main">New York State Route 282</span> State highway in Tioga County, New York, US

New York State Route 282 (NY 282) is a north–south state highway located within Tioga County in the Southern Tier of New York in the United States. It extends for 3.48 miles (5.60 km) from the Pennsylvania state line in the town of Nichols, where it connects to Pennsylvania Route 187 (PA 187), to an intersection with NY 17C in the town of Tioga. The route meets the Southern Tier Expressway (NY 17) and crosses over the Susquehanna River just west of the village of Nichols.

<span class="mw-page-title-main">Asbury Park station</span>

Asbury Park is an NJ Transit railway station in Asbury Park, in Monmouth County, New Jersey, United States. It is served by trains on the North Jersey Coast Line. It is located along Cookman Avenue between Main Street and Memorial Drive. The current Asbury Park station is one of two original Asbury Park stations on the line. The North Asbury Park station still exists, but is no longer a station stop; the former station was located at the Sunset Avenue crossing.

<span class="mw-page-title-main">Ridgefield Park station</span>

Ridgefield Park station, also known as West Shore Station, was a railroad station in Ridgefield Park, New Jersey at the foot of Mount Vernon Street served by the New York, Susquehanna and Western Railroad (NYSW) and the West Shore Railroad, a division of New York Central (NYCRR). The New York, Ontario and Western Railway (NYO&W) had running rights along the West Shore and sometimes stopped at Ridgefield Park. First opened in 1872 it was one of three passenger stations in the village, the others being the Little Ferry station to the south and Westview station to the north. Service on the West Shore Railroad began in 1883. The station house, built at a cost $100,000 opened in 1927. Southbound service crossed Overpeck Creek and continued to terminals on the Hudson River waterfront where there was connecting ferry service across the Hudson River to Manhattan. Northbound near Bogota the parallel NYSW and West Shore lines diverge and continue into northern New Jersey, Pennsylvania, and upstate New York. Passenger service ended in 1966.

<span class="mw-page-title-main">Brigantine Bridge</span> Bridge in Atlantic City & Brigantine, New Jersey

The Brigantine Bridge is a vehicular bridge over Absecon Inlet in Atlantic County, New Jersey. It is located just west of the Atlantic Ocean in Atlantic City and the resort community of Brigantine, providing the only road access to Brigantine Island. It is owned and operated by the New Jersey Department of Transportation (NJDOT). The bridge carries New Jersey Route 87, which then becomes County Route 638 at its northern end. At its southern end it connects with the Atlantic City–Brigantine Connector.

<span class="mw-page-title-main">WRTV (New Jersey)</span> Television station in Asbury Park, New Jersey

WRTV was a television station that broadcast on channel 58 in Asbury Park, New Jersey, United States. It was owned by the Walter Reade Organization and broadcast as an independent station between January 22, 1954, and April 1, 1955, in hopes of securing a VHF channel for the station that never came. In the 1960s, Reade attempted to move the unbuilt station from channel 58 in Asbury Park to channel 68 in Newark, which was treated as an application for a new station; granted in 1970, Reade sold the permit before it went on air.

