City of Trenton
Trenton Transportation
Master Plan:
Phase One
Summary Report
January 2004
Submitted By:
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Table of Contents
PAGE
EXECUTIVE SUMMARY ...................................................................................................... ES-1
Vision ...................................................................................................................... ES-1
Goals ....................................................................................................................... ES-1
Transportation Systems Assessment .......................................................................... ES-2
Preliminary Program List .......................................................................................... ES-5
CHAPTER 1. PROJECT BACKGROUND .................................................................................1-1
Overview ...................................................................................................................1-1
Tensions and Tradeoffs...............................................................................................1-2
Project Approach .......................................................................................................1-3
CHAPTER 2. VISION OF TRENTON’S TRANSPORTATION SYSTEM..............................................2-1
A Vital Downtown .....................................................................................................2-1
Robust Economy ........................................................................................................2-1
Healthy Neighborhoods .............................................................................................2-2
Safe Streets.................................................................................................................2-2
Local & Regional Connections....................................................................................2-3
CHAPTER 3. GOALS AND OBJECTIVES ................................................................................3-1
Goals .........................................................................................................................3-1
Preliminary Objectives ...............................................................................................3-1
CHAPTER 4. TRANSPORTATION SYSTEM INVENTORY .............................................................4-1
General Population Characteristics .............................................................................4-1
Trenton Facilities and Services Inventory ....................................................................4-4
CHAPTER 5. TRANSPORTATION SYSTEM ASSESSMENT ............................................................5-1
Existing Transportation Network .................................................................................5-1
New Transportation Projects.....................................................................................5-30
New Land Use & Redevelopment Projects................................................................5-40
CHAPTER 6. PRELIMINARY PROGRAM EVALUATION ..............................................................6-1
Potential Programs & Projects.....................................................................................6-1
Evaluation of Programs ...............................................................................................6-5
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Table of Figures
PAGE
Figure 3-1
Figure 3-2
Trenton TMP Goals ....................................................................................3-1
Trenton TMP Preliminary Objectives ..........................................................3-2
Figure 4-1
Figure 4-2
Figure 4-3
Figure 4-4
Figure 4-5
Figure 4-6
Figure 4-7
Figure 4-8
Figure 4-9
Figure 4-10
Figure 4-11
Figure 4-12
Figure 4-13
Figure 4-14
Figure 4-15
Selected Demographic Data, City of Trenton and Trenton Urbanized Area..4-2
Traffic Signal Locations and Roadways within the City by Type ...................4-5
Summary of Roadway Facilities in Trenton..................................................4-9
Congested Intersections in Trenton with Calculated Levels of Service........4-10
Uncongested Intersections in Trenton with Calculated Levels of Service....4-11
Summary of Vehicular Delaware River Crossings in Trenton .....................4-12
Trenton Bridge Projects.............................................................................4-14
Trenton Transit Routes ..............................................................................4-15
NJ TRANSIT Trenton Area Bus Route Service and Ridership Summary.......4-17
Trenton Area Shuttle Services ...................................................................4-21
Trenton Area Demand Responsive Services...............................................4-22
Capacity of Major Public Parking Facilities................................................4-23
Parking Facilities Used by State Agencies..................................................4-25
Public Parking Facilities Managed by Trenton Parking Authority ...............4-26
Trenton Train Station Parking Pricing (Trenton Park and Ride, Station Plaza
Parking) ....................................................................................................4-26
Figure 4-16 Mercer County Improvement Authority Operated Parking .........................4-27
Figure 5-1
Figure 5-2
Figure 5-3
Figure 5-4
Figure 5-5
Figure 5-6
Figure 6-1
Figure 6-2
Figure 6-3
Figure 6-4
Role and Circulation of Bus Routes at Trenton Train Station ........................5-7
NJ TRANSIT Trenton Bus Route Ridership.................................................5-10
Bicycle Level of Service & Key Missing/Weak Bicycle & Pedestrian Linkages ...
................................................................................................................5-17
Trenton Districts Requiring Streetscape Improvements ..............................5-19
Bicycle Level of Service Detail by Segment with Draft Recommendations .5-21
Unit Price of Hypothetical Trips to Trenton Train Station Area...................5-26
Potential TMP Programs and Projects ..........................................................6-2
Weights of TMP Goals ................................................................................6-5
Unweighted Scores of Potential TMP Programs and Projects .......................6-7
Preliminary Evaluation: Weighted Scores of Potential TMP Programs and
Projects ......................................................................................................6-9
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Executive Summary
The Trenton Transportation Master Plan (TMP) is a two-phase planning process that seeks
to assess and improve the city’s local and regional transportation network. As documented
in this summary report, the first phase of the TMP determined the city’s transportation
goals and objectives, assessed the city’s existing transportation network, and drafted a
preliminary set of transportation programs and projects. The second phase of the TMP will
develop a strategic plan as a long-term guide to the city’s future transportation investments,
policies, and services. The resulting plan will be formally incorporated into the city’s
master plan as the transportation element.
Vision
A variety of preceding planning efforts for Trenton have suggested a long-term vision of the
city and its transportation network: Downtown Trenton would be the Heart of the City, a
major urban center in the Delaware Valley Region, and a gateway to the Northeast
Corridor. Excellent local and regional transit connections, vibrant cultural districts, and an
accessible riverfront would attract new investment in the city. Trenton’s residential
neighborhoods would support an exceptional quality of life characterized by diverse
housing choices, strong linkages to the downtown and surrounding communities, safe
streets, a vibrant community life, and excellent city services. Moving around the city by all
modes of transportation including transit, biking, and walking would be cost-effective,
efficient, and easy. As a core city with a growing population and employment sector,
Trenton would serve as a national model for regional growth management.
Goals
The Trenton TMP is guided by the following goals:
Develop an urban transportation network that stimulates and supports a
reinvigorated local economy
Maintain and preserve the existing transportation infrastructure
Use transportation investments to support the centrality of downtown Trenton
Provide local transportation services that enhance the livability of Trenton’s
residential neighborhoods
Improve the frequency, attractiveness, and convenience
transportation services to enhance the quality of life in Trenton
of
multi-modal
Use transportation to promote a safe, secure and healthy environment
Improve multi-modal connections between major destinations in the city including
employment centers, recreation sites, and neighborhoods
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Strengthen regional linkages between Trenton, the Delaware Valley, and the
Northeast Corridor
Support sustainable growth & development of the surrounding region
Ensure that new investments equitably meet the transportation needs of all users
Transportation Systems Assessment
Existing Conditions
A comprehensive assessment was performed of Trenton’s existing transportation network.
The assessment included consideration of the city’s roadway network; freight circulation;
transit circulation; bike and pedestrian network; and parking supply and policy.
Summarized below are key observations and conclusions from the assessment:
Most of Trenton’s local streets operate with little or no congestion. The regional
roadways that serve Trenton including Routes 1, 31, 33, and 206 face moderate to
high levels of congestion during peak travel periods. Congestion is also an issue on
the four bridges that provide regional access to the city.
Circulation and wayfinding on Trenton’s local streets is compromised by numerous
one-way streets, overlapping street grids, non-linear orientation of major streets, and
divisiveness of regional roadway infrastructure.
The circulation of freight in and out of Trenton is constrained by limited access to
the Route 1 interchanges.
Although Trenton is served by 11 NJ TRANSIT bus routes, service is infrequent on a
line by line basis. However, the overlap of several routes along the State Street
corridor does provide a high amount of transit service in Trenton’s downtown.
An overall lack of information about routes and schedules at bus stops makes the
transit system difficult to use. NJ TRANSIT recently issued a new bus schedule for
the transit routes connecting Trenton Train Station. The schedule shows the times
for all the multiple routes providing this connection as well as the location of bus
stops.
Trenton’s bus network serves most of the city and many of the major employment
centers in the surrounding area. However, stronger transit connections are needed
between Trenton Train Station and many of the city’s key destinations including the
State Capital Area, Waterfont Park, and other regional employment centers.
The opening of the Southern New Jersey Light Rail Transit System (SNJLRTS) should
be accompanied by stronger bus transit connections at the three SNJLRTS Stations
in Trenton.
Trenton Train Station effectively serves as a hub for regional transit services.
However, the weak intermodal connections between bus and rail service limits the
station’s utility as a hub for local bus connections.
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The city’s bicycle and pedestrian network is compromised by missing linkages to
major destinations including the city’s riverfront. Other constraints on bike and
pedestrian circulation include the scale and location of the regional freeway
infrastructure; the geometry of certain intersections that facilitate wide unrestricted
vehicular turning movements; traffic signalizations that result in long waiting times
for pedestrian crossings; and surface parking lots that reduce the quality of the city’s
pedestrian environment.
The availability of free parking for many of the employees working in downtown
Trenton distorts parking demand and creates a perception of parking shortages. A
more comprehensive assessment of the existing utilization of parking and analysis
of the parking demand management tools used in other cities would help redefine
Trenton’s parking program to be more complementary with the city’s
redevelopment goals.
Besides downtown Trenton, there are also opportunities for reexamining the supply
and price of parking around the Trenton Train Station, Sovereign Bank Arena, and
Waterfront Park. The city’s residential parking permit program could be reevaluated to address the parking needs of residents as well as the patrons of
neighborhood commercial establishments.
The city’s parking requirements for new developments are similar to those of
suburban municipalities. These parking requirements do not take advantage of the
city’s existing and new transit services nor do they encourage transit-supportive
redevelopment.
New Transportation Projects
Newly constructed or pending transportation projects in Trenton include the SNJLRTS;
rehabilitation of Trenton Train Station; the Trenton Jitney; the reopening of Trenton
Commons; and recent streetscape improvements. Key issues associated with these
projects are summarized below:
The opening of SNJLRTS in Fall 2003 raises the importance of providing stronger
intermodal connections not only at Trenton Train Station but also at the Hamilton
Avenue and Cass Street SNJLRTS stations. One key challenge for NJ TRANSIT will
be coordinating the schedules of the SNJLRTS runs with Northeast Corridor runs.
Value engineering is currently being conducted as part of NJ TRANSIT’s effort to
rehabilitate Trenton Train Station. The rehabilitation of the station provides the city
with an opportunity to improve the intermodal connections between bus and rail
services; improve pedestrian and bike access to the station; and better integrate the
station with the land uses and potential redevelopment in the surrounding area.
The proposed Trenton Jitney could help connect the Trenton Train Station with the
State Capital Area and other key points in the city.
Three transportation projects relate to Route 29: the recent construction of the
Route 29 tunnel; the proposal to redesign a segment as a landscaped boulevard;
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and the completion of the Delaware River Walk. Mitigating the imposing effect
Route 29 has upon access between the city and the riverfront will enhance the
redevelopment potential of downtown Trenton.
The reopening of Trenton Commons to vehicular traffic will allow a more efficient
movement of automobiles and transit vehicles through the State Street corridor.
Streetscape improvements on Roebling Avenue and around the Sovereign Bank
Arena enhance the aesthetic quality of these busy areas. In these areas as well as
other parts of the city, additional improvements such as traffic calming would
further improve the pedestrian environment.
New Land Use & Redevelopment Projects
New redevelopment activity is occurring in Trenton’s downtown, the Trenton Train Station
area, the Roebling Complex, the Canal Banks area, and the Cass Street Light Rail District.
Key issues associated with these projects are summarized below:
The redevelopment of downtown Trenton involves a variety of circulation issues
including the interface between local and regional streets; improving wayfinding;
extending the street grid to new development areas; providing sufficient right of
way to serve multiple travel modes; and making streetscape improvements. Other
issues related to downtown redevelopment include raising the levels of transit
service; improving bike and pedestrian connections throughout and to the
riverfront; and managing parking demand for all of downtown’s various users.
Redevelopment opportunities around the Trenton Train Station Area have been
explored as part of a Transit Friendly Communities Study overseen by NJ TRANSIT.
This study is examining the opportunities for planning better linkages between the
Trenton Train station area and its surrounding neighborhoods. This includes
identification of transit-supportive land uses.
The Roebling Complex area is another prime redevelopment area. The opening of
the Hamilton Avenue SNJLRTS Station is expected to raise the economic
development potential of this area. Key transportation issues in this area include
the need for stronger transit connections to Sovereign Bank Arena and the SNJLRTS
station as well as improved pedestrian linkages to Trenton Train Station.
The city has been successfully directing new residential development in the Canal
Banks Area. As part of this continuing effort, residential parking demand will need
to be managed.
The Cass Street Light Rail District spans the area around the Cass Street SNJLRTS
Station to the South Trenton waterfront along Cass Street. The city is currently
leading a community planning effort to develop a master plan for the area. Besides
improving the bus connections at the Cass Street SNJLRTS Station, stronger transit
connections are needed between the SNJLRTS Station and Waterfront Park.
Resolving poor pedestrian connections across Routes 29 and 129 are also critical
needs of this redevelopment area.
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Preliminary Program List
A preliminary list of transportation programs and projects was prepared and an initial
evaluation was conducted of their expected impact on the TMP. In Phase 2 of the TMP, the
programs will be further developed and evaluated. Organized into four categories, the
programs and projects are listed below:
Motor Vehicle Programs and Projects
Interchange Upgrades Near Industrial Areas
Highway Signage Improvements
Local Bridge Rehabilitation / Replacement Program
Muirhead Avenue Extension
Route One Bridge Widening
Local Truck Route Plan
Parking Management Plan
Regional Congestion Relief
Downtown Circulation and Wayfinding Improvements
Accelerated Pavement Maintenance / Rehabilitation
Pedestrian/Bicycle Programs and Projects
Route 29 Boulevard / River Access Strategies
Train Station Area Multi-modal Improvements
Calhoun, Willow, Carroll and Perry Street Pedestrian Improvements
Assunpink Creek Greenway
Delaware River Walk & Connections
D&R Canal Towpath Signage and Access Improvements
Delaware and Bound Brook Rail Trail (Reading ROW)
Cass Street District Pedestrian Improvements
Calhoun Street Bridge Safety and Access Improvements
On-Street Bicycle Route Improvements
Bicycle Parking and Amenity Program
Streetscape Improvement / Pedestrian Enhancement Program
Princeton Rail Trail On Street Bike Boulevard Extension
D&R Canal Towpath On Street Bike Boulevard Gap Closure
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Hamilton Avenue Station Pedestrian Linkages
Bike Map
Transit Programs and Projects
Bus Comprehensive Service Assessment / Upgrade
Trenton Jitney
Bus Stop Amenity / Information Upgrades
Free NJ TRANSIT Bus-Rail Transfers
Transit Check / Eco-Pass Program
Regional Express Buses
Multi-Modal Programs and Projects
Downtown Parking and Access Study and Program
Multi-Modal Access Map / Website
Zoning Code, Parking & Traffic Code, Roadway Standards, Design Guidelines and
Environmental Compliance Criteria update
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Chapter 1. Project Background
Overview
The Trenton Transportation Master Plan (TMP) is a two-phase planning process that seeks
to assess and improve the city’s local and regional transportation network. As documented
in this summary report, the first phase of the TMP determined the city’s transportation
goals and objectives, assessed the city’s existing transportation network, and drafted a
preliminary set of transportation programs and projects. The second phase of the TMP will
develop a strategic plan as a long-term guide to the city’s future transportation investments,
policies, and services. The resulting plan will be formally incorporated into the city’s
master plan as the transportation element.
Responding to the redevelopment efforts proposed in city’s 1999 Land Use Plan, the TMP
will synthesize the city’s land use planning, economic development, and transportation
planning needs. Since the city last revised its transportation element in 1986, a variety of
new investments in regional transportation infrastructure in concert with a host of local,
regional, and state planning efforts have dramatically changed the planning context from
which the TMP emerges. These initiatives include:
City of Trenton Land Use Plan (1999)
Horizons: The 2025 Land Use and Transportation Plan for the Delaware Valley
(2002)
Transportation Choices 2025: New Jersey Long-Range Transportation Plan Update
(2001)
New Jersey State Development and Redevelopment Plan (2001) and Mercer County
Cross-Acceptance Report (1998)
Trenton’s role as a pivotal economic, political and cultural center along the Northeast
Corridor is being shaped by continuing efforts to revitalize its downtown, invest in new
entertainment and recreational facilities, and revitalize its historic residential areas.
Meanwhile, mounting public concern related to New Jersey’s continuing patterns of lowdensity suburban sprawl in tandem with Governor McGreevey’s stated commitment to
smart growth principles have underscored the need to centralize new development and
growth in existing urban core cities like Trenton.
In the context of this renewed emphasis on the development potential of New Jersey’s
capital city, the TMP must address competing notions about the role and function of the
city’s transportation network. In order to achieve consensus over the TMP’s priorities and
ensure its implementation, the process must resolve these tensions through an ongoing
collaborative effort among the city, multiple public agencies, the private sector and the
public-at-large.
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Tensions and Tradeoffs
Summarized below are the types of tensions that frequently surface in transportation
master planning efforts. In many cases, these tensions point to much more fundamental
question about the desired function of a city’s transportation network: How does a city
balance the need to move people and goods while protecting the quality of urban life for
residents, workers, and visitors?
Regional Access vs Local Circulation
Trenton’s strong regional highway connections provide an important means for moving
goods and people to, from, and through the city. Conversely, the infrastructure associated
with these connections sometimes compromises local circulation, such as how Route 29
physically separates the city from the Delaware River. The TMP will need to balance
proposed improvements and modifications to the regional road network with
enhancements to the city’s internal circulation network.
Maintenance of Existing Infrastructure vs New Capital
Investments
Trenton has recently realized the construction of new capital improvement projects such
as Southern New Jersey Light Rail Transit System (SNJLRTS) and the new Route 29 tunnel.
Meanwhile, the city faces ongoing needs to maintain its existing transportation system
including the surface of its roads and sidewalks, the replacement of transit vehicles, and
the rehabilitation of local bridges. The TMP will need to evaluate the benefits of new
infrastructure with the need to preserve and enhance existing transportation services.
Vehicular Flow vs Performance of Other Transportation
Modes
The local road network of dense urban environments like Trenton has limited capacity.