References

  1. 1 2 3 "Route 13 Straight Line Diagram" (PDF). New Jersey Department of Transportation. 2009. p. 1. Retrieved March 17, 2020.
  2. ↑ Google (April 8, 2020). "Overview of New Jersey Route 13" (Map). Google Maps . Google. Retrieved April 8, 2020.
  3. 1 2 "State Controls Shore Bridge". The Daily Record. Long Branch, New Jersey. July 2, 1938. p. 12. Retrieved January 26, 2019– via Newspapers.com. Open Access logo PLoS transparent.svg
  4. 1 2 "1953 renumbering". New Jersey Department of Highways. Archived from the original on June 28, 2011. Retrieved July 31, 2009.{{cite journal}}: Cite journal requires |journal= (help)
  5. ↑ "The Point Pleasant Canal". Point Pleasant Historical Society. 2009. Archived from the original on October 10, 2008. Retrieved September 10, 2009.
  6. ↑ General Assembly, New Jersey (1938). "238". OCEAN COUNTY ROUTE 13-E. Beginning at highway Route 37 at Bay Head and continuing one and seventy-six one-hundredth (1.76) miles to the Beaver Dam road, in the boroughs of Point Pleasant and Bay Head, county of Ocean, and to include the Lovelandtown bridge across the Manasquan canal now under the jurisdiction of the Board of Commerce and Navigation, passing all right and title therein to the State Highway Commissioner. New Jersey State Legislature. pp. 541–1.
  7. ↑ "State Erred in Verdict on Lovelandtown Bridge". The Asbury Park Evening Press. March 9, 1962. p. 18. Retrieved February 29, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  8. ↑ "The Loveland Town Bridge". The Asbury Park Evening Press. May 25, 1962. p. 19. Retrieved February 29, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  9. ↑ "Shore Still Taking Damage Inventory". The Asbury Park Evening Press. March 11, 1962. p. 4. Retrieved February 29, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  10. ↑ "Point Pleasant Asks Tunnel Under Canal". The Asbury Park Evening Press. August 11, 1962. p. 3. Retrieved February 29, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  11. 1 2 "Await Word From State on Bridge". The Asbury Park Evening Press. October 1, 1962. p. 50. Retrieved February 29, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  12. ↑ "Span Hearing Dec. 27". The Coast Star. Manasquan, New Jersey. December 20, 1962. p. 3. Retrieved February 29, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  13. ↑ "Hiering Asks for Hearing for Bridge Plans". The Asbury Park Evening Press. November 1, 1962. p. 25. Retrieved February 29, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  14. ↑ "Lovelandtown Bridge". The Asbury Park Evening Press. February 28, 1964. p. 7. Retrieved March 12, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  15. ↑ "Lovelandtown Bridge Delay is Attacked". The Asbury Park Evening Press. December 2, 1964. p. 13. Retrieved March 12, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  16. ↑ "Dumont Flays Hughes After Highway Death". The Paterson Morning Call. September 8, 1965. p. 1. Retrieved March 12, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  17. ↑ "Says Road Death May Have Been Prevented". The Red Bank Daily Register. September 9, 1965. p. 22. Retrieved March 12, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  18. ↑ "Borough Sets 2 Dates for Bridge Talks". The Asbury Park Evening Press. December 1, 1965. p. 20. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  19. ↑ "Point Pleasant Seeks Parley About Bridge". The Asbury Park Evening Press. December 4, 1965. p. 8. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  20. ↑ "Canal Bridge Approval Set". The Long Branch Daily Record. January 14, 1966. p. 4. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  21. ↑ "Army Weighs Bridge Route Plans". The Asbury Park Evening Press. April 21, 1966. p. 13. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  22. ↑ "New Objections Received to Bridge Plan". The Asbury Park Evening Press. May 17, 1966. p. 13. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  23. ↑ "Story of Bridge Nearing Climax". The Asbury Park Evening Press. July 25, 1966. p. 17. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  24. ↑ "Army Approves Construction of New Lovelandtown Span". The Asbury Park Evening Press. January 27, 1967. p. 25. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  25. ↑ "Army Begins Pt. Pleasant Span Survey". The Asbury Park Evening Press. July 20, 1967. p. 4. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  26. ↑ "Repairs Completed". The Asbury Park Evening Press. August 22, 1967. p. 21. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  27. ↑ "Army Completes Survey of Canal". The Asbury Park Evening Press. November 28, 1967. p. 25. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  28. ↑ "Test Borings". The Asbury Park Evening Press. December 18, 1967. p. 4. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  29. ↑ "Bond Issue Sold By Pt. Pleasant". The Asbury Park Evening Press. December 20, 1967. p. 21. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  30. ↑ "States Sees Bridge Job Speeded Up". The Asbury Park Evening Press. December 30, 1967. p. 1. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  31. ↑ "Span Footing Tests Start". The Asbury Park Evening Press. January 3, 1968. p. 21. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  32. ↑ "Parley Due on Span at Pt. Pleasant". The Asbury Park Sunday Press. September 29, 1968. pp. 1, 75 . Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  33. ↑ "Bridge Conference Scheduled Tuesday". The Asbury Park Evening Press. October 2, 1968. p. 25. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  34. ↑ "Officials Plan Meeting on Bond Issue". The Asbury Park Evening Press. October 7, 1968. p. 14. Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  35. ↑ "'Snow Job' Charged in Span Parley". The Asbury Park Evening Press. October 9, 1968. pp. 1-2 . Retrieved March 14, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  36. ↑ "Hiering in Favor of Bond Proposals". The Asbury Park Evening Press. October 18, 1968. p. 29. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  37. ↑ "Passage of Bond Issues Believed in the Balance". The Asbury Park Sunday Press. November 3, 1968. p. 22. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  38. ↑ "Bond Questions Approved Easily". The Asbury Park Evening Press. 1, 5. November 6, 1968. Retrieved March 16, 2020– via Newspapers.com.{{cite news}}: External link in |location= (help)CS1 maint: location (link) Open Access logo PLoS transparent.svg
  39. ↑ "Fast Action Vowed on Road Plans". The Asbury Park Evening Press. November 23, 1968. p. 1. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  40. ↑ "Bond Issue Spending Bill Approved". The Asbury Park Evening Press. January 15, 1969. p. 38. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  41. ↑ "Loveland Parcels Sought". The Asbury Park Evening Press. January 22, 1969. p. 24. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  42. ↑ "County Learns of Delays in State Road Projects". The Asbury Park Evening Press. January 24, 1969. p. 25. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  43. ↑ "State Pledges Bridge, Rte. 9 Project Speed". The Asbury Park Evening Press. March 18, 1969. p. 26. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  44. ↑ "Valenti Attempts to Name Blair to Bench Fails". The Asbury Park Evening Press. April 16, 1969. p. 29. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  45. ↑ "Council Accepts State's Land Bid". The Asbury Park Evening Press. August 12, 1969. p. 18. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  46. ↑ "Route 37 Project Seen on Schedule". The Asbury Park Evening Press. September 17, 1969. p. 32. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  47. ↑ "Bridge Construction Start Predicted for December". The Asbury Park Evening Press. September 19, 1969. p. 23. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  48. ↑ "State Files Suit Against Couple". The Asbury Park Evening Press. October 11, 1969. p. 16. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  49. ↑ "Lovelandtown Bridge". The Asbury Park Evening Press. October 22, 1969. p. 18. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  50. ↑ "State Seeks Property for New Bridge". The Asbury Park Evening Press. October 29, 1969. p. 28. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  51. ↑ "Bridge Seen as No Problem for Borough". The Asbury Park Evening Press. November 18, 1969. p. 5. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  52. ↑ "Lovelandtown Bridge Will Take 4 Parcels". The Asbury Park Evening Press. December 16, 1969. p. 17. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  53. ↑ "New Bridge Pact Seen in 2 Weeks". The Asbury Park Evening Press. November 28, 1969. p. 25. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  54. ↑ "Canal Cable Opposed". The Asbury Park Evening Press. December 17, 1969. p. 31. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  55. ↑ "Snowstorm Ordinance Introduced". The Asbury Park Evening Press. January 6, 1970. p. 31. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  56. ↑ "New Span Contracts Awarded". The Asbury Park Evening Press. January 9, 1970. p. 25. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  57. ↑ "Preview". The Asbury Park Evening Press. January 17, 1970. p. 18. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  58. ↑ "Coming Down". The Asbury Park Evening Press. January 30, 1970. p. 20. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  59. ↑ "Motorboat Unit in New Quarters". The Asbury Park Evening Press. April 1, 1971. p. 8. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  60. ↑ "Chief Says Burning Has Been Halted". The Asbury Park Evening Press. March 20, 1970. p. 12. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  61. ↑ "Route 88 Bridge Truck Ban Asked". The Asbury Park Evening Press. March 27, 1970. p. 25. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  62. ↑ "Truck Fight is Pressed by Beecroft". The Asbury Park Evening Press. March 31, 1970. p. 14. Retrieved March 16, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  63. ↑ "Bridge Work". The Asbury Park Evening Press. May 29, 1970. p. 34. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  64. ↑ "Bridge Jobs Proceeds After Delay". The Asbury Park Evening Press. August 14, 1970. p. 19. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  65. ↑ "Liquor Law Change Site in Bay Head". The Asbury Park Evening Press. November 3, 1970. p. 9. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  66. ↑ "Bridge Construction". The Asbury Park Evening Press. March 2, 1971. p. 21. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  67. ↑ "Bridge Job Will Close Roadway". The Asbury Park Evening Press. May 20, 1971. p. 20. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  68. ↑ "Action is Urged on Road Work". The Asbury Park Evening Press. June 2, 1971. p. 36. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  69. ↑ "Going Up". The Asbury Park Evening Press. June 30, 1971. p. 45. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  70. ↑ "Construction Progress". The Asbury Park Evening Press. July 16, 1971. p. 16. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  71. ↑ "Officials in Point Pleasant to Ask County for Curbs". The Asbury Park Evening Press. October 20, 1971. p. 7. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  72. ↑ "Bridge to Open in Two Weeks". The Asbury Park Evening Press. January 21, 1972. p. 10. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  73. ↑ "New Span Won't Open on Time". The Asbury Park Evening Press. January 25, 1972. p. 21. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  74. ↑ "Canal Span Testing Set". The Asbury Park Evening Press. March 23, 1972. p. 43. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  75. ↑ "Final Tests". The Asbury Park Evening Press. April 24, 1972. p. 2. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  76. ↑ "Opening Ceremony Slated for Lovelandtown Bridge". The Asbury Park Evening Press. May 11, 1972. p. 48. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  77. 1 2 "Span Opening Brings New Pleas". The Asbury Park Evening Press. May 24, 1972. p. 26. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  78. ↑ "Bridge Span Back in Use Temporarily". The Asbury Park Evening Press. June 17, 1972. p. 2. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  79. ↑ "Substation Failure Blackens Extensive Two-County Area". The Asbury Park Evening Press. July 26, 1972. p. 1. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  80. 1 2 "Bridge Opening Date Uncertain". The Asbury Park Evening Press. September 13, 1972. p. 48. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  81. ↑ "Bridge May Be Closed to Traffic". The Asbury Park Evening Press. September 1, 1972. p. 27. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  82. ↑ "New Lovelandtown Span Repairs Are Under Study". The Asbury Park Evening Press. October 17, 1972. p. 17. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  83. ↑ "Engineers Say More Weight Will Solve Bridge Problem". The Asbury Park Evening Press. October 28, 1972. p. 11. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  84. ↑ "Correction Problem". The Asbury Park Evening Press. December 14, 1972. p. 37. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  85. ↑ "Motorists Using Span Once Again". The Asbury Park Evening Press. December 15, 1972. p. 46. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  86. ↑ "Lived Its Span". The Asbury Park Evening Press. January 24, 1973. p. 39. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  87. ↑ "Coast Guard Warns of Hazard in Canal". The Coast Star. Manasquan, New Jersey. April 12, 1973. p. 7. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  88. ↑ "Channel Improvement". The Asbury Park Evening Press. May 9, 1973. p. 25. Retrieved March 17, 2020– via Newspapers.com. Open Access logo PLoS transparent.svg
  89. ↑ "NJDOT Begins Construction on the Route 13 Inland Waterway Canal Bridge in Point Pleasant Boro". New Jersey Department of Transportation. October 27, 2004. p. 1. Retrieved September 10, 2009.

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