The TMP will need to address the way that existing rights-of-way are allocated across
modes. How much of a street should be devoted to vehicular movements, on-street
parking, sidewalks, bike lanes, and transit? How should certain streets be designed to
prioritize different types of movements including regional, local, and truck traffic? Should
certain downtown streets be redesigned with a designated bus lane to maximize the
efficiency of transit service? Rather than being addressed on a street-by-street basis, these
types of questions will need to be raised in relation to the city’s entire street network.
Parking Supply vs Commercial Development
Trenton’s Land Use Plan identifies the large-scale surface parking lots in downtown as
opportunities for redevelopment. However, these parking lots provide an important
resource for employees commuting to downtown Trenton. Visitor parking is critical to the
success of the city’s entertainment and recreational destinations. The TMP will need to
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balance the desirability of affordable and available parking in Trenton’s commercial
districts with the economic and environmental benefits of redeveloping the surface parking
lots.
In the case of Trenton’s neighborhoods, the provision of sufficient on-street parking for
residents needs to be balanced with the need to provide parking for neighborhood
commercial destinations and also the need to mitigate the impacts of traffic on residential
quality of life.
Accommodating Reverse Commute vs “Centering” the
Downtown
As in most regions in the United States over the last 50 years, job growth in the greater
Delaware Valley has been heavier in suburban office parks than in traditional downtowns.
Trenton residents who cannot afford a car are typically precluded from accessing these
jobs. In order to increase the employment rate in Trenton, one strategy might be to
increase accessibility to jobs outside the city. On the other hand, Trenton’s economic
revitalization partially depends upon the generation of new jobs in the city. In prioritizing
the city’s transportation needs, the TMP will need to compare the value of improvements
that increase access to suburban job locations with investments that help re-centralize new
job development in downtown Trenton.
Project Approach
Phase 1
The project team for the Trenton TMP is composed of representatives from the city’s
planning department; transportation planners from the New York City consulting firm,
Nelson\Nygaard Consulting Associates; and engineers from the Pennsylvania based firm,
Gilmore Associates.
The project team initiated the TMP by assembling a Technical Advisory Committee (TAC)
composed of key stakeholders from city, county, regional, and state agencies.
Representatives from key community groups were also invited to participate on the TAC.
(For a complete list of TAC members, see Appendix A.) As a supplement to the ongoing
input provided by the TAC, the project team also conducted stakeholder interviews with
selected representatives of public agencies and organizations.
Described below are the key elements of the Phase 1 scope and their location within the
Phase 1 Summary Report.
Vision: The project team assembled the vision statements of other planning studies
including the Trenton Land Use Plan, Horizons 2025, the State Redevelopment
Plan, and the State Long-Range Transportation Plan to prepare a composite vision of
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Trenton’s transportation system. The resulting vision is provided in Chapter 2 of this
report.
Goals and Objectives: The project team engaged the TAC in a goal setting process
that established clear project goals and objectives, along with weighting factors to
prioritize each goal against the others. The finalized goals are presented in Chapter
3.
Transportation Systems Inventory: Using available data and information, the
project team prepared a comprehensive inventory of the city’s transportation
network. The inventory is provided in Chapter 4.
Transportation Systems Assessment:
Using available data and analysis,
observations from field visits, stakeholder interviews, and extensive input from the
TAC, a comprehensive assessment of Trenton’s transportation network was
performed. The complete results of the assessment are provided in Chapter 5.
Preliminary Program Evaluation: As a prelude to a more refined strategic plan, the
project team prepared a matrix of draft transportation programs and projects. The
TAC performed a preliminary evaluation of the ways that these projects might
perform in relation to the TMP goals. This preliminary evaluation is presented in
Chapter 6.
Phase 2: Next Steps
The project team will continue to work with the TAC in the second phase of the TMP. The
main purpose of Phase 2 will be to prepare a strategic implementation plan. Key elements
of the Phase 2 scope will include:
Program Development: The draft transportation programs and projects prepared in
Phase 1 will be refined with greater detail including implementation requirements,
assignments for multi-jurisdictional coordination, order-of-magnitude cost estimates,
and potential funding sources. Proposed programs will also be classified as
immediate, short-term, and long term strategies.
Project Evaluation: Building off the preliminary program evaluation performed in
Phase 1, the project team will work closely with the TAC to develop a formal
methodology for evaluating projects and prioritizing their importance in the TMP. A
key part of this task will be establishing consensus with the TAC on the appropriate
formula for weighting the evaluation criteria used to rank the proposed programs.
Public Involvement: The project team will continue to engage major public
stakeholders in Phase 2 and also involve the public-at-large in a presentation on the
TMP. Input collected at this presentation will be used to prepare a draft strategic
plan.
Monitoring Plan: Each project and program proposed in the TMP will be tied to a
specific set of performance measures. The performance measures will provide a
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means for evaluating the success of an implemented program in meeting its
intended objectives.
Implementation Plan: In addition to defining the implementation requirements of
particular plans, the strategic plan will identify opportunities for public-private
investment in Trenton’s transportation network; innovative approaches to multijurisdictional policy-making; and a variety of long-term funding strategies. The
implementation plan will also identify additional planning efforts such as parking
studies, neighborhood revitalization plans, and transit service plans that will address
more specific components of the TMP. Administrative strategies for coordinating
state, county, and city planning efforts will also be addressed.
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Chapter 2. Vision of Trenton’s
Transportation System
Based upon a review of the vision statements in other Trenton planning documents, the
project team has drafted the following vision statement for Trenton. This statement suggests
ways that improvements to Trenton’s transportation network might effect positive changes
on other aspects of the city. It imagines what the city would be like under a changed
transportation network.
A Vital Downtown
Downtown Trenton is the Heart of the City, a major urban center in the Delaware Valley
Region, and a gateway to the Northeast Corridor. The Capital District is easy to get to from
all parts of the city either by walking, biking, or transit. From the Trenton Transit Station,
downtown is minutes away by shuttle, bus, or taxi. Throughout the day and night, State
Street teems with movement and activity. Downtown Trenton is a safe, easy and
interesting walk from many of the city’s historic attractions, as well as numerous
recreational activities along the Delaware River waterfront. Route 29 is a landscaped
boulevard, inviting and safe for pedestrians to cross, and connects downtown with the
water’s edge.
There is adequate short-term public parking for visitors and employees but the expanded
transportation options have enabled an overall reduction in parking supply downtown.
Where there were once acres of underutilized surface parking lots, there is now
commercial and residential development contributing to downtown’s dense urban feeling.
Robust Economy
The city’s vibrant downtown, excellent transit connections, and high quality of life have
generated new investment in the city. The redevelopment of brownfield sites has inspired
new businesses to locate in Trenton, created new jobs, and enhanced the city’s tax base.
The city continues to support a large number of government jobs but also boasts diverse
employment opportunities in other industries. Industrial and manufacturing jobs are
preserved and expanded, taking advantage of Trenton’s skilled workforce and excellent
freight connections.
New commercial development enhances the vitality of downtown Trenton but has also
created vibrant new business districts along the riverfront. New workers have a range of
transportation options for reaching downtown jobs. Even though they have sufficient
parking, a very high percentage of the city’s workers chooses to commute to work by
public transportation. By managing parking efficiently and increasing transportation
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choices, Trenton has shown the world that it can accommodate major new development
in a way that does not increase traffic congestion.
Healthy Neighborhoods
Trenton’s residential neighborhoods support an exceptional quality of life characterized by
diverse housing choices, strong linkages to the downtown and surrounding communities,
safe streets, a vibrant community life, and excellent city services. Historic buildings have
been rehabilitated into attractive housing units for all income groups. New compact
development provides a variety of housing types including single-family houses,
townhouses, condominiums and apartments of various sizes. Homeownership
opportunities are balanced with the provision of rental units as a way of achieving
residential stability. New residents are attracted to Trenton’s waterfront and canal trail
network, its charming and maintained streets, the availability of jobs within walking
distance downtown, and its excellent rail connections to the greater region.
Trenton’s neighborhoods support a vibrant and diverse community with abundant places
for playing, gathering, and socializing. They reflect the economic, racial and cultural
diversity of the city and the surrounding region. Neighborhoods are redeveloped at a finegrain urban scale with shops, services, cultural amenities, recreational sites, and transit
services within walking distance of residential areas. Schools are a central feature of every
community and most children can walk or bike to school through a network of safe routes.
Excellent public transit provides fast and frequent connections to downtown, other
neighborhoods, and regional transit services. There is adequate provision of parking spaces
and roadway capacity, but this infrastructure does not compromise the quality of life in the
neighborhood. Where necessary, off-street parking is provided, but it is shared between
multiple users such as residents, employees and shoppers.
Safe Streets
Neighborhood streets are clean, safe, and walkable. The streets are beautifully landscaped
and benefit from the latest technologies in traffic calming to minimize conflicts between
pedestrians, bicyclists, and automobiles. The city’s local streets are safe and quiet,
functioning less as traffic ways and more as outdoor living rooms for neighbors to socialize
and children to play. There is a renewed investment in the city’s pedestrian environment.
Pedestrians can safely cross the city’s major regional thoroughfares like Route 29.
Busy sidewalks and a mix of uses along main commercial streets help deter crime by
providing natural surveillance, both day and night. The traditional street grid is extended
as a part of the redevelopment of large sites such as Magic Marker, providing pedestrians
and cyclists with direct routes and reinforcing the fine-grain urban feel. Driveways and
curb cuts do not interrupt sidewalks minimizing conflicts between vehicles and
pedestrians. Historic buildings are rehabilitated, and a comprehensive streetscape program
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CITY OF TRENTON
linked to new development highlights the historic significance of areas like the Battle
Monument.
Local & Regional Connections
There is excellent transit access between downtown Trenton, regional transit services, and
surrounding neighborhoods. Travel to New York and Philadelphia is fast and convenient.
It is easy for commuters from suburban communities in the Delaware Valley to get to
Trenton’s employment centers. Visitors, drawn by the city’s rich recreational and
entertainment resources, find it effortless to get to Trenton, and simple to get around once
they arrive. The regional roadway infrastructure continues to provide excellent regional
access to the city for drivers, but transit is a faster and more cost-effective option for most
commuters.
The city’s regional transportation infrastructure is maintained, but also modified to make
local travel safer and more convenient. Commuter and light rail systems are fully
integrated. The design of Trenton Train Station reflects its role as a high profile gateway to
the city, and is a bustling intermodal hub for trains, buses, trolleys and taxis.
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CITY OF TRENTON
Chapter 3. Goals And Objectives
Goals
Summarized in Figure 3 -1 are the Trenton TMP Goals that were prepared by the project
team and subsequently revised by the TMP’s Technical Advisory Committee.
Figure 3-1
TMP Goal 1
TMP Goal 2
TMP Goal 3
TMP Goal 4
TMP Goal 5
TMP Goal 6
TMP Goal 7
TMP Goal 8
TMP Goal 9
TMP Goal 10
Trenton TMP Goals
Develop an urban transportation network that stimulates and supports a reinvigorated local
economy
Maintain and preserve the existing transportation infrastructure
Use transportation investments to support the centrality of downtown Trenton
Provide local transportation services that enhance the livability of Trenton’s residential
neighborhoods
Improve the frequency, attractiveness, and convenience of multi-modal transportation services to
enhance the quality of life in Trenton
Use transportation to promote a safe, secure and healthy environment
Improve multi-modal connections between major destinations in the city including employment
centers, recreation sites, and neighborhoods
Strengthen regional linkages between Trenton, the Delaware Valley, and the Northeast Corridor
Support sustainable growth & development of the surrounding region
Ensure that new investments equitably meet the transportation needs of all users
Preliminary Objectives
The project team drafted a list of transportation objectives and identified their associated
goals and potential courses of action. This list, as presented in Figure 3-2, represent an
initial step of an iterative process to develop the TMP’s recommended transportation
programs and policies. Many of the objectives and course of action suggested in this list
were used to define the draft programs and projects that are presented in Chapter 6. In
Phase 2 of the TMP, the proposed projects and programs will be further refined as part of a
strategic implementation plan.
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Figure 3-2
Trenton TMP Preliminary Objectives
TMP Goal
Reference
Preliminary TMP Objectives
Improve and maintain the road network
Repair, resurface, and upgrade the city’s roads and
sidewalks
1, 2, 3,4
Redefine Trenton’s main streets – State, Broad, and Cass 1,2, 3
– as civic spaces as well as movement corridors
Adopt streetscape improvements on local neighborhood
streets that harmonize new development with the city’s
historic character
2,4
Extend the street grid in large redevelopment areas
Maximize efficiency of the road network
1,3
1,2,3,4,5
Avoid major increases in street capacity unless necessary 2,5
to remedy severe congestion or critical transportation
problems
Improve traffic flow by implementing computerized traffic 2,5
management systems where feasible
Reduce impacts of traffic on residential areas by
designating certain streets as residential arterials with
slower speed limits, traffic calming devices, and special
landscaping improvements
4,5, 6
Re-evaluate Trenton’s truck routes and truck weight
limits based on noise, vibration, economic, and other
environmental impacts
Improve wayfinding for drivers
1, 4, 6
1,3,4,7
Define and improve gateways to the City
1,3,7,8
Increase the accessibility of multi-modal transportation services
Make the city’s street network accessible to all modes
1,2,3,4,5,6,7,10
including vehicles, bikes, pedestrians, and transit
Improve the transit, bike, and pedestrian connections
between downtown and the Delaware River Walk,
surrounding residential neighborhoods, and new
commercial districts
1,2,3,4,5,6,7,10
Potential Courses of Action
• Develop a comprehensive roadway rehabilitation and maintenance
plan
• Evaluate opportunities for removing impervious surfaces
• Allocate sufficient funds on an annual basis to implement the plan
• Develop streetscape improvement and maintenance plans for
targeted main streets
• Enhance transit services and amenities along these streets
• Define transit, bicycle and pedestrian level of service standards
• Develop streetscape improvement and maintenance plans
• Define bicycle and pedestrian level of service standards
• Encourage residents, businesses and organizations to “adopt a
street”
• Develop circulation plans in advance of new redevelopment efforts
• Maintain transit, bicycle and pedestrian safety and service
standards while improving efficiency of traffic flows
• Develop street design guidelines that address congestion or other
traffic problems without increasing street capacity
• Investigate modifications to street system during peak hours to
relieve congestion
• Educate the public on what defines acceptable levels of congestion
• Maintain transit, bicycle and pedestrian safety and service
standards when implementing computerized traffic management
systems
• Use computerized traffic management systems to improve transit
vehicle speed and reliability on transit-priority streets
• Develop design standards and specifications for residential arterials
• Assess whether traffic capacity could be reduced if other measures
(safety, intersection performance, accessibility, transit movement)
are improved or remain unchanged
• Develop implementation plan for residential arterials
• Develop a citywide truck circulation plan
• Finalize and implement a comprehensive signage program on local
and regional roads
• Implement signage, landscaping, roadway improvements, and transit
route modifications to increase the accessibility and attractiveness
of key gateways to the city
• Develop comprehensive roadway design standards for all types of
roads that provide for safe transit, bike, and pedestrian circulation.
Standards would include the minimum lane width required for the
safe operation of all modes.
• Establish a prioritization of the streets that should be redesigned in
order to meet the standards
• Adopt circulation recommendations from the Master Plan for the
Trenton Capital District
• Establish LOS standards for the pedestrian, bike, and transit routes
connecting major origins and destinations
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CITY OF TRENTON
Preliminary TMP Objectives
Reconnect downtown Trenton to the Delaware River
TMP Goal
Reference
1,3,5,7,9,10
Develop new transit services to serve new entertainment 1,5,7,9
and recreational venues such as the baseball stadium,
arena, & waterfront
Expand provision of accessible transportation services for 7,10
people with disabilities
Improve the intermodal connections at the Trenton Train
Station and all other multi-modal transit stops
1,3,5,7,8,9
Improve ease of transferring between local transportation 1,3,5,7,8,9
services and regional commuter services
Increase connections of Trenton-Mercer County Airport
to Trenton
Improve the responsiveness and quality of local taxi
service
Improve conditions for transit users
Improve and maintain the City’s transit infrastructure
including transit vehicles, bus stops, and Trenton Train
Station
1,8,9
Improve the availability of transit information
5
Provide more transit amenities
Improve transit wayfinding
1,4,5
1,2,3,5,7,10
Improve frequencies of intracity local bus service
Improve time efficiency (decreased travel time) of transit
by coordinating schedules at multi-modal transit stations
2,3,4
3,4,5,7
3,7
1,2,3,4,5,6,7
Potential Courses of Action
• Study concept of redesigning Route 29 as a landscaped boulevard
with at-grade pedestrian crossings
• Study pedestrian, bike and transit improvements on streets that
connect to the waterfront (i.e. Cass & Calhoun)
• Establish LOS standards for the pedestrian, bike, and transit routes
connecting major origins and destinations
• Work with transit agencies to convert to low-floor transit vehicles
when new vehicles are purchased
• Incorporate disabled access standards into design and performance
criteria for transportation facilities projects
• Develop design guidelines that improve physical connections
between different transit services
• Coordinate schedules and station area signage for Amtrak, SEPTA,
SNJLRTS, and NJ TRANSIT Rail and Bus
• Design improvements that would reduce distances between
different services
• Coordinate better inter-agency transfer policies between Amtrak,
SEPTA, SNJLRTS
• Provide new transit or shuttle connections between Trenton and
Mercer County Airport
• Base taxi permit issuance, fees, and rates on performance
• Repair and replace older New Jersey Transit buses as necessary
• Replace bus shelters and benches
• Ensure that redesign of Trenton Train Station includes
improvements to the aesthetics, accessibility, and interconnection
of areas for passenger loading, transferring, and waiting
• Increase the availability of transit information including multi-lingual
system maps and schedules in printed and electronic form
• Install shelters and benches at bus stops
• At bus stops, transit stations, and key destinations provide
signage/information kiosks that include maps of the transit network,
directions to major destinations, and instructions for making intermodal connections
• Coordinate with transit agencies
• Use origin-destination surveys to guide schedule integration
• Work with transit operators to coordinate schedules
• Implement ‘connection guarantee’ for feeder routes to regional
transit lines
• Modify transit schedules to facilitate fast and easy connections
between different routes
• Design bus stops and light rail stations that facilitate intermodal
transfers and accommodate pulse scheduling
• Develop transit-preferential streets program to increase speed and
reliability of bus lines
Improve travel safety
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Preliminary TMP Objectives
Provide high level of safety for motorists, pedestrians,
and bicyclists on Trenton Streets
TMP Goal
Reference
3,4,5,6
Reduce noise and air pollution from transportation
4,5,6
operations
Prioritize traffic calming measures to slow traffic on local 4,5,6
and collector residential streets and paths
Prioritize safety and comfort of school children in street
modification projects that affect school travel routes.
Improve conditions for bicyclists
Improve performance of the bike network
Improve bike circulation network including dedicated bike
lanes
4,5,6
1,3,4,5,6,7,
1,3,4,5,6,7
Install bicycle parking at both public and private facilities, 3,4,5,7
including multi-modal transit stations, city parks, private
developments, and at other community destinations.
4,5,6,7
Provide secure bicycle storage on public transit vehicles
during both peak and off-peak hours.
Potential Courses of Action
• Develop comprehensive roadway design standards for all types of
roads that provide for safe transit, bike, and pedestrian circulation
• Establish a prioritization of the streets that should be redesigned to
meet the standards
• Reduce posted speed limits where appropriate
• Improve pedestrian crossings
• Implement pedestrian crossing standards
• Replace NJ TRANSITbus fleet with clean air vehicles
• Establish performance criteria and design standards for
Neighborhood Traffic Calming Program
• Emphasize bicycle and transit vehicle movement in traffic calming
schemes
• Develop safe-routes-to-school network for Trenton, which includes
design standards, performance criteria, and monitoring
• Define bicycle level of service standards
• Develop design and maintenance standards, including lane widths,
safety standards, pavement condition standards
• Require all street resurfacing projects to provide a bike lane
• Develop standards for bicycle parking facilities, including availability
and security
• Develop bicycle parking requirements for new developments
• Coordinate with transit agencies to provide bike storage
Adjust the street evaluation criteria to ensure that areas
of the road used by bicyclists are maintained at the same
standards as, or at standards higher than, areas used by
motor vehicles.
Improve bicycle wayfinding
4,5,6,7
• Develop objective, measurable standards for pavements used by
bicyclists
3,4,5,7
• Provide bike route signage on roads and greenways
• Develop and publish bike route map
Improve conditions for pedestrians
Improve pedestrian wayfinding
3,4,5,7
• Provide signage and information kiosks that indicate pedestrian
routes and heritage trail walks
• Develop and publish pedestrian route map
• Develop pedestrian design standards for sidewalks, including lane
widths, safety, and pavement condition
• Develop bike and pedestrian plan that includes redesign of
intersections and roadways to improve pedestrian conditions
Improve pedestrian circulation network including widened 3,4,5,6,7
sidewalks, improved cross-walks, and reduced curb cuts
Provide network of landscaped pedestrian paths along
Trenton’s canals, creeks, and waterfront
Reduce pedestrian barriers like utility poles, signs, water
hydrants
Encourage use of alternative transportation modes
Reduce automobile dependency for local trips
3,4,5,6,7
5
4,5,6
• Develop pedestrian design standards for pedestrian pathways,
including lane widths, safety standards, and pavement condition
• Develop comprehensive roadway design standards for all types of
roads that provide for safe transit, bike, and pedestrian circulation
• Develop measures of accessibility by specific modes for Trenton
neighborhoods
• Develop strategies for improving non-Single Occupancy Vehicle
accessibility
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Preliminary TMP Objectives
Reduce Trenton School District’s driving to school
TMP Goal
Reference
4,5,6
Increase rates of transit utilization by employees
commuting to Downtown Trenton
1,3,5,7,8
Minimize traffic congestion on the regional road network
1,6,9
Manage parking demand and supply
Implement comprehensive program of parking supply and
demand management strategies for downtown Trenton
3,5,9
Protect residential areas from the parking impacts of
nearby business districts
Encourage transit-supportive land use development
Redevelop surface parking lots into new commercial and
residential infill development that reinforces downtown’s
fine-grain urban fabric
Establish minimum densities for new development to
support transit, bicycling, and walking
4,5,9
Establish mix of land uses (housing, jobs, and services)
which reduce the necessity of driving
1,3,4,5,6,7,9
Minimize new parking demand and traffic generated by
new commercial and residential infill development
Improve accessibility of transit stops from existing land
uses as well as new redevelopment projects
1,3,4,5,6,7,9
1,3,5,9
1,3,5,7,9
1,3,4,5,6,7,9
Potential Courses of Action
• Encourage market pricing of on-school parking
• Manage on-street parking around schools to discourage school
parking
• Develop bicycle, pedestrian, and transit access standards for school
routes
• Coordinate the adoption of new transit incentive programs by state
government agencies
• Increase availability of transit information
• Promote the adoption of new transit incentive programs by state
government agencies
• Develop citywide parking demand management programs that
include new policies and pricing structures that encourage
commuting by transit
• Assist major employers with the development of new parking
demand management programs
• Promote the adoption of new transit incentive programs by state
government agencies.
• Consider parking program in the context of improving access by all
modes.
• Develop parking management strategies and programs for residential
areas around business districts.
• Promote redevelopment of surface parking lots
• Improve access by other modes (transit, bicycle, walking,
carpooling) for workers in these business districts.
• Couple minimum density with mixed-use neighborhoods.
• Develop specific plans that address neighborhood-level
improvements to transportation, accessibility, services, and
amenity.
• Establish minimum density levels for residential development using
results of studies (Holtzclaw et. al.) that demonstrate the
relationship between density and transit use.
• Develop accompanying design standards for new residential
development that promote transit, bicycle, and pedestrian access
and amenities.
• Increase percentage of transit, bicycle, and walking trips for
residents of these new developments.
• Rezone single-use zones near transit for mixed use.
• Prohibit parking between the street and buildings; require that
parking be located under, behind, or next to buildings.
• Require conditional use for single-use projects in mixed-use areas.
• Require conditional use for auto-oriented land uses (i.e. drive through
businesses) in mixed-use areas.
• Modify zoning to allow for and encourage a mix of business types
(i.e. grocery stores) that reduce vehicle trips.
• Reduce off-street parking requirements for mixed-use developments
relative to similarly-sized single use developments.
• Develop parking demand management and transit incentive
programs for new tenants.
• Modify transit routes and provide new stops.
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Chapter 4. Transportation System
Inventory
This chapter inventories the transportation infrastructure, services, and programs in the City
of Trenton. Although the focus of this inventory is upon the transportation system within
Trenton’s municipal boundaries, the connections between the city and the surrounding
region are also documented. An assessment of the transportation system is provided in
Chapter 5 of this report.
Information was collected on the following topics:
General Population Characteristics
Roadways
Intersections
Highway and Rail Bridge Facilities
Public Transit Services
Ridesharing & TDM
Shuttle Services
Demand Responsive Services
Parking Facilities
Pedestrian and Bicycle Facilities
Taxi Services
Airport Services and Access
Rail Freight Facilities
The document reflects data and information gathered from the City of Trenton Planning
Division, New Jersey Department of Transportation (NJDOT), New Jersey Transit (NJT),
Greater Mercer County Transportation Management Association (GMTMA), the Mercer
County Improvement Authority (MCIA), and the Delaware River Valley Regional Planning
Commission (DVRPC).
General Population Characteristics
The City of Trenton’s population in the year 2000 was 85,258, a 4% decrease from the
1990 count of 88,675. Between 1950 to 1980, Trenton’s population declined by an
average of 10% per decade. Current forecasts project that in 2025 Trenton will have a
population of 81,850, a 4% decrease from the 2000 level. By contrast, the population of
Mercer County is expected to grow by 15% in this period. Local, regional and state Smart
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Growth planning and polices are aiming to reverse or dampen these trends and if
successful, would result in different population levels in the city and county than currently
projected.
According to NJ Department of Labor, the size of Trenton’s current labor force is
approximately 45,324 while the number of jobs in Trenton exceeds 60,000. However,
many of the white-collar government jobs in the city are held by residents of outlying areas
while Trenton’s labor force fills many of the lower wage service jobs in the highway-based
job centers outside the city. According to the 1990 Census, 48% of working Trenton
residents work outside of the city. The most significant destination for reverse-commuters
is Ewing, followed by Hamilton and Lawrence. Approximately 5% of Trenton residents
commuted to out-of-state locations, either Pennsylvania or New York, in 1990.
Figure 4-1
Selected Demographic Data, City of Trenton and Trenton
Urbanized Area
City of Trenton Trenton Urbanized Area
85,258
268,794
7.5
83.9
11,368
3,204
Population
Land Area (square miles)
Density (persons / sq mile)
Income
Median Household Income, 1999
$31, 074
Percent of Population in Poverty
21%
Age (percent of population)
Under 18
28%
Aged 65 and over
11%
Housing Tenure (percent of households)
Own
45%
Rent
55%
Vehicle Availability (percent of households)
Zero
31%
One
41%
Two or more
29%
Race / Ethnicity (percent of population)
White alone
33%
Black or African American alone
51%
Hispanic or Latino
22%
$50, 644
10%
24%
13%
67%
33%
14%
35%
51%
66%
24%
10%
Source: US Census, 2000
Figure 4-1 presents selected demographic data for the city and the Trenton Urbanized Area
(UA) as defined by the U.S. Census. It is useful to show the UA for the purpose of
comparison and because a significant number of jobs in Trenton are filled by residents in
the surrounding area. Poverty is concentrated within the City of Trenton. Of the
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population in the urbanized area who are living below the poverty line, seventy percent of
them reside within the city of Trenton.
Twenty percent of the residents in Trenton are living below the poverty line. Of the nonTrenton population of in the UA (including residents of the surrounding metropolitan area
but not the city of Trenton itself) only 4% live below the poverty line.
The typical demographic ingredients for a successful multi-modal system include higher
densities and high shares of traditionally transit using populations – youth, elderly,
households owning fewer vehicles and households with lower incomes. The data show
that Trenton fits this model.
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Trenton Facilities and Services Inventory
Roadway Facility Characteristics
This section provides a description of the main roadways in and around Trenton. It begins
with a profile of the regional roads that serve longer trips to and around the city. A
discussion of the overall street pattern and orientation of the city follows. Finally, a
description of important local roadways is provided. Figure 4-2 presents a map of
roadways in Trenton.
Primary Regional Connections
Three interstate routes and one state route provide connections from the Trenton area to
the broader region and beyond. Each is described below.
Route 1
Route 1 runs in a predominantly north-south direction through the City of Trenton. Route
1 links the City of Trenton with Newark to the north and Philadelphia to the south. In
Trenton, Route 1 is a limited access divided highway with an Average Annual Daily Traffic
(AADT) of 60,000 vehicles with a posted speed limit of 50 miles per hour (m.p.h.) through
the City of Trenton. Route 1 is predominantly a four-lane highway with some areas having
a five or three-lane cross-section and predominantly ten foot wide shoulders.
I-95
Although it operates west of the city limits, I-95 provides a connection for Trenton, Bucks
County, PA and to Philadelphia. I-95 crosses the Delaware River from Bucks County and
continues until it merges with US-1/I-295. I-95 is a six-lane roadway with twelve-foot
shoulders and a posted speed limit of 65 m.p.h. in the vicinity of Trenton. It carries
approximately 65,000 vehicles per day.
I-295
Together with I-95, I-295 acts as a beltway around the City of Trenton connecting to
Philadelphia west of the city and to Route I-195 east of the city. I-295 is a major link to
Southern New Jersey as it travels from east of Trenton south to the Delaware Memorial
Bridge. I-295 is a six lane roadway with twelve-foot shoulders and a posted speed limit of
65 m.p.h. in the vicinity of Trenton.
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Wes treet
T apitol S
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C
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TA
TA
TA
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Clinto
Driv
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Mornin
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Am
St. Michael's
Episcopal Church
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South
S
Mercer County
S
Community
College
TA
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Berkeley Avenue
To: Lambertville
TA
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Spri
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Carteret Avenue
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Olden
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Trenton
Battle
Monument
Capital Health System
Mercer Campus
Edgewood Avenue
206
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North
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Cadwalader Park &
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Buck
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Stuyvesant Avenue
D
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Oliver Aven
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Capital Health System
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Parkway Av
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S
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TOWNSHIP
Trenton
Psychiatric
Hospital
C
Street
Parkside Avenue
31
Mulberr
Street
T P
ine Str
eet
S
enue
Olden Av
Primary Highway with Limited Access
Primary Road without Limited Access
Secondary and Connecting Road
Local, Neighborhood, and Rural Road
Road with Special Conditions
To: NJ State Police HQ
S
C
Roadways by Type
Surface
et
St
at
Trenton Signal
Delaware River Joint
Toll Bridge Commission
Stre
em
T
Cherry
ad
Trenton Signal State Approved
Plum S
treet
Ac
TA
Spru
ce
Prospect Street
County
Murray Street
C
LAWRENCE
TOWNSHIP
ect
Prosp
S
State
DR
G Garage
235
S
Pear S
treet
Cortl
and
Traffic Signals
(Ownership)
Klag
LEGEND
0.3
0.5 Miles
S
HAMILTON
TOWNSHIP
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
I-195
Route I-195 runs in an east-west direction and connects I-295 with the New Jersey
Turnpike, continuing west until it ends at NJ 34 in Monmouth County. Route I-195 is
classified as an Urban Interstate. Although it does not run through the City of Trenton, I195 is a major highway for vehicles heading west to Trenton. The highway links travelers
to or from Trenton with Routes 29 and 129 as well as South Broad Street (Route 206). I195 is a limited access divided highway with a posted speed limit of 65 m.p.h. and a fourlane cross section for most of its length. However, from its intersection with I-295 to just
west of NJ Route 206 it has a six-lane cross section.
Bridges
Three bridges cross the Delaware River in Trenton with a fourth providing a nearby
regional connection. The bridges, which are listed below, are discussed in more detail in
the following section on Highway and Rail Bridge Facilities.
Route 1 Toll Bridge
Lower Trenton (“Trenton Makes”) Bridge
Calhoun Street Bridge
Scudder Falls (I-95) Bridge
Street Pattern and Orientation
The Yorkshire Quakers originally established the City of Trenton along the Delaware River
in 1679. In 1719 William Trent bought the land and established Trenton Township.
Trenton’s unique street layout and the overall street pattern are heavily influenced by the
fact that it was platted as a riverfront port town before the invention of the automobile.
Most of the roadways run either parallel or perpendicular to the river. This creates a
distinctive pattern as the river bends from running north-south to east-west along Trenton’s
border. As town planners attempted to retrofit Trenton’s street pattern to accommodate
automobiles, many streets were converted from two-way to one-way, complicating issues
of navigation.
The street patterns and connectivity in Trenton can be difficulty to navigate for both
Trenton visitors and residents. Many streets have multiple soft angle changes and slowly
shift direction from north-south to east-west. An excellent example of this is how North
Broad Street runs north-south while South Broad Street runs east-west. Furthermore, many
intersections do not meet at 90-degree angles. Despite the historic street pattern, both
transportation infrastructure (regional highways, rail rights-of-way, canals) and natural
features (Assunpink Creek) interrupt the rights-of-way of many streets, limiting connectivity
between different parts of the city, and further complicating orientation and navigation.
Page 4-6 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Primary Roadways
Trenton’s primary roadways are described below and summarized with volume
information in Figure 4-3.
Route 29, which falls under the jurisdiction of NJDOT, is an Urban Principal
Arterial/Urban Freeway, which is 4-6 lanes wide with a divided variable width median and
10-12 foot shoulders. Transforming the riverfront route to freeway status in most of
Trenton was begun in the 1960s as a project called the “Trenton Complex.” In February
2002, NJDOT completed construction on the final segment of the Trenton Complex
between Riverview Cemetery and the Route 1 Toll Bridge. This segment includes a new
tunnel section of Route 29 that runs along Waterfront Park.
Regionally, the roadway is an historic riverfront route that runs 35 miles between Trenton
and the rural village of Frenchtown. Route 29 is overseen by a Scenic Byway Management
Plan adopted by the NJ DOT in 1997. Most of Route 29 has a posted speed limit of 50
mph. (The speed limit is 45mph in the new tunnel segment). Between Route 1 and the
Trenton/Ewing Township Border, Route 29 is called the John Fitch Parkway.
Route 129 also falls under the jurisdiction of NJDOT. It is an Urban Principal Arterial
that is four lanes wide with a variable width shoulder (10-12 feet) and a posted speed limit
of 40 m.p.h. throughout the City of Trenton. Route 129 is of increasing significance with
the opening of the Sovereign Bank Arena at 129 and Hamilton Avenue and the
forthcoming SNJLRTS line which will run parallel to Route 129 in Trenton.
Route 206 (Broad Street and Brunswick Avenue) is J-shaped in Trenton, first
entering the city from the north as Brunswick Avenue. At downtown, a curve takes Route
206 to the eastern border of the city as Broad Street. Through the center of Trenton, Route
206 operates as a one-way pair with northbound traffic traveling on Broad Street and
southbound traffic traveling on Warren Street. Route 206 is under county or city
jurisdiction, depending on the segments. Parking is permitted along the length of Broad
Street. Parking is also permitted along Brunswick Avenue except between Warren Street
and East Hanover Street.
Warren Street is an Urban Principal Arterial under Mercer County’s jurisdiction. Warren
Street is also known as Route 206 South and acts as a one-way pair with Broad Street (206
North). It is two lanes wide with on-street parking in many sections, no median and a
posted speed limit of 45 m.p.h. Warren Street provides a link to the Trenton “Makes”
Bridge. Parking is permitted on both sides of the street except for the length of roadway
between Broad Street and Front Street. The couplet of Warren and Broad Streets from the
Battle Monument to past State Street has a number of roles, including carrying many NJ
TRANSIT bus routes, accommodating numerous pedestrians accessing commercial
buildings fronting these streets, and as an alternative to Route 1 for carrying downtown
commuters north from the city.
Page 4-7 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Pennington Road is also known as State Route 31. It is two lanes wide with no median.
It has a posted speed limit of 25 m.p.h., and parking is permitted on both sides of the road.
It is an Urban Principal Arterial under the jurisdiction of Mercer County.
Greenwood Avenue is also known as State Route 33. Greenwood Avenue enters
Trenton from the north, east of the Northeast Corridor (NEC) right-of-way and terminates
near the Trenton Train Station. It is an Urban Principal Arterial with two lanes after it
transitions from a six-lane road at its intersection with Route 1. It has a posted speed limit
of 25 m.p.h. with no median for most of the length. Parking is restricted along Greenwood
Avenue except for the length of roadway between Chambers Street and South Olden
Avenue.
Calhoun Street, an Urban Minor Arterial, is a two-way, two-lane, Mercer County
jurisdiction roadway that runs from State Street to Princeton Avenue and connects to the
Calhoun Street Bridge over the Delaware River.
Cass Street is of growing importance to the city because it connects Route 129, where
there will be a stop on the SNJLRTS line, and Waterfront Park, where office development
and the baseball stadium are recently added attractors. Cass Street also provides a link to
Broad Street.
Clinton Avenue is an Urban Minor Arterial with 2-4 lanes and no median. It has a
posted speed limit of 25 m.p.h. and is under City of Trenton jurisdiction. Parking is
permitted for almost the entire length of Clinton Avenue. Clinton provides a connection to
the Trenton Train Station and curves around the eastern part of the City of Trenton.
State Street begins as a local gateway from the north and transitions into the most
prominent street in the city when running east-west. It connects the State Capitol
buildings, the train station, City Hall, many government buildings, and historic resources.
It is an Urban Minor Arterial with a posted speed limit of 25 m.p.h. It is 2 lanes wide with
no median and is under City of Trenton jurisdiction.
Market Street is an Urban Principal Arterial with a posted speed limit of 30 m.p.h. It is
2-5 lanes wide with no median. Parking is not permitted for the length of Market Street.
Market Street falls under the jurisdiction of the City of Trenton. Market Street also provides
a connection to the waterfront.
Hamilton Avenue is also known as Route 606. It is a 2 lane wide Urban Minor Arterial
with no median and a posted speed limit of 25 m.p.h. Hamilton Avenue falls under
Mercer County jurisdiction. Hamilton Avenue is also a gateway into the City of Trenton
and provides connections to the Sovereign Bank Arena and the Roebling Complex.
Page 4-8 • Nelson\Nygaard Consulting Associates
Phase One Summary Report
21,730
37,180
Mercer County
Mercer County
2
7,500
2
12,000
10,000
2
Urban Collector
Sullivan Way
20000
Urban Principal
Arterial
2-5
Trenton
Market Street
5,000
Route 206
(MP 43-45)
Mercer County
Urban Principal
Arterial
2
Hamilton Avenue
10,000 – 12,600
Urban Minor Arterial Urban Minor Arterial
East State Street
Mercer County/
Trenton
8,300 –8,700
Urban Principal
Arterial
2
Mercer County
Greenwood
Avenue
Mercer County/
NJDOT
Urban Principal
Arterial
2-6
NJDOT
Urban Principal
Arterial
4
NJDOT
Urban Principal
Arterial
4-6
Pennington Road
Route 129
Route 29
10,000
2
Urban Minor Arterial
Trenton
Stuyvesant Avenue
2,750
Urban Principal
Arterial
2
Mercer County
North Warren
Street
15,280
South Broad Street
(MP 41-43)
Trenton
Urban Principal
Arterial
2
Summary of Roadway Facilities in Trenton
•
Source: DVRPC, NJ DOT Straight Line Diagrams 2002
Functional
Classification
Number of Lanes
Traffic Volume
(AADT)
Name
Jurisdiction
Functional
Classification
Number of Lanes
Traffic Volume
(AADT)
Jurisdiction
Name
Name
(Milepost)
Jurisdiction
Functional
Classification
Number of Lanes
Traffic Volume
(AADT)
Figure 4-3
CITY OF TRENTON
Trenton TMP
12,000
Urban Minor
Arterial
2
Trenton
Liberty Street
7,500
Urban Minor
Arterial
2
Trenton
South Clinton
Avenue
2,750
Brunswick Ave.
(MP 43-45
Trenton
Urban Principal
Arterial
2-3
12,000
Urban Minor
Arterial
2
Mercer County
Parkside Avenue
7,500
Urban Minor
Arterial
2-4
Trenton
West State Street
20,710
Brunswick Ave.
(MP 45)
NJDOT
Urban Principal
Arterial
4
Page 4-9 • Nelson\Nygaard Consulting Associates
7,500
2
Urban Minor Arterial
Mercer County
Chambers Street
7,500
2
Urban Minor Arterial
Mercer County
Calhoun Street
27,960
South Broad Street
(MP 40-41)
Trenton
Urban Principal
Arterial
4
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Intersection Operations
Traffic conditions have been analyzed in a number of studies in the past decade. The
studies that were reviewed for intersection analysis and summarized here are listed below
with the year of the study:
Southern New Jersey Light Rail Transit System (SNJLRTS) Final Environmental
Impact Statement (1998)
Marriott Hotel and Conference Center Traffic Study Final Report (1999)
New Jersey State House District Access and Circulation Review – Phase 1 Report
(2000)
SNJLRTS Capitol Extension Draft Supplemental EIS (2001)
Intersection counts conducted under the 1994 Broad and Warren Two-Way Traffic
Feasibility Study were not included as they were determined to be out of date. Figure 4-4
presents Level of Service (LOS) calculations for intersections that were deemed congested
by these four studies (LOS of E or worse). In each case, the calculation shown represents
actual or projected data assuming short-term projects are on-line such as the opening of
the Trenton Commons and operation of the initial SNJLRTS line.
Figure 4-4
Congested Intersections in Trenton with Calculated
Levels of Service
Intersection
AM
Peak
Mid-Day
Peak
PM
Peak
State Street & Calhoun St
F
A
D
SR 129 & Cass St
F
F
F
F
F
F
F
F
F
F
SR 129 & Hamilton
Avenue
Lafayette St & S. Warren
St
John Fitch Way & Peace
St & Memorial Dr
John Fitch Way & S.
Warren St
Source/Notes
Assumes opening of Trenton Commons. GDAC, March 2001,
as presented in SNJLRTS DEIS, Capitol Extension
Year 2020 projection with first segment of SNJLRTS line
constructed, SNJLRTS FEIS, p. 4-90
Year 2020 projection with first segment of SNJLRTS line
constructed, SNJLRTS FEIS, p. 4-90
2002 Build Conditions after Marriott Hotel opening, from
1999 Marriott Hotel and Conference Center Traffic Study
2002 Build Conditions after Marriott Hotel opening, from
1999 Marriott Hotel and Conference Center Traffic Study
2002 Build Conditions after Marriott Hotel opening, from
1999 Marriott Hotel and Conference Center Traffic Study
The Broad Street and Market Street intersection was also identified as one of concern by a
project stakeholder. With the exception of Lafayette and Warren, all of these intersections
are places where the regional highway system meets the local road system, resulting in a
gateway effect that helps meter the traffic levels elsewhere on Trenton’s local roads. The
result is that congestion is almost non-existent except for these several choke-points.
Figure 4-5 below shows intersections that are not considered congested. Most of the
Page 4-10 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
intersections were assessed in conjunction with the study of extending the SNJLRTS line
along State Street to the Capitol District. As can be seen, many intersections are operating
with very little delay in Trenton’s downtown.
Figure 4-5
Uncongested Intersections in Trenton with Calculated
Levels of Service
Intersection
AM Peak Hour Mid-day Peak PM Peak Hour
Clinton/Barlow/R. Wallenberg
A
A
A
Clinton/State
A
A
A
State/Canal
A
A
A
State/Stockton
A
A
A
State/Montgomery
A
A
A
State/Broad
A
A
A
State/Warren
A
A
A
State/Willow
A
A
A
Hanover/Montgomery
A
A
A
Hanover/Broad
A
A
A
Hanover/Warren
A
A
A
Hanover/Willow
A
A
A
Hanover/Calhoun
A
A
B
Front/Stockton
A
A
A
Front/Montgomery
A
A
A
Front/Broad
A
A
A
Front/Warren
B
B
C
Clinton/Monmouth
A
A
A
Market/Barlow
A
A
A
Stockton/US 1 SB
A
A
A
Stockton/Market
A
A
A
State/R. Wallenberg/Wall
A
A
A
Lafayette Street and Peace Street
B
B
SR 129 & Lalor Street
C
D
Source
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Capitol Extension DEIS
Marriott Traffic Study
SNJLRTS FEIS, 1998
Highway and Rail Bridge Facilities
Three roads and one rail bridge cross the Delaware River from Trenton. The three road
bridges --- the Route 1 Toll Bridge, the Lower Trenton Bridge (also known as the Bridge
Street Bridge and the Trenton Makes Bridge), and the Calhoun Street Bridge – are owned
and operated by the Delaware River Joint Toll Bridge Commission. The Commission also
owns and operates the Scudder Falls (I-95) Bridge two miles north of the Trenton city
limits. Figure 4-6 summarizes the vehicular bridges, which are further described below.
Combined for the three Trenton bridges, north and southbound directional design hourly
volumes are, 6,176 and 5,450, respectively.
Page 4-11 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Figure 4-6
Lanes
(North/South)
Roadway
Characteristics
Summary of Vehicular Delaware River Crossings in
Trenton
Route 1 Toll Bridge
Lower Trenton Bridge
Calhoun Street Bridge
2/3
1/1
1/1
Highway weaving section Arterial Roadway, local road
with bridge tolls provided connections in Morrisville and
for entering PA
Trenton City, two lane crosssection, provides recreational
pedestrian link on walkway
Weight Limit/
None
Restrictions
Speed Limit
40 mph
Annual Average
Daily Traffic
48,900
Volume
Directional Design Hourly Volumes
Northbound
3,946
Southbound
3,001
Level of Service (Peak Hour)
Northbound
F
Southbound
E
Arterial Roadway-Urban Street,
local road connections in
Morrisville and Trenton, provides
recreational pedestrian link on
walkway
5 ton
3 ton / Cars only
25 mph
15 mph
16, 113
21,900
901
1,363
1,329
1,086
E
E
F
F
Source: Southerly Crossings Corridor Study, Phase I Transportation Study, Delaware River Joint Toll Bridge Commission,
August 2002.
Route 1 Toll Bridge
The steel girder Route 1 Toll Bridge has been in service since 1952. It provides three
westbound and two eastbound lanes of travel. There are neither shoulders nor provision
for bicycles and pedestrians on the bridge. A six-bay toll plaza on the south (Pennsylvania)
side is configured for southbound (westbound) collection only. Highway weaving is an
operational issue due to changing movements associated with both the interchanges at
Pennsylvania Avenue in Pennsylvania and with Route 29 in New Jersey.
Lower Trenton Bridge (a.k.a. the Bridge Street Bridge and the “Trenton
Makes” Bridge)
The Lower Trenton Bridge functions as a local connector between Trenton and Morrisville
compared to the regionally oriented Route 1 Bridge directly to the south. The bridge is a
Warren truss and was opened in 1928. Beyond the movement of goods and people, the
Lower Trenton Bridge is also significant as possibly the most recognizable symbol of the
City of Trenton, emblazoned in neon letters on its southeastern side with City’s motto
Page 4-12 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
“Trenton Makes, The World Takes.” Pedestrian connectivity is provided via a planked
walkway on the northerly side of the bridge.
Calhoun Street Bridge
In service since 1884, the Calhoun Street Bridge is about 0.9 miles northwest of the Lower
Trenton Bridge. The bridge type is a Phoenix Pratt truss. Despite functioning as a local
roadway, a full interchange is provided at Route 29. A pedestrian walkway is provided on
the northern side, which is often used to access Williamson Park on the southern side (PA)
of the Delaware River.
Northeast Corridor (NEC) Railroad Bridge
The bridge carrying the Northeast Corridor right-of-way over the Delaware River was
constructed in 1903. It is a stone arch bridge owned and maintained by Amtrak. The
bridge carries both Amtrak and SEPTA R7 commuter rail trains.
Additional Bridges in Trenton
In Trenton, there are many small bridges due to presence of many layers of historic rights
of way including creeks, canals, rails, local and arterial roads, and limited access
highways. Below is a list of local spans with the spanned item in parenthesis:
South Broad Street (Assunpink Creek)
South Warren Street (Assunpink Creek)
Memorial Drive (Assunpink Creek)
Lincoln Avenue / Chambers Street (Assunpink Creek, NEC right-of-way)
South Broad Street (Route 1)
Centre Street (Route 1)
Olden Avenue (Assunpink Creek)
Olden Avenue (NEC right-of-way)
Olden Avenue (Route 1)
Southard Street (Route 1 and NEC right-of-way)
Perry Street (Route 1)
Sullivan Way (D&R Canal)
Parkside Avenue (D&R Canal)
Prospect Street (Rail right-of-way at Jarvis St)
South Broad Street (Route 129)
Wall Street (Assunpink Creek)
Chestnut Street (NEC right-of-way)
Page 4-13 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Monmouth Street (Assunpink Creek, NEC right-of-way)
State Street (NEC right-of-way)
State Street (Route 1)
Clinton Street (NEC right-of-way)
Programmed or planned projects are expected to improve or replace six of these these
bridges. The bridges and corresponding project are listed in Figure 4-7 below:
Figure 4-7
Trenton Bridge Projects
Bridge
Southard Street Bridge
Project
Replacement
Wall Street Bridge
Chestnut Street Bridge
Replacement
Rehabilitation/
Replacement
Rehabilitation/
Replacement
Rehabilitation/
Replacement
Rehabilitation
Monmouth Street Bridge
East State Street Bridge
South Broad Street Bridge
(Assunpink Creek)
Status
Design underway with completion date in 9/03, award in
4/04, and construction in FY04.
Design is complete, to be replaced in 2003
Design in process / Final Scope Development
Design in process / Final Scope Development
In Final Scope Development
In Final Scope Development. Bridge is a 19th Century
Stone arch bridge.
Public Transit Facilities
This section summarizes transit services in Trenton. Figure 4-8 shows Trenton area transit
service in Trenton. Bus services are grouped to illustrate peak period frequencies.
Page 4-14 • Nelson\Nygaard Consulting Associates
et
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NJ Transit 607
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n
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NJ Transit 606
NJ Transit 601
NJ Transit 600
Lib
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St
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t
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50 Minutes
SEPTA 127
Hewitt Street
601
Rusling Street
60-65 Minutes
Woodland Street
NJ Transit 602
NJ Transit 604
NJ Transit 409
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n Street
e
Av
ue
ut
St Francis
Medical
Center
Clin
LEGEND
Bus Peak Period Frequencies
u
So
North Warre
ne
sto
d
Gl a
e
Street
nu
North Willow
lg
Be
e
Av
t
e
nu
ey
All
e
rad
k
ee
ue
n
Ave
Cummings Avenue
Sou
th
606
Way
10-20 Minutes
e
Av
Str
ood
enw
606
o
Co
un
ue
gham
33
Gre
ler
uth
lho
n
Ave
Nottin
Pond Run
y
Cu
So
Ca
rd
Wa
l
e
Source: ESRI, City of Trenton, NJ Transit, New Jersey Department of Treasury
te
eet
Str
s
ber
am
eet
Ch
Str
n
eet
nkli
Str
n
Fra
gto
shin
Wa
0.5 Miles
t
ee
Str
Sidn
609
N
or
ai
R
608
ue
129
0.3
en
Av
R
reet
Lalor St
st
Po
0
606
ue
603
ue
601
reet
t
i ng S
oebl
n
La
Sta
pto
ven
ia A
reet
rd St
Baya
et
r Stre
Butle
et
r Stre
Elme
t
Stree
Mott
609
n
Ave
t
si
E
C
or
rid
Trenton
Central
HS
eet
n Str
Divisio
Street
Cass
reet
nding St
k
et
603
607
2003)
lvan
nsy
Furman Street
129
3)
g 200
607
206
409
129
ee
e
Pen
Bridge Street
oo d
en w
a
Tr
g
rra
Fa
33
601
607
Waterfront
Park
venue
tnut A
Ches
l
ai
il
Ham
e
venu
ton A
ue
Aven
R
er
ut
m
Sovereign
Bank
Arena
608
nue
ut Ave
m
C
409
ing
(Open
RTS
SNJL
e 606
venu
od A
om
l
ai
et
et
Street
TA
P
E
S
7
R
d
n Roa
t
tra
R
er
ut
Second
Lamberto
tree
hS
S
k
m
A
s
ce
vi
er
Street
Centre
1
Stre
Stre
Street
et
l Stre
Federa
J
N
st
venu
er A
206
m
A
Ea
n
Chest
Bridge Street
127
t
1
Cr
ue
ue
Aven
ilton
Ham
treet
rd S
Baya
eet
r Str
601 Butle
eet
r Str
e
lm
E
t
Stree
Mott
604
Furman
e
ue
nk
600
Sovereign
Bank
Arena
nu
Ave
n
tak
Whit
127
Wall
th
Gre
er
Brid
S
Mon
mou
City
Hall
Riv
e
tre
t
rke
Ma
et
tre
oln
Trenton
Train
Station
611
604
ee
Str
611
are
MORRISVILLE
S
ge
n
to
gs
in
Liv
Ea
East Front Street
Linc
127
Street
st State
603t
607
611 604 608
su
i
np
c
vi
er
S
k
tra
Stre
t
As
600
treet
y S
Perr
t
Stree
emy
Acad
See
Downtown
Trenton
Inset
Thomas Edison
State College
d
e
Mercer County
Community
College
608
es
n
ers
oa
Street
taker
om
tree
State
House
Av
e
ue
Aven
er
C
EY
LV
AN
IA
rR
te S
War Memorial
Theatre
33
n
Clinto
Riv
E
S
R
7
608
Trenton
Train
Station
South
eet
are
1
TA
P
S
ve
608 601
RS
k
608
Whit
Str
law
0.3 Miles
k
tra
es
Ri
JE
Wes
t Ha
nove
r Str
eet
C
609 Wes apital Stre
et
t Sta
Ave
t
te
East Sta
al
W
R.
in
eet
(Open
Canal Str SNJLRTS
en
arr
wW
De
0
m
v
er
et
tre
yS
rr
Fe
603
ic
A
409 127
SY
29
nue
tree
nwo
Gree
1
607
611
th S
tree
t
611
ton
n
Tre
ee
NN
W
127
Mon
mou
Wal
lS
s
600
409
604
ue
As
in
r
kC
al
NE
out
rk
Ma
ln A
ven
p
un
r Ca
n
nm
et
604
Linc
o
611
604
t
ee
Str
127
127
TY
Mo
Ne
29
3
St. Michael's
Episcopal Church
606
law
t
t
ee et
Str Stre
y
n
or
603 Fact gsto
in
v
i
L
607
War
Memorial
Theatre
608
Rive
Spri
t
ng S
tree
t
Pas
saic
Stre
et
De
608
eet
y Str
Perr
t
Stree
emy
Acad
Mercer County
Community
College
eet
nover Str
East Ha
Street
East State
City 611
Hall
East Front Street
et
Wes
t Han
over
Cap
S
treet
it
Wes al Stree
t Sta t
te S
tree
601
t
606
608
609
State
Wes
House
t Fro
nt St
reet
Lafa
y
e
Thomas Edison
tte S
t
r
e
et
State College
ware
Yardley Morrisville Road
1
ery Stree
North Broad Street
Bank Stre
Montgom
e
nu
e
Av
St. Michael's
Episcopal Church
TY
ck
wi
ven
r A
lo
Tay
s
un
Br
608
ue
604
m
Ha
UN
UN
Stre
e
nu
e
Av
on
mb
ton
Sp r
ing
Stre
P as
et
sai
cS
tree
t
604
Chu
rch
603
602
1
Av
lag
nu
CO
CO
Trenton
Battle
Monument
607
t
Clin
608
e
enu
Cha
ing
nn
Pe
606
Dela
600
e
rth
No
n
Ave
nue
Ave ue
K
en
unig
Av
e
r
B
nue
's
Ave
Joe
s
St.
ic
n
a
h
c
Me
600
206
eet
Str
e
Av
nu
d
lan
rt
Co
en
S
R
31
Street
CK
CE
PE
ic
sw
un
r
B
602
607
Av
e
nu
e
Av
Old
ER
DOWNTOWN TRENTON
e
nu
ve
A
k
Av
e
North Broad Street
BU
rd
Montgomery
M
e
t
32
vu
re e
St
lle
e
u
en
th
Be
e
u
So
t
t
ee
ree
St
Str
ue
606
rfo
t
ree
Av
en
the
206
nu
e
nu
e
Av
il
He
1
et
Sta
te
609
Ru
Av
e
t
ree
ue
608
Trenton Battle
Monument 603
St
YARDLEY
Ro
ad
e
ley
Av
en
Capital Health System
Mercer Campus
ue
O
hio
Fuld
Stre
et
Phil
lips
Ave
nue
Hills
ide
Ave
nue
t
le
Av
en
m
ee
Str
vil
od
In
e
Av
re
St
We
st
rke
Mo
rris
wo
ret
ha
ard
ley
Be
ge
rte
Ing
uth
So
Ya
rd
Ca
608
e
ruc
l
Ed
Sp
ue
29
en
ana
na
dia
ton
an C
t
arit
ee
Driv
e
dR
601
e
nu
603
Capital Health System
Fuld Campus
Av
Str
e an
d
war
n
kla
ide
Oa
ers
Dela
608
in g
Penn
Cadwalader Park &
Trenton City Museum
Riv
Par
kwa
yA
Mo
ven
rela
ue
nd
Hu
Ave
ff A
nue
ven
Oliv
ue
er
Ave
nue
607
600
St
W
ay
206
rry
an
e
Pi n
Morn
Amh ingside
erst
Driv
e
Alle
y
nu
lbe
l li v
606
Av
e
y
err
Ch
Su
en
Mu
608
Old
602
t
e
603
m
Plu
Av
en
u
LAWRENCE
TOWNSHIP
ree
St
t
1
ar
an
Figure 4-8 - Trenton Transit Routes
Pe
St
uy
ve
s
609
608
31
e
Trenton
Psychiatric
Hospital
608
Av
en
ld
Ma
p
Go
n
Ru
nu
Ave
way
Park
To: Lambertville
EWING
TOWNSHIP
Ca
lho
un
To: NJ State Police HQ
607
HAMILTON
TOWNSHIP
601
409
607
603
Rail Stations
Amtrak Services
SEPTA R7
Commuter Rail
NJ Transit NE Corridor
Commuter Rail
Southern New Jersey
Light Rail Transit System
(SNJLRTS)-Opening 2003
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
New Jersey Transit and SEPTA Bus Services
New Jersey Transit operates the local bus services in the Trenton area. A trip in a single
“zone” is $1.10 for adults, $0.50 for seniors and children. Trenton area routes,
destinations served, ridership and their service characteristics are summarized in Figure 4-9
below.
The Southeastern Pennsylvania Transportation Authority’s (SEPTA) Route 127 serves
Trenton station and points in downtown Trenton, connecting to villages, rail stations and
shopping centers in southern Buck’s County Pennsylvania. Service is hourly between 6:30
am and 8:00 pm.
Route 1 Connection Late Night Shift
This Mercer County service began in late 2002 to help, urban, late shift workers access
suburban jobs. The service focuses on hotels in the Route 1 Corridor. Mercer County’s
Department of Labor, Division of Human Services sponsors the service using FTA and NJ
TRANSIT funding. Four hourly round-trip runs are made between the Trenton Train
Station and northern destinations in the corridor between 7:00 PM and 11:00 PM. Current
stops are:
Trenton Train Station
Brunswick/Olden Avenue
Sears/Quakerbridge Mall
Nassau Park
Ameri-Suites Hotel
Hyatt Hotel
Doral Hotel
Westin Hotel
Stops may be added in the future.
Page 4-16 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Figure 4-9
Route
600
601
602
603
604
606
607
608
609
611
409-P
NJ TRANSIT Trenton Area Bus Route Service and
Ridership Summary
Weekday
Ridership
Per
Total
Trip
Areas and Major Destinations Served
Trenton Train Station, Trenton, Lawrence, U.S. 1 Corridor, West
Windsor, Quaker Bridge Mall, Princeton Market Fair, Carnegie
Center, Princeton Junction Rail Station, Princeton Meadows,
Princeton Forrestal Center, The Windrows at Princeton Forrestal
Village, Princeton Forrestal Village
Ewing, College of New Jersey, Moody Park, Prospect Heights,
Trenton, Trenton Train Station, Roebling Market, Hamilton, Hamilton
Market Place, White Horse, K-Mart Shopping Center, Briarwood
Shopping Center
Pennington, Ewing, College of New Jersey, Trenton, Educational
Testing Service Ewing (Limited)
Wal-Mart/Sam's/Home Depot, Mercer Mall, Quaker Bridge Mall,
Lawrence Shpg. Center, Helene Fuld Medical Center, Trenton,
Mercer County Court House, Hamilton, Hamilton Market Place,
White Horse, Yardville, Groveville (Limited), Mercerville, Hamilton
Square, Hamilton Hospital (Limited)
East Trenton, Robinson Vocational Center, Trenton, Mercer County
Courthouse Labor & Industry Bldg., Justice Complex, Trenton Train
Station
Princeton, Princeton Shopping Center, Palmer Square, Princeton
University, Lawrence, Lawrenceville, Rider College, Trenton, Trenton
Train Station, Hamilton, Mercerville, Ames Mall, Hamilton Square,
Hamilton Market Place, Foxmoor Shopping Center, Washington,
Project Freedom
Ewing, Mercer County Airport, NJDOT offices, Trenton, Mercer
County Courthouse, Mercer County Administrative Building (Limited),
Sovereign Bank Arena (Limited), Mercer County Social Services
(Limited), Hamilton, Independence Plaza
Hamilton, Hamilton Bus/Rail Complex, Fairgrounds Plaza, Trenton
Train Station, Trenton, West Trenton, NJ State Hospital, West
Trenton Train Station, Ewing, Lambertville (Limited), East Trenton
(Saturdays Only), Robinson Vocational Center (Saturdays Only)
Ewing, NJ DOT Offices, NJ Library for the Blind, NJ State Hospital,
West Trenton, Mercer Medical Center, Trenton, State House
Complex, Trenton Train Station, St. Francis Medical Center,
Hamilton, Mercerville, Mercer County Vo-Tech, Mercer County
College, Quaker Bridge Plaza, Quaker Bridge Mall, Mercer Mall,
Lawrence
Perry Street Shuttle – Serving Trenton Commons, Capital Centre,
DMV Offices, DEP Offices, Capital Place, NJ State Offices, Labor &
Agriculture Bldg., Justice Complex, Mercer County Courthouse,
Station Plaza, Trenton Train Station
Trenton, Bordentown, Roebling, Florence, Burlington, Mount Holly,
Edgewater Park, Willingboro, Delran, Cinnaminson, Pannsauken,
Camden, Philadelphia
Weekday
Frequency
Peak/Off
Peak
Weekday
Service
Span
Number of
Round
Trips
Sat./Sun.
851
16
30 / 75
5:45 am –
8:00 pm
6/5
1,006
20
30 / 65
5:45 am –
10:00 pm
12 / 8
293
9
65 / 70
5:00 am –
10:00 pm
7/0
2,982
41
25 / 30-60
5:00 am –
12:00 am
30 / 12
223
9
60 / 60
6:30 am –
6:30 pm
0/0
2,362
32
30 / 40
5:00 am –
12:00 am
16 / 14
1,011
23
25 / 60
5:30 am –
10:00 pm
10 / 10
1,923
25
20 / 40
5:00 am –
11:30 pm
23 / 10
3,381
33
20 / 20-40
5:20 am –
11:30 pm
48 / 16
297
8
10 / 30
6:40 am –
7:00 pm*
N/A
3,736
38
20 / 35
4:00 am –
12:30 am
60 / 60
*Route 611 does not run between the morning rush and mid-day and between mid-day and the evening rush.
Page 4-17 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
New Jersey Transit and SEPTA Commuter Rail Services
Trenton Train Station is the southern terminus of New Jersey’s Northeast Corridor Line.
About 43 round-trips are made each weekday between Trenton and New York’s
Pennsylvania Station. The travel time is around 1 hour and 20 minutes. The line also
connects Trenton to other New Jersey urban areas such as New Brunswick and Newark. A
one-way trip to New York costs $10.40. An off-peak round-trip ticket costs $15.75.
Weekdays, an average of 4,928 passengers access NJ TRANSIT commuter rail services
from the Trenton Train Station.
SEPTA’s R7 Line connects Trenton with downtown Philadelphia. The trip is about 50
minutes one-way. Peak-period peak direction headways are 10-30 minutes. About 30
trips are made per day between 5:45 am and 12:20 am. A one-way trip to Philadelphia
costs $7.00. SEPTA also operates commuter rail service from the West Trenton station just
north of the city limits in Ewing to downtown Philadelphia (R3).
In terms of intermodal activity, an April 2000 NJ TRANSIT field data collection counted
608 and 470 weekday bus boardings and alightings, respectively, at the Trenton Train
Station. SEPTA and NJ TRANSIT present their service as providing a connection between
Philadelphia and New York City. Therefore the Trenton Train Station also acts as a transfer
point for through intercity travelers. Despite the high concentration of jobs near the
Trenton Train Station and in adjacent downtown, the station functions more as a morning
collector of passengers destined for the larger central business districts of Philadelphia,
Newark, and New York.
Amtrak
Trenton lies along Amtrak’s key and successful Northeast Corridor. Amtrak service
connects Trenton to destinations in the Boston to Washington, D.C. corridor, and to points
further south and to the Midwest. Thirty-one weekday trains connect Trenton with New
York City. Travel time to New York City varies from between 1hour 15 minutes to 45
minutes. While this is a very good level of service, it should be noted that Trenton is a
stop on only 3 of the 18 daily Acela Express / Metroliner trains. Acela Express and
Metroliner provide a higher level of service and faster connections to major destinations
than other Amtrak service. Places such as Wilmington, DE, Stamford, CT, and New
Haven, CT are served regularly by the Acela Express and Metroliner. For fiscal year 2002,
boardings and alightings for Amtrak services at the Trenton Train Station were 499,000 and
523,000, respectively. This places the Trenton Train Station in the top 10 in passenger
activity among all stations served by Amtrak.
Below are Amtrak services that stop at the Trenton Train Station:
Acela Express and Metroliner (selected trips)
Acela Regional
Carolinian and Piedmont
Crescent
Page 4-18 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Keystone
Silver Service
Three Rivers
Twilight Shoreliner
Vermonter
Ridesharing and Transportation Demand Management (TDM)
Countywide, the Greater Mercer Transportation Management Association
provides a variety of commuter programs and services. The GMTMA is a
partnership of public and private entities whose membership includes small
employers, local governments, including the City of Trenton, authorities
agencies.
(GMTMA)
non-profit
and large
and state
State employees are the largest participants in rideshare activities including vanpooling.
Currently there are 8 Trenton-bound vanpools registered with the TMA carrying a total of
89 people. The GMTMA has 687 applicants in its ridematch (carpool or vanpool)
database. While some of these people have formed carpools, many have not. Currently,
the GMTMA cannot reliably track how many of their applicants successfully form carpools.
State employees who rideshare have access to the GMTMA’s guaranteed ride home
program.
The GMTMA was instrumental in recent changes to New Jersey State law which made it
legal for the state to offer Transit Check, which allow employees to purchase transit tickets
and passes with pre-tax dollars. It is expected that Transit Checks will be readily available
to state employees soon. The state does not charge for parking, offer parking cash out, or
directly subsidize transit for its employees. To a limited extent, the state has permitted
staggered work weeks and flex-time.
The GMTMA assisted Trenton in developing its incident management plan by creating GIS
mapping layers of one-way streets in the city. It has also participated in the study of
downtown circulation issues and arranged two shuttles for state agencies at the Riverview
complex during the reconstruction of Route 29.
Capitol Connector and Project Power: Commute are demonstration electric vehicle station
car projects involving the NJ DOT, NJ TRANSIT, Greater Mercer TMA, participating
employers and state agencies. In both projects, private and public sector employers are
given electric cars for their employees to use between the train station and the office.
Employees pick up their vehicles at the station each morning and use them to carpool to
the office. At the end of the workday, the employees return the vehicle to the train station
where charge boxes have been installed for overnight charging. The cars are then fully
charged by the next morning. Throughout the day, participating companies are able to use
the car for local business travel. The five electric vehicles available at the Trenton Train
Page 4-19 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
station are used by state employees with an average occupancy of two persons per vehicle.
The program has only been modestly promoted but is fully subscribed.
Shuttle Services
Several shuttles operate in the Trenton region either to feed residents to rail stations, to
connect transit services to major suburban employment locations, or to meet reverse
commute needs of lower income, urban residents. While the shuttles operate outside of
the city border, because of the role connecting Trenton residents to job locations, some
represent an important part of the city’s transportation inventory. Figure 4-10 summarizes
regional shuttle services. The Route 130 Connection was recently begun in response to a
number of plans looking at reverse commute needs for Trenton residents. The Route 130
corridor is experiencing rapid job growth and was previously unserved by transit.
Page 4-20 • Nelson\Nygaard Consulting Associates
•
Phase One Summary Report
Township of
Plainsboro /
GMTMA
GMTMA
Plainsboro Park
'n Shuttle
From Hamilton rail station (connection to NJ TRANSIT
bus routes 606 and 608), serving Route 130 in
Hamilton, Washington Twp, East Windsor, Cranbury,
and South Brunswick
Provides peak-commuter hour rides between the
Princeton Junction Rail Station and the companies in
Princeton Forrestal Center.
Provides peak-commuter hour rides between the
Princeton Junction Rail Station and West Windsor and
Lawrence
Feeds the Princeton Junction station from the
Plainsboro Plaza and Princeton Meadows shopping
centers.
Provides peak-hour commuter rides for Merrill Lynch
employees between the Hamilton Rail Station and the
Merrill Lynch Campus in Hopewell Township
Feeds the Princeton Junction station from East Windsor
Service Provided
Source: Greater Mercer Transportation Management Association
Township of East
Windsor / GMTMA
NJ TRANSIT
976 Shuttle
Merrill Lynch
Hopewell
Shuttle
East Windsor
Shuttle
GMTMA
Operator/
Sponsor
Mercer County
Workforce
Investment Board
Trainlink
Shuttle
Route 130
Connection
Name
Figure 4-10 Trenton Area Shuttle Services
CITY OF TRENTON
Trenton TMP
Distribute rail commuters
to Princeton worksites
Job access for inner city
residents / reverse
commuters
Primary Role
Feed Princeton Junction
rail station from select
residential complexes
$2.00 per Feed Princeton Junction
round trip
rail station from parking
areas
Free –
Dedicated to Merrill Lynch
riders must employees
show ID
$1.00
Feeds commuters to the
each way
Princeton Junction station
form residential areas
$0.55
each way
Free
$1.00
each way
Fare
Page 4-21 • Nelson\Nygaard Consulting Associates
Three AM runs and two PM runs
Weekdays only, 5 trips each
peak period. 5:50 AM – 8 AM
and 5:50 PM – 7:45 PM
Weekdays only. 7 AM – 10 AM
and 4 PM – 9 PM
Weekdays only: 6 AM - 8 AM
and 3:40 PM - 6 PM
Weekdays only: 71:15 AM 9:15 AM and 5:30 PM - 8 PM
Weekdays 5:30 AM - 11:07 AM
and 1:45 PM - 7:25 PM
Saturday 7:00 AM - 3:48 PM
Service Span
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Demand Responsive ServicesFigure 4-11 summarizes the demand responsive services available specifically to Trenton
residents. The TRADE Bus is the primary paratransit service in the area. It is free for the
elderly, disabled and economically disadvantaged. The service consists of a fleet of 22,
15-passenger vans. The door-to-door service operates on demand with reservations made
in advance.
Figure 4-11 Trenton Area Demand Responsive Services
Weekday
Service
Span
Weekend
Service Span
Within ¾ of a mile of NJ
TRANSITbus route in
Mercer county
5:00 AM –
2:00 AM
6:30 AM –
2:00 AM
Mercer County
TRADE
Within County limits
6:30 AM –
5:30 PM
For dialysis
patients only
Mercer Street
Friends
Within County limits
7:00 AM –
6:-00 PM
N/A
The ARC
Mercer, Inc.
Within County limits
8:30 AM –
4:30 PM
N/A
Mercer County
Board of Social
Services
Within County limits
Based on
demand
Based on
demand
Service
Access Link
Service Area
Trip Purpose
Provides transportation for seniors, individuals with
disabilities, students, and children for a variety of
reasons including medical, educational, nutritional,
recreational etc.
Trip purposes are varied and unlimited, but use
restricted to the elderly, disabled, and economically
disadvantaged in Mercer County
Provides transportation for health/medical,
recreation, social services, education/training, and
employment trips to Mercer Street Friends’ clients
and clients of contract agencies.
Provides transportation for education and training to
clients of ARC Mercer, Inc.
Provides transportation to an approved Medicaid
provider and to allowable activities deemed by
WFNJ for clients of WFNJ, and clients of the
Mercer County Board of Social Services
Source: Urban Supplement for Trenton, 2001
Parking Facilities
This section summarizes available information related to parking supply in Trenton. Note
that this inventory is not comprehensive, as it excludes most private lots. In addition, a
citywide inventory of on-street parking is not currently available. Figure 4-12 presents a
map showing the supply of public parking facilities (either used by the state or publicly
offered by the city, NJ TRANSIT, and the Mercer County Improvement Authority) in the
city with a capacity of 50 or more spaces. The map includes details on the capacity, type
(surface or garage), and primary user/operator.
Page 4-22 • Nelson\Nygaard Consulting Associates
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To: NJ State Police HQ
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206
HAMILTON
TOWNSHIP
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
State of New Jersey
As the largest employer in Trenton, the State of New Jersey also is the largest provider of
parking facilities. Currently, some 14,400 parking spaces are provided by the state; about
6,500 of which are in the form of surface parking. Nearly 1,500 of these spaces are slated
for development by the City of Trenton in the relative short term. Following this
development, greater than 38 acres will still be devoted to surface parking in or near
downtown Trenton. The state’s spaces are primarily located in Trenton’s downtown, and
are almost exclusively used by state employees. Figure 4-13 lists state used lots and
garages.
State employees do not pay for parking. The State Treasury Department allocates parking
permits to the various state agencies. Typically an agency receives between 60 and 80
permits for each 100 employees. Agencies are responsible for allocating permits, which
has sometimes prioritized permits for rideshares. Formal rideshare requirements used in
the past were problematic to enforce. A permit does not guarantee a space as more
permits are issued than spaces available, however variations in usage rates mean that
spaces are generally available for permit holders. Agencies determine whether to allow
visitors to park in state run facilities. State parking facilities are generally not publicly
available on evenings and weekends except for occasional special events.
In terms of ownership, Forty-two percent of state parking spaces are leased either from the
City of Trenton or from private garages and landowners. Also notable is that at the
Lafayette Yard Hotel and Conference Center, 350 of its 600 spaces are reserved for
government employees. This negotiated agreement stemmed from the fact that the
development took place on land that was formerly used as surface parking for state office
workers.
City of Trenton Off-Street Lots
The City of Trenton owns and operates a smaller supply of parking. Generally, the parking
is provided for visitors and shoppers, although in some cases, lots are dedicated for
neighborhood residents. Figure 4-14 summarizes parking lots managed by the Trenton
Parking Authority. All city parking lots are surface lots. Metered spaces cost between
$0.25 per hour and $0.75 per half-hour. Monthly parking is available at the Looman lot
for $75 and at the Mill Hill lot for $50. Daily parking is available at the Commons Lot for
$15. Most of the lots are very heavily patronized except for the Wilbur, Brunswick
Avenue and 711 South Broad Street lots, which see light to medium usage.
Page 4-24 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Figure 4-13 Parking Facilities Used by State Agencies
Lot / Location
Labor Building
225 East State Street
State House Complex
50 Bank Street
Justice Complex
50 Yard Avenue
Riverview Complex - structure
Perry Street Park & Ride
Justice Complex
Health & Agriculture Complex
Riverview Complex - surface
Hanover & Passaic Streets
War Memorial Building
Lafayette Street (Marriott)
Broad & Front Streets
120 South Stockton Street -- structure
120 South Stockton Street -- surface
Hanover & Warren Streets
33 West State Street
401 East State Street
240 West State Street
Crescent Temple
50 West State Street
519 East State Street
Hanover & Willow Streets
134 West Hanover Street
379 West State Street
Document Control & Riegle Bldgs.
225 West State Street
495 West State Street
State Museum
50 Barrack Street
436 East State Street
436 East State Street
329 West State Street
20 West State Street
315 West State Street
132 East State Street
200 South Broad Street
135 West Hanover Street
Perry & Broad Streets
50 East State Street
506 East State Street
Spaces
1,367
1,265
1,108
1,073
1,066
962
930
748
600
537
445
391
358
350
333
277
249
235
225
216
196
190
150
136
136
112
100
98
70
64
45
39
36
36
35
34
33
31
29
28
18
6
6
Type
Surface
Garage
Garage
Garage
Surface
Garage
Garage
Surface
Garage
Surface
Surface
Surface
Surface
Garage
Garage
Garage
Surface
Garage
Garage
Surface
Garage
Surface
Garage
Surface
Surface
Surface
Surface
Surface
Surface
Surface
Surface
Garage
Surface
Surface
Garage
Surface
Garage
Surface
Garage
Surface
Surface
Surface
Surface
Users
Labor, Law & Public Safety, Human Services
DMV, New Jersey Network, Treasury, Labor, Law & Public Safety
Governor’s Office, Legislature
Treasury, Banking & Insurance, Human Services, Health, Higher Ed.
Law & Public Safety, Judiciary, Public Defender
Environmental Protection, Personnel
Information Technology, Education
Environmental Protection, Health, Human Services, Personnel, DMV
Law & Public Safety, Judiciary, Public Defender
Health, Agriculture
Information Technology, Education
Treasury, Edison State College, Health, Agriculture
Community Affairs, Treasury, Legislature
Human Services, Treasury, Community Affairs, Legislature
Law & Public Safety, Community Affairs, Human Services, Treasury
Health, Human Services, Department of Motor Vehicles
Health, Human Services, Department of Motor Vehicles
Commerce, Banking & Insurance, Human Services, Treasury
Treasury
Environmental Protection
Counter Terrorism, Health
Environmental Protection
Treasury
Environmental Protection, Labor
Treasury, Edison State College, Health, Agriculture
Treasury, Edison State College, Health, Agriculture
Treasury, Education
Treasury
State, Treasury
Labor
State
Treasury
Environmental Protection
Environmental Protection
Education, Treasury
Banking & Insurance, Commerce, Treasury
Edison State College
Human Services
Public Defender, Health
Governor’s Office, Treasury
Human Services
Human Services, Health
Environmental Protection
* These lots are slated for redevelopment by the City of Trenton in the short to medium term.
Page 4-25 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Figure 4-14 Public Parking Facilities Managed by Trenton Parking
Authority
Lot/Location
Commons Lot
Mill Hill
Looman Lot
Ferry Street
711 South Broad Street
Brunswick Avenue
Hermitage Avenue Lot
Olden Avenue/East State Street
Hamilton Lot
Wilbur Lot
Liberty Lot
South Broad Street Lot
Source: City of Trenton
Spaces
122
86
43
29
25
24
24
20
19
19
18
12
Users
Shoppers / Visitors
State workers and visitors
City/State uses
Leased to business
Shoppers / Visitors
Shoppers / Visitors
Residents
Residents
Shoppers / Visitors
Shoppers / Visitors
Shoppers / Visitors
Shoppers / Visitors
Management
Attended
Meter and permit
Attended
--Meter
Meter
----Meter
Meter
Meter
Meter
Trenton Train Station Area Parking
The Trenton Train Station is a key intermodal hub. The role of the station will be
enhanced with the imminent opening of the SNJLRTS line between Trenton and Camden.
According to the 1999 City of Trenton Land Use Plan, there are nearly 5,000 structured
and surface parking spaces in the Train Station area. At the station, a six-story garage, the
Trenton Park and Ride offers 1,800 spaces on a monthly and hourly basis. A second
garage, Station Plaza Parking, has the space for 1,600 vehicles. Figure 4-15 summarizes
the pricing structure for these garages. Generally there is available capacity at these
structures. Two private surface lots offer commuter parking adjacent to the station. The
VIP Park and Lock at Wallenberg Avenue costs $11 per space for use between 6:00 AM
and 9:00 PM. The Clover lot at Greenwood Avenue and Hudson Street offers spaces at
$7.00 per day with no overnight parking permitted.
Figure 4-15 Trenton Train Station Parking Pricing (Trenton Park and
Ride, Station Plaza Parking)
Monthly
Reserved
Non-Reserved
In conjunction w/Monthly Rail Pass
Daily Coupon Books (Good for 18 hours)
10 Pass
20 Pass
Source: NJ TRANSIT/ Nexus Properties
$170
$135
$90
$77.50
$155.00
Daily
First 2 Hours
2-2.5 Hours
2-.5-3 Hours
3-12 Hours
12-18 Hours
18-24 Hours
$5
$6
$7
$8
$12
$16
Page 4-26 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Roebling Complex / Arena Area
The Mercer County Improvement Authority (MCIA) operates a number of large surface
parking lots primarily for events at the Sovereign Bank Arena. Many of the lots are leased
from both public and private owners. The lots are occasionally used for other large events
in the city; otherwise no sharing arrangements are in place. Depending on the lot, parking
costs $4-$5 per space. Figure 4-16, below, summarizes MCIA parking facilities. MCIA is
currently forming a plan for structured parking which will account for the potential of nonparking development on some of these surface lots.
Figure 4-16 Mercer County Improvement Authority Operated Parking
MCIA #
1
2
3
4
5
Location
Hamilton Ave and S. Broad Street
S. Broad Street and Bridge Street
S. Broad Street and Furman Street
Cass Street and Route 129
Capacity
750
316
216
725
Route 129 and Clark Street
348
6
Broad Street between Bridge & Second
7
Broad Street and Route 129 (NW)
8
Broad Street and Route 129 (SE)
Source: Mercer County Improvement Authority
43
48
50
Notes
Generally an overflow lot that is not or little used for events
Currently unavailable due to construction of SNJLRTS. Post
construction capacity uncertain
On-Street Parking and Neighborhood Parking
Typical of older cities, off-street parking in Trenton’s neighborhoods for both commercial
property and housing is not abundant. A 1993 parking study of the Chambersburg found
that congestion occurs in on-street parking in peak hours of 4:00 PM to 11:00 PM with
underutilization of off-street lots. While 106% (some illegal parking) of on-street spaces
were occupied, 65% of off-street parking spaces were not occupied. In total, the area had
a supply of 3,020 legal on-street spaces and 1,307 off-street spaces.
In certain streets in Trenton, on-street parking is reserved for Trenton residents with a
residential parking permit only. Unlike many other residential permit parking systems,
even short-term parking by visitors and shoppers is not permitted.
Pedestrian and Bicycle Facilities
Off-Street Paths
D&R Canal Towpath is part of the Delaware & Raritan Canal State Park. The historic
towpath is constructed of dirt and crushed stone. It provides bicycling, pedestrian and
equestrian facilities. In Trenton the trail discontinues, creating two segments in the city.
The towpath begins about 25 miles north of Trenton in New Brunswick, terminating at
Mulberry Street, less than a half a mile into the city. The trail resumes in central Trenton,
following the feeder canal along the banks of the Delaware River. Situated on the
Page 4-27 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
abandoned Belvedere-Delaware Railroad right-of-way, the trail exits Trenton at the city’s
northwestern border on its way to Frenchtown.
Stacy Park Pathway is a paved multi-use trail that runs along the Delaware River,
terminating north of the Calhoun Street Bridge. The trail accommodates both bicyclists and
pedestrians. Trenton’s Land Use Plan identifies the need for a continuous pathway
alongside Stacy Park that would be accessible from Downtown Trenton.
Other abandoned rail rights-of-way, such as the Delaware & Bound Brook Railroad
/Reading Right-of-Way, in or just outside of Trenton have been proposed as trails. Area
residents and visitors use these rights-of-way as shortcuts and for recreational activity. But
sometimes they are used for illicit activities. Trenton’s Land Use Plan proposes extending
streets with dead ends at the right-of-way as a way of activating the area, improving access,
increasing safety and encouraging development.
Additional Facilities
Bicycle parking is provided sporadically throughout the city, including at the Trenton Train
Station and the Trenton Commons. Bike lanes are provided on segments of Warren,
Lafayette, and Front Streets around the Marriott Hotel and Conference Center. However,
there are no other bike lanes in the city. Bicyclists (and pedestrians) can connect to
Pennsylvania across the Delaware River via the Lower Trenton Bridge and the Calhoun
Street Bridge.
Recent analysis by the DVRPC measured the Bicycle Level of Service of the main arterials
and connecting roads in Trenton. A draft report includes recommendations for bicycle
oriented street improvements.
Taxi Services
Taxi services in Trenton are priced on a zonal fare structure. On top of the base zonal fare,
there is a charge of $1.50 per additional passenger. With the exception of the Train
Station, which is well served by waiting taxis at the Trenton Train Station’s Walnut Avenue
taxi-stand, most taxi trips are accommodated by pre-arranged pick-up.
Airport Services and Access
The Trenton Mercer Airport is northwest of Trenton in Ewing. Regional access is provided
by I-95. From downtown Trenton, options to get to the airport include Route 29 to I-95,
Pennington Avenue (31) to I-95, and Pennington Avenue to Parkside Avenue.
Taxi service from the Trenton Train Station to the Trenton Mercer Airport is approximately
$12.00. Parking is free at the airport, can be accessed from either airport entrance (Scotch
Rd or Bear Tavern Rd) and is located directly in front of the Terminal. Budget and Hertz
rental car companies are at the airport.
Page 4-28 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Trenton Mercer Airport’s airfield consists of two runways, a control tower, a terminal
facility, an aircraft rescue and fire fighting facility, automobile parking for approximately
643 cars, five corporate hangars, NJ Air National Guard facilities, U.S. Marine Corps
Center and various storage buildings. Aircraft operators currently include one commercial
air carrier (US Airways Shuttle), two flight schools, the New Jersey State Police Division
Headquarters, the New Jersey Air National Guard, and a variety of private corporations,
including Amerada Hess, GG Aircraft, Johnson and Johnson, Pfizer, UNISYS, Bristol Myers
Squibb, Dow Jones and Merck & CO. In 1999, nearly 65,000 passengers were enplaned
at Trenton Mercer Airport. A terminal expansion project is expected to increase the
number of commercial flights per day by approximately 25 percent.
Rail Freight Facilities
Limited rail freight activity takes place within Trenton city limits. The primary rail freight
right of way in the region is the north-south route that crosses the Delaware River to the
West of Trenton. It runs through Ewing, northwest of Trenton. Freight is also carried
along the north-east rail corridor.
For the SNJLRTS Project, NJ TRANSIT purchased the Camden-Trenton branch right-of-way
from Conrail. Conrail retained the right to use the right-of-way for freight activities
overnight when the light-rail system will not be operating.
There are numerous abandoned rail rights-of-way throughout the city. Generally these
rights-of-way have been or are being considered for recreational trail reuse.
Page 4-29 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Chapter 5. Transportation System
Assessment
This chapter assesses the city’s multi-modal transportation network. Presenting both
qualitative and quantitative information, the assessment draws extensively upon other
planning studies, site observations and stakeholder interviews. Although original data
collection was beyond the scope of this assessment, data from other studies is referenced
throughout the document. The assessment is organized into three sections:
Existing Transportation Network
New Transportation Projects
New Land Use & Redevelopment Projects
Existing Transportation Network
This section evaluates the condition of the city’s existing transportation infrastructure and
services including its roadway network; freight circulation; transit circulation; bike and
pedestrian network; and management of parking supply. This section does not provide a
detailed documentation of the city’s transportation network, focusing instead on the
performance of the network with an identification of its deficiencies. For a complete
inventory of the city’s transportation infrastructure and services, see Chapter 4 of this
report.
Roadway Operations
This sub-section evaluates the local street network, the regional street network, and the
main bridges connecting the city to areas across the Delaware River.
Local Street Network
Congestion Issues
Congested intersections affect the driving experience in the City of Trenton by adding
travel time to a driver’s commute. According to the Level of Service (LOS) data from the
Marriott Hotel and Conference Center Study and the Southern New Jersey Light Rail
Transit (SNJLRTS) Final Environmental Impact Statement (FEIS), the following intersections
are congested and operating at LOS F during the AM and PM peak hours:
State Street & Calhoun Street
SR 129 & Cass Street
SR 129 & Hamilton Avenue
Lafayette St & South Warren Street
Page 5-1 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
John Fitch Way & Peace Street & Memorial Drive
John Fitch Way & South Warren Street
According to the New Jersey Department of Transportation’s Urban Transportation
Supplement for Trenton (March 2001), most roads within the City of Trenton operate well
with little to no congestion (fewer than 15 seconds of delay). The exceptions are NJ Route
33 (Greenwood Avenue) and Market Street.
Circulation & Access Issues
Users of Trenton’s local street network are challenged by several circulation and access
issues:
Downtown circulation and access are compromised by a confusing and limited
interface between local streets and Routes 29 and 1. This issue is currently being
addressed as part of the New Jersey State House District Access and Circulation
Review overseen by the New Jersey Department of Transportation (NJDOT) Bureau
of Mobility Strategies.
Routes 1, 29, and 129 serve as barriers to key destinations within the city. The most
apparent case of this is the limited number of streets that cross Route 29 and
provide access to the Delaware Riverfront.
The numerous one-way streets compromise wayfinding and limit access, sometimes
causing travelers who are unfamiliar with the area to travel blocks out of their way
to get to their destinations.
The non-linearity of many streets also adds to the difficulty of navigating Trenton’s
streets. Most visitors traveling on South Broad Street or South Olden Avenue would
think they are heading north or south when in reality they are traveling east or west.
Most of Trenton’s streets have older small size street signs that are hard to read,
increasing the difficulty of wayfinding for those unfamiliar with the area. To
mitigate this, new larger street signs can be installed for major streets.
Signs for major attractions also need to be placed in a better pattern. There are
many large gaps between signs which can be confusing. Visitors, in particular,
need to be reminded that they are going the correct way to an attraction. In
addition, Routes 29 and northbound Route 1 could use signs like those found on
southbound Route 1. These signs should list destinations that are best accessed
from each exit of the roadway.
The legibility of the city’s signage program and its aesthetic impacts on city streets
would be enhanced by using a consistent set of shapes, sizes, and styles.
Maintenance Conditions
The city recently completed a study of the conditions of Trenton’s roadways. This study
indicates that while major roads are in fair to good condition, a lot of neighborhood streets
are in poor condition.
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Another source of information on Trenton’s roadway conditions is NJDOT’s Pavement
Management System (PMS) database that contains information on the current condition of
pavement throughout the state. The rating system used to rank the roadways is based
primarily on two criteria: ride quality and surface distress. The Ride Quality Index (RQI)
describes the comfort level by measuring roughness, and the Surface Distress Index (SDI)
compiles and measures the severity of surface distresses such as cracking, patching,
shoulder condition, shoulder drop, faulting, and joints. The ratings, in conjunction with
roadway types, are used to determine priorities for resurfacing projects throughout the
state.
According to the Urban Transportation Supplement for Trenton dated March 2001, most
roads within the City of Trenton have fair or good pavement conditions. However,
immediately outside of the City, on segments of business Route 1, I-295, Route 156, and
Route 33, there are very poor pavement conditions. Likewise, on Route 29 heading north
out of the City, there are poor conditions. Remaining roadway pavement in the vicinity of
Trenton is fair, good, or very good.
Regional Road Network
Congestion
Congestion on the regional roadways affects movements in and out of Trenton by adding
extra travel time for drivers. It also causes some drivers to look for alternate routes using
local roadways which in turn adds congestion on City streets.
According to NJDOT’s Long-Range Transportation Plan Update, congestion occurs on
Business Route 1 and Routes 27, 31, 33, 206, 571, and 579.
According to NJDOT’s Urban Transportation Supplement, the major arterials serving the
City face moderate to high levels of congestion. These locations are on Route 33, Business
Route 1, Route 31, and Route 206.
Bridge Operations
The Route 1 Toll Bridge, Lower Trenton (“Trenton Makes”) Bridge, and Calhoun Street
Bridge provide direct access to Trenton from across the Delaware River. A fourth bridge,
the Scudder Falls (I-95) Bridge connects with Ewing at a point just two miles north of the
Trenton city limits. On average, over 141,000 vehicles cross the four bridges every day.
A comprehensive assessment of these four bridges was recently performed as part of the
Southerly Crossings Corridor Study – Phase I Transportation Study that was completed in
August of 2002. The purpose of the Phase 1 study was to quantify the transportation needs
in the corridor; define potential concepts and their limits for both the short term (5 year
time horizon) and long term (25 year time horizon) improvement opportunities; provide
order of magnitude cost estimates; and initiate an on-going community involvement and
consensus building effort with key stakeholders.
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The Southerly Crossings Study concluded that the existing level of traffic congestion on the
bridges and their approaches is currently unacceptable. Traffic volumes will continue to
grow with population and employment growth; the degree of congestion and daily
duration of congested traffic flow conditions will worsen; and additional lane capacity is
needed on the Corridor’s bridges.
As a result of the conclusions, two alternatives were identified that would improve the
level of service for the four existing bridge crossings. Alternative A involves the
construction of a new Falls-Hamilton Bridge (two lanes in each direction) along with
capacity improvements at the Calhoun Street and Scudder Falls bridges (adding a lane in
each direction for both bridges). Alternative B involves adding a northbound lane to the
Route 1 Bridge in order to provide three lanes in each direction and also the Calhoun
Street and Scudder Falls bridges improvements from Alternative A. The Study determined
that the best alternative for the corridor was Alternative B that will allow for all bridge
approaches to work at LOS D or better except for the southbound Route 1 bridge section
which will operate at LOS E. This LOS would persist partially because the southbound
lanes travel through the toll plaza and the constant stops at the toll booths would add to
the delay of vehicles.
In December 2002, the bridge toll on the Route 1 Toll Bridge, connecting Morrisville with
Trenton, was raised from 50 cents to $1.00. The impact of this higher toll on traffic flows
along the Route 1 bridge as well as the effect on traffic flows of the other neighboring
bridges are issues requiring additional study and analysis.
Freight Circulation
After decades of losses in the industrial sector, modern industrial redevelopment in
Trenton is creating the need to address the circulation of freight in and out of the city,
particularly for heavy trucks. The struggle is to create a balance between the much
needed new blue-collar jobs to the city with efforts to improve the quality of life of existing
and new residents. The main areas of current activity and hoped for industrial growth are
primarily:
New York Avenue Area. This area consists of properties facing both sides of New
York Avenue to the west of the Route 1 from Vine Street to the city boundary.
Route One Industrial Center. This lies east of Route 1 generally between Southard
Street and North Olden Avenue.
Trenton Makes Industrial Center. This area, also known as the Pennington Avenue
Industrial Area, surrounds Pennington Avenue to the west of Calhoun Street.
The strengths for Trenton related to freight circulation include:
Congestion, which is a threat to industry in other urban areas, is relatively minimal
in Trenton.
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Route 1 provides fast access to the interstate highway system and other limited
access routes, linking Trenton to the large northeast population agglomeration.
Specifically, good access is provided by the ramps:
from South Route 1 to the New York Avenue Area, built by NJ DOT in 1995.
to the Route 1 Industrial Center at Mulberry Street and North Olden Avenue.
The key issues and challenges related to freight circulation are summarized below.
Route One Freeway Access:
Current interchanges do not provide a full level of service; new interchanges could
improve access.
The Trenton Makes Industrial Center does not have nearby access to regional
highways.
The turning radii for trucks accessing Route 1 to and from North Clinton Street is
insufficient. However, this need must be balanced with the fact that the
intersection is located in the Trenton Train Station area, which is slated to be a
mixed use hub with an environment friendly to pedestrians and bicyclists.
Existing truck routing and signage does not communicate clear paths from Route 1
to the industrial area.
Residential Impacts
Industrial growth in the Route 1 Industrial Center will increase truck traffic on North
Clinton Avenue, at the North Olden and North Clinton intersection, and also south
of North Olden Avenue. North Clinton serves a residential area on the east side
and the city hopes that its intersection with North Olden will become a “small but
strong” retail center. The impact of increased truck traffic related to the Route One
Industrial Center on the East Trenton and Upper East Trenton neighborhoods needs
to be addressed. One mitigation under consideration is extending Muirhead
Avenue north through to Olden Avenue, providing an alternative truck route.
The development of new modern industrial uses in the Trenton Makes Industrial
Center will need to consider the impacts on the adjacent Canal Banks special
planning area. In particular, impacts must be considered in the Magic Marker area,
where residential redevelopment and revitalization is planned.
Other Issues
One key to success for the Trenton Makes Industrial Center includes adequate
parking, loading and circulation for heavy trucks.
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Route Restrictions and Communication
The opening of the Route 29 Tunnel project created a limited access link along the
Delaware River between the I-195 / I-295 interchange and Route I-95. However, to
keep heavy trucks on the interstate, vehicles over 13 tons (generally larger 18-wheel
vehicles) are restricted from using Route 29 unless making a local delivery. This
restrictive policy needs to be evaluated against the advantages of trucks using Route
29 to access regional destinations.
Bus Transit Services
This section focuses on the performance and connectivity of NJ TRANSIT Bus Service &
Southeastern Pennsylvania Transit Authority (SEPTA) service. Because of the limited scope
of this project and limited available data on transit services, this assessment is not
comprehensive. It will be useful to conduct a complete operational assessment that would
also have the purpose of developing detailed recommendations for the transit services in
the Trenton area. Overall, the bus transit network appears to be serving primarily those
without a choice of modes. Serving more “choice” travelers, particularly downtown
commuters is essential to redevelopment because of the limited financial ability to provide
structured parking and limited vehicle capacity at choke points during peak periods. This
need, which can be served by more frequent service along existing routes, must be
balanced against the needs to serve the growing edges of the region.
Level of Service
Frequency
Frequency is probably the most significant weakness of the bus network serving Trenton
and its surroundings. Excluding the Perry Street Shuttle (NJT #611), which has a limited
function and service area, no peak period headways are below 20 minutes. (See Figures 8
and 9 of the Existing Transportation Inventory for detail on service frequency.) Headways
of 15 minutes are generally considered the required frequency in which riders can use a
system without consulting a schedule. Not needing to consult a schedule is a convenience
for transit users that makes service more attractive to riders with a choice of modes.
Because of the wide range of service frequencies in the system, it is difficult for the bus
system to operate as a network.
Hours of Operation
NJ TRANSIT’s routes have a wide variety of spans of service. The most productive routes
in terms of riders per trip have the longest spans and also provide weekend service. Past
planning efforts have identified longer service spans as important for serving the growing
service industries in the various job corridors outside the city. In general, routes without
evening and limited weekend service reduce the bus system’s functionality as a network.
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Connectivity and Coverage
This section explores how the bus system connects different parts of the city and beyond.
Downtown
The bus network is historically derived from a streetcar system that was radially oriented to
serve downtown Trenton. Although the service has evolved over time, the system remains
oriented to providing downtown connections. The Perry Street Shuttle/NJ TRANSIT Route
#611 connects the state parking lot at Perry Street just south of Route 1 with job locations
in the downtown. The shuttle also serves Trenton Train Station. However, as a
connection between the station and downtown, the #611 is not particularly useful because
of its routing north to Perry Street. The route currently averages 8 passengers per trip.
The opening of SNJLRTS will increase the importance of the link between the station and
downtown. The routing of the Perry Street Shuttle may need to be reevaluated to better
serve this connection.
Trenton Train Station
With the exception of routes #602, #603, and #607, all of Trenton’s buses provide
connections to Trenton Train Station. Station connectivity will be further enhanced by the
opening of the SNJLRTS station. The figure below characterizes how bus transit routes
currently circulate at the Trenton Train Station and whether routes run through the station
area or use the station area as a turnaround.
Figure 5-1
Role and Circulation of Bus Routes at Trenton Train
Station
Action at Station
Streets used for Circulation
Turnaround
South Clinton Avenue at Greenwood Avenue
Turnaround
Market Street, South Clinton Avenue and Barlow Street
East State Street, Raoul Wallenberg Boulevard, and South Clinton
Turnaround
Avenue
Through
South Clinton Avenue
Through
South Clinton Avenue and Greenwood Avenue
East State Street, South Clinton Avenue Raoul Wallenberg Boulevard
Through
and East State Street
Route #
600
604
611, 409,
SEPTA 127
601, 609
606
608
Trenton Neighborhoods
For most neighborhoods in Trenton, bus service is available within a few blocks. One
exception is the area around the intersection of Rusling Street and Liberty Street. The
quality of the connections to downtown and other points in Trenton and the region
depend on the frequency and span issues discussed above. A gap identified in previous
planning efforts is the lack of service along North and South Olden Avenues. This would
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provide a connection between the neighborhoods north of downtown separated by the
Northeast Corridor right-of-way, the Assunpink Creek and Route 1. This connection is
increasingly important as employment along Olden Avenue between Ewing and Hamilton
is also growing.
Roebling Complex
The Roebling Complex will be served by two SNJLRTS stations: Hamilton Avenue and
Cass Street. It is also served by NJ TRANSIT bus routes #409 and #603 on South Broad
Street and #601 on South Clinton Avenue. Just under half of the #607 weekday runs of the
#607 detour via South Broad Street, Hudson Street and Cass Street to serve the area.
Waterfront Park
Transit service is limited in this area to NJT #607 along Centre Street which runs two to
three blocks from the park along a parallel axis. The Cass Street station of SNJLRTS at
Route 129 is about one-third of a mile from the park.
Regional Employment Centers
The March 2001 Urban Supplement for Transit analyzed transit service, job locations and
job growth. Areas of transit need and issues with transit service identified include:
Route 130 Corridor – Need for increased and coordinated services. The corridor is
now served by a shuttle service sponsored by the TMA.
Route 1 Corridor (NJ) – Need to extend services into Middlesex County and to
improve services during off peak hours. The Route 1 Connector has partially
addressed this need. Service is limited beyond the Quaker Bridge and Mercer Malls
and bus stop locations are not ideal. The Central New Jersey Transportation Forum,
with participation of the TMA is guiding preliminary planning of bus rapid transit
service in this corridor. Some early concepts do not include service to Trenton.
Route 1 Corridor (PA) – Need for increased bus service to job locations in
Pennsylvannia
Princeton Township – Need for increased services
Hamilton Township to NJ Turnpike Exit 8A – Explore possibility of new service
Hunterdon County – Trenton residents do not have transit service to Job sites north
and west of Mercer County.
Sesame Place and points south and west of Mercer County -- Trenton residents do
not have transit service to Job sites south and west of Mercer County.
Bi-State Commute – Service to Pennsylvania is limited with usage inhibited by
different transit operators with different fare structures.
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Other Service Characteristics
Bicycles
Trenton area NJ TRANSIT buses are equipped with front-loading bicycle racks. This serves
to expand the useful area of transit services.
Safety and Security
The perception of safety is a critical factor affecting bus ridership. Conducting an original
survey of rider and non-rider perceptions of safety and reviewing crime statistics will lead
to conclusions to be made about the degree to which this is an issue with Trenton’s bus
network.
Bus Stops
Prominent bus stops have shelters while the majority of bus stops in the city are marked by
standard street sign posts with a simple bus logo. In small print, a sign below the logo
indicates the routes that serve that stop. None of the bus stops provide route or schedule
information. Better information such as curbs and streets painted to identify bus stops and
signed schedule information would make the system accessible to more than just the
regular user.
Information/Website
The NJ TRANSIT website has a trip planner that will outline an itinerary for point to point
trips. This is a useful tool, especially for non-commute and visitor tips. A weakness of the
website is that it does not include a map of bus services in the Trenton area.
Warren and Broad Streets
Because these two one-way streets act as a two-way couplet, six bus routes use one street
on its inbound trip and another on its outbound trip. This forces riders in this area to use
bus stops on different streets for the end of an arrival trip and the beginning of a return trip.
This reduces the clarity and convenience of the bus system.
Performance and Productivity
Ridership
The figure below shows ridership for all the NJ TRANSIT bus routes serving Trenton. The
data is from NJ TRANSIT’s Median Ridership Report for weekdays, Saturdays and Sundays
for November 2002. The routes are ranked by weekday ridership per trip. While ridership
per trip is a productivity measure, because of the different lengths of the various routes, it
is not necessarily an ideal gauge of the most productive routes.
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Figure 5-2
Route #
603
409
609
606
610
608
607
601
600
604
602
611
TOTAL
NJ TRANSIT Trenton Bus Route Ridership
Weekdays
Ridership/
Ridership
Trip
41
2,982
38
3,736
33
3,381
32
2,362
31
401
25
1,923
23
1,011
20
1,006
16
851
9
223
9
293
8
297
27
18,466
Saturday
Ridership/
Ridership
Trip
36
2,226
47
1,861
23
2,086
30
1,110
n/a
n/a
13
744
16
318
15
443
22
266
n/a
n/a
8
116
n/a
n/a
25
9,170
Sunday
Ridership/
Ridership
Trip
37
949
33
1,331
25
814
25
660
n/a
n/a
9
157
9
176
16
161
19
186
n/a
n/a
n/a
n/a
n/a
n/a
24
4,433
Source: NJ TRANSIT Median Ridership Report, November 2002
The 2001 Urban Supplement for Trenton identified riderhip trends on NJ TRANSIT bus
routes from 1993 to 2000. Routes #604 and #611 experienced declines in ridership of
about one-third. Route #607 experienced only a nominal decline. The most significant
ridership increase between 1990 and 2000 was on Route #600. The growth has been
attributed to job growth in the Route 1 corridor and service increases.
Congestion
Buses in Trenton are not hampered by congestion as buses are in many other cities.
However, in the peak period, transit vehicles are slowed in some key areas of downtown
as auto commuters move from parking facilities to the regional roadways. Broad and
Warren Streets south of State Street are of particular concern. A number of routes must use
congested segments because of the turning movements and routing required due to the
Trenton Commons and the one-way pairing of Warren and Broad Streets. The opening of
the Trenton Commons to vehicular traffic presents an opportunity to increase the speed of
buses through downtown.
Rail Transit Services/Trenton Train Station
As discussed in the Transportation Inventory, the Trenton Train Station is a terminus for
both NJ TRANSIT and SEPTA commuter rail services as well as a major station for a variety
of Amtrak services. For Trenton, rail service can play three key roles. It serves as an
access/egress point for local residents going to regional CBDS. It serves as an access/egress
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point for non-local commuters coming to jobs in Trenton; it serves as an access/egress
point for non-local visitors to Trenton attractions and activities. Each function is discussed
in turn.
Distributing Commuters from Trenton to Regional Central Business Districts
(Philadelphia, Newark, New York, etc.)
Trenton Train Station, with its amenity services, is an effective collection point for
passengers commuting to job centers outside of the city. The primary reasons for this are:
Choice – Commuters have a choice of regional transit services including Amtrak, NJ
TRANSIT, and SEPTA.
Access / Parking – Two large park and ride garages adjacent to the station offer over
3,000 parking spaces with discounts for monthly users and further discounts ($80
per month) for monthly rail pass holders. For many, especially long-distance
commuters who can afford the parking costs, this parking lessens the importance of
frequent bus service to the Trenton Train Station
Philadelphia Service – Only 50 minutes by train, peak period frequencies of 10-30
minutes make this service attractive to commuters to Philadelphia’s CBD
Delivering Commuters to Jobs and Destinations in Trenton
Conversely, the Trenton Train Station does not function well as an access point for
commuters to the city. The conditions contributing to the shortcoming are described
below.
Rail Services, Parking Costs and Market Competitiveness. Frequency of service to
Trenton on both SEPTA and NJ TRANSIT are generally adequate for commuter rail
service. However it is difficult for these services to compete with driving for
commuters to Trenton on both a cost and travel-time basis. Unlike many other
CBDs, parking in downtown Trenton is free to the majority of downtown’s many
state workers. Parking is in high supply, and located very close to job sites.
Additionally, many CBDs also have much higher levels of peak period traffic
congestion than Trenton. Consequently, there is a greater incentive in those cities
than in Trenton to use commuter rail services as a time saving measure.
Connecting Bus Service to Job Sites. As previously noted, many of the bus services
in the Trenton Area connect the Trenton Train Station to the areas of job
concentration in the downtown. However, this service is inadequate in three ways.
First, the varied frequencies of the bus routes make it difficult to decide which line
to take to downtown.
Second, there are buses loading at different points along both Clinton Avenue and
Aoul Wallenberg Boulevard, challenging prospective riders to figure out exactly
where to get on the correct route.
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Third, the street pattern and bus routing make it difficult to know whether a bus
operating in the train station area will be heading to or from downtown.
Fare and Schedule Coordination The cost of transferring from any of the rail
services at Trenton Train Station to a NJ TRANSIT bus is a $1.10. There are no railbus free transfers. However, if a rider holds a weekly or monthly NJ TRANSIT Rail
Pass, the bus transfer is the cost of one zone ($0.45). Exact change is necessary. NJ
TRANSIT bus and train schedules are not coordinated.
Connecting Bus Information. Both schedule and route information for connecting
bus services is difficult to obtain at the Trenton Train Station. Although the Trenton
area bus map is on display in the station, on a recent field visit the ticket agents did
not have the Trenton area bus map available. NJ TRANSIT bus schedules are
provided in pamphlet form by route in a rack near the NJ TRANSIT rail ticket
window. Wayfinding to bus services from the station is problematic. Signage at the
top of the steps from the track platforms does not direct passengers to bus services.
At the Wallenberg Avenue exit an arrow points to the general area of the bus stops,
but it is unclear what line stops at which location. An ideal intermodal connection
would inform rail passengers of the location and real time of the next arriving bus
by line soon after getting off a train.
Bus Waiting Areas. A recent survey and focus group of bus riders rated safety at
bus stops as the feature of highest importance. They also rated the bus stops to be
in fair condition in terms of attractiveness, cleanliness, lighting, amount of seating,
and protection from weather.1
Pedestrian Conditions. Commuters to other CBD’s walk as far or farther to job sites
from rail stations than the distance from Trenton Train Station to many downtown
jobs. However, few consider walking to job sites from the station. Challenges to
pedestrians in the Trenton Train Station area as articulated in the recent study
prepared by Project for Public Spaces and the Regional Plan Association include:
There is virtually no information or signage provided inside or outside of the
station directing people to the downtown or key civic destinations
The width of Wallenberg Avenue, combined with its lack of pedestrian
crosswalks and traffic signals, makes it difficult for pedestrians coming to and
from the train station to cross the street
The area surrounding the train station is isolated, with limited active pedestrian
oriented uses and a number of parking lots and parking structures ringing the
station area
Both the opening of the Trenton SNJLRTS Station and the rehabilitation of Trenton Train
Station will affect the quality of transit service and intermodal connections available from
the Trenton Train Station area. Both of these projects are discussed in Section 2 of this
memorandum. Another study, NJ TRANSIT’s Transit Friendly Communities Study (TFC),
1
Transit-Friendly Communities for New Jersey – Trenton Rail Station – Phase 1
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examines the relationship of the station to its surrounding area and identifies economic
development opportunities around the station. See Section 3 of this memorandum for a
discussion of the TFC project.
Delivering Visitors to Trenton Attractions and Activities
The opening of the Sovereign Bank Arena and the Waterfront Park, in addition to
longstanding historic and cultural attractions, presents an opportunity for transit and rail
services. Transit does not currently play a significant role in carrying visitors to and from
Trenton’s attractions. This is due to many of the same issues discussed in the previous
section above related to competitiveness, information, connecting service, and pedestrian
conditions. The cost of parking at Sovereign Bank Arena ranges from being completely
free to $15 dollars depending on the event. At Waterfront Park, parking is generally a
$1.00. Assuming multiple occupancy of vehicles for events, the marginal cost of driving to
many events in Trenton can be substantially lower than rail transit.
From a transportation system perspective, this situation is less problematic than the
commute market because there is less vehicle activity and congestion when the bulk of
visitor/event trips take place. However, creating a vibrant, redeveloped district on the
surface parking lots surrounding the Sovereign Bank Arena will be easier if transit can
deliver people to the area. The Hamilton Avenue station on the SNJLRTS line will provide
transit service to the arena. However, the quality of the pedestrian connection between the
arena and the Trenton Train Station will also determine the mode visitors use to access the
arena. While these two destinations are geographically close, currently the Sovereign
Bank Arena website suggests that travelers using rail services take a cab to the arena for
events. Ironically, route #607, the only bus route that serves the vicinity of Waterfront
Park, does not link to the Trenton Train Station.
Bicycle and Pedestrian
In cities around the country, closer attention and increased funding levels for bicycle and
pedestrian conditions and amenities has been a core part of successful revitalization
strategies. By making streets enjoyable to experience and providing recreational
amenities, cities can improve their appeal to both new residents and visitors. This will be
particularly true for Trenton as there is significant opportunity to improve conditions and
capitalize on its historic architecture, old narrow streets and natural features. Previous
planning efforts such as the city’s 1999 Land Use Plan have identified issues and broader
areas that are a priority for improvement for bicyclists and pedestrians. These issues
include:
The unrealized recreational and aesthetic potential of Trenton’s waterways: The
Delaware River, the Assunpink Creek and the Delaware and Raritan Canal
The need for an alternative central public plaza area to replace the Commons
The lack of a comfortable environment for pedestrians and cyclists at Mercer
County Community College
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The need to provide a pleasant pedestrian experience in the area of the Trenton
Train Station
The need to improve and green the Delaware & Raritan Canal right-of-way to
promote redevelopment of the Canal Banks area
The need to enhance the Assunpink Creek Greenway and connected open spaces
in East & Upper East Trenton
Creating a safe, comfortable environment at night for pedestrians and other visitors
to downtown, the Sovereign Bank Arena and Waterfront Park
Reversing the perception that it is unsafe to walk or bicycle throughout Trenton,
especially in the evenings
Need to upgrade the Reading Railroad Right-of-Way for recreational use in
conjunction with planning for new housing and open space areas in the West Ward
A more specific assessment of bicycle and pedestrian conditions follows.
Connections
Connectivity for bicyclists and pedestrians in Trenton is problematic in a number of places
where connections would make Trenton’s new and old attractions more accessible to
Trenton residents and visitors. The conditions of a number of linkages are discussed
below. Figure 5-3 shows the locations of these connections and also presents the Bicycle
Level of Service (BLOS) for selected roadways in Trenton.
Waterfront Park and Route 29 at Cass Street
Crossing Route 29 to reach Waterfront Park at Cass Street is difficult and unpleasant.
Pedestrians (and presumably dismounted cyclists) are only permitted to cross on one side
of Cass Street (because of the free-right turn provided from westbound Cass on to Route 29
North. Pedestrians must cross three stretches of roadway (vehicles leaving Route 29 North
to Cass Street, Route 29 North, and Route 29 South). Pedestrians must wait for about two
minutes and thirty seconds for the traffic signal to turn green. While waiting for the signal,
there is a feeling of exposure to the fast moving traffic on Route 29. Once the light turns
green, the pedestrian phase lasts less than 20 seconds. A field test demonstrated that using
the pedestrian actuated signal did not shorten the waiting time for a green light for Route
29.2
These conditions are detrimental to the city and region for three main reasons. First, users
of the Waterfront Park including those at baseball games are strongly discouraged from
patronizing current and potential commercial activity along Cass Street. Second, the
barrier of Route 29 reduces the likelihood of visitors using the Cass Street SNJLRTS station
2
During major events at Waterfront Park, traffic control officers direct vehicular and pedestrian movements at the
intersection.
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Phase One Summary Report
CITY OF TRENTON
at Route 129 for park events. And third, the park is less useful, attractive and accessible to
local Trenton residents.
Waterfront Park and Route 29 at South Warren Street
At this intersection, pedestrians can only cross Route 29 on the north side of South Warren
Street. There is no pedestrian crossing on the south side of South Warren Street.
Pedestrians also confront a safety issue when crossing South Warren Street along the east
side of Route 29. Moving vehicular traffic has a free right turn from Route 29 South on to
South Warren Street. Only a yield sign controls this gently curved turning movement.
Consequently, vehicles may turn on to South Warren, moving across the pedestrian
crossing between the north and south sides of South Warren, without the need to stop or
significantly decelerate.
Waterfront Park and Route 29 at Federal Street and at Lexington Street
The reconstruction of Route 29 does not include a pedestrian linkage to the park at these
points.
Landing Street, Cliff Street and Lalor Street at Route 29
The landscaped deck of the Route 29 tunnel will provide only visual access to the
Delaware River.
Warren Street under Route 1 and the Northeast Corridor Right-of-Way
This connection between the South Waterfront Area and downtown (at the State Lots) is
intimidating and unfriendly due to the Route 1 ramp infrastructure and lack of activity
other than vehicle movements.
Hamilton SNJLRTS Station/Sovereign Bank Arena to Trenton Train Station/Mill Hill
neighborhood.
This connection is of growing importance because of high visitor volumes at Sovereign
Bank Arena, the anticipated opening of the SNJLRTS Hamilton Avenue Station, and the
potential for new development across from the arena. However, the land uses and
building scales around these areas do not currently support a walkable environment.
Moreover, the right-of-ways for Route 129, Route 1 and the North-East Corridor serve as
daunting barriers to pedestrian movements.
Market Street and Route 29
The current configuration does not allow access to the Delaware River.
Page 5-15 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Assunpink Creek and the Delaware River
Currently access between these two waterways is not provided.
Memorial Drive and the Delaware River
Visual, and not physical access to the river is provided at Memorial Plaza.
State and Calhoun Street to the Calhoun Street Bridge
Because of slow moving vehicles, the historic design, the separated pathway, the
connection to Morrisville, and the visual access to the Delaware River, crossing the
Calhoun Street Bridge is a special experience for pedestrians and cyclists. Unfortunately,
the cloverleaf intersection providing vehicle access to both the bridge and Route 29
compromises the safety of pedestrian and bicycle access from State and Calhoun streets.
Signage for pedestrians and cyclists to access the walkway is inadequate.
Stacy Park at the Delware & Raritan Canal Feeder
The path at Stacy Park along the Delaware River comes to a deadend at a historic bridge
over the Delaware & Raritan Canal Feeder, just North of the Calhoun Street Bridge.
Providing this connection to both the bridge and the park south of the bridge would
significantly increase the value of the riverfront path in Stacy Park.
Stacy Park at Richey Place
Between South Hermitage Avenue and the Calhoun Street Bridge, there is no access
between the path in Stacy Park and the Trenton neighborhoods on the east side of
Route 29.
South Hermitage Avenue to Stacy Park
The current connection is created with a ramped pedestrian overpass spanning Route 29.
Parkside Avenue from the D&R Canal Towpath to Stacy Park
The connection between these two bike/ped recreational amenities is not signed. The
interface between the D&R Canal Towpath at Parkside and Cadwalader Park is unsigned
and feels informal.
South Hermitage Avenue and Prospect Street at the D&R Canal Towpath
These interfaces, like many along the towpath, are not formalized and do not let users on
the street know of the path’s entrance.
Page 5-16 • Nelson\Nygaard Consulting Associates
1
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Figure 5-3 - Bicycle Level of Service & Key Missing/Weak Bicycle & Pedestrian Linkages
Yardley Morrisville
mbe
rs
Liberty Street
Street
Genesee
oad Street
South Br
Street
ne
eli
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et
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west
1
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MORRISVILLE
Source: ESRI, City of Trenton, Delaware Valley Planning Commission
Delmor Avenue
Penns
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206
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Maple Avenue
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South Hermitage Avenue
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Pedestrian Linkages
To: NJ State Police HQ
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Bike Routes
(Level of Service)
North
Bicycle Level of Service Methodology Bicycle levels of service calculated by the
DVRPX using methodology published by
Sprinkle Consulting Inc. (SCI) for arterial
and collector streets. Uses actual and in
some cases estimated traffic volumes and
speeds.
LEGEND
0
0.3
0.5 Miles
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Hamilton Avenue, Route 129, the Sovereign Bank Arena and the SNJLRTS Station
Construction of the SNJLRTS Station is nearly complete. The station is on the northeast
side of Route 129, set about one-tenth of a mile southwest of Hamilton Avenue. There is
currently no pedestrian pathway between the station and Hamilton Avenue. The
intersection of Hamilton Avenue and Route 129, which would be used by SNJLRTS
passengers to reach the arena and related office and commercial development, is
foreboding because of its width, the lack of pedestrian amenities, and the high speeds of
vehicles on Route 129.
Cass Street and Route 129
This intersection will be the location of the Cass Street SNJLRTS Station. Riders accessing
the neighborhood southwest of Route 129 and walking to Waterfront Park will be required
to cross Route 129 here. The intersection is wide and foreboding to pedestrians.
Trenton Train Station Pedestrian Linkages
Pedestrian linkages at the Trenton Train Station have been previously discussed. However,
it is important to reiterate the importance of a pedestrian friendly crossing at South Clinton
Avenue between the train station and the SNJLRTS terminus. Also important is the Walnut
Avenue / Hudson Street and Greenwood Avenue intersection, which is not friendly to
pedestrians (poor crosswalks, wide turning lanes) and is the linkage from the station to
Chambersburg and the Sovereign Bank Arena/Roebling Area.
Conditions
Streetscaping
Previous planning efforts have identified the need to upgrade Trenton’s streetscaping,
particularly in commercial districts. The benefits would include a more comfortable
pedestrian experience increasing the attractiveness of Trenton’s retail and commercial
establishments. Figure 5-4 below lists the areas identified in need of streetscape
improvements with relevant comments.
Page 5-18 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Figure 5-4
Trenton Districts Requiring Streetscape Improvements
Street/District
Downtown Streets
Canal Banks Neighborhoods
North Clinton Avenue
Perry Street and Escher Street
Market Street
Stuyvesant Avenue
Battle Monument / Central West Area
Needs
Need for improved physical appearance
Deteriorated streetscapes distract from livability
Streetscape is unattractive along this commercial corridor
Need to upgrade streetscape and provide linkages
Uncomfortable pedestrian environment
Lack of street trees and extremely deteriorated streetscape
Need for improvements to facilitate redevelopment
Source: 1999 City of Trenton Land Use Plan; Site observations by Nelson\Nygaard
A number of streetscapes not listed above will be improved via the Mercer County
Improvement Authority Streetscape Improvement Plan. In the past, many streetscape
improvements in Trenton have not been aggressive in reconfiguring streets to better serve
pedestrians. Examples include sidewalk widening and traffic calming interventions such as
bulb-outs or neck-downs, which also provide an opportunity to green streets with
landscape improvements. The barrier to these sorts of improvements may be the
perception of requirements to maintain certain traffic lane widths. Many of the pedestrian
oriented commercial streets in Trenton have narrow sidewalks in comparison to other
successful neighborhood commercial districts.
Off-Street Paths
Delaware & Raritan Canal Towpath. This is a pleasant way to traverse much of Trenton,
traffic free. Issues with the towpath include:
There is poor signage along the path, at its entrances, and at its exits. The lack of
signage makes it difficulty to know whether or not the path is intended for public
access.
For some stretches there are infrequent points of entry, more points of exit/entry can
make users feel safer and more comfortable on the path.
On a recent visit, broken glass was prevalent along a number of stretches of the
pathway.
Stacey Park Pathway. This is a generally pleasant pathway and bicycle route along the
Delaware River from the northwest city border to the D&R Canal feeder (near Perdicaris
Place). For stretches however, the path is very close to Route 29, and therefore noise from
fast moving vehicles detracts from the experience. Connection issues highlighted earlier
reduce the usefulness of the path. Additionally, using the two-tenths of a mile stretch of
the path from the South Hermitage Avenue overpass to the D&R feeder leads to a deadend of the path at a historic footbridge.
Page 5-19 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Bicycling Conditions on Arterial and Connecting Roadways
Recent analysis by the Delware Valley Planning Commission measured the Bicycle Level
of Service (BLOS) of the main arterials and connecting roads in Trenton. The methodology
considers the speed of vehicles, traffic volumes, pavement conditions and roadway
configuration, among other inputs. Figure 5-5 illustrates the BLOS for road segments.
Figure 5-5 presents detail about each road segment including a description of conditions,
the role of the particular segment and preliminary recommendations. These draft
recommendations will be reviewed by the city, Mercer County, and/or NJDOT before final
recommendations are made and a final report is issued.
Parking Facilities and Bicycle and Pedestrian Conditions
The various aspects of parking such as facility type and design, supply, and on-street policy
impact the bicycling and pedestrian conditions. Somewhat broadly, the following
observations can be made of the impacts of parking on bike and pedestrian conditions in
Trenton:
The presence of on-street parking along many key routes in Trenton provides a
buffer between pedestrians and moving traffic, adding to the comfort of the city.
On-street parking is generally illegal 50 feet from intersection corners. This
distance is greater than the regulation of many other jurisdictions. The effect is to
“loosen” the turning radius for vehicles, allowing turns at greater speeds, which is
less safe and comfortable for crossing pedestrians. This also has the impact of
reducing the on-street parking supply. Many curbs are painted yellow from the
corner; non-compliance is high in many places.
The prevalence of surface parking lots disrupts Trenton’s urban fabric, creating an
uncomfortable, uninteresting environment for pedestrian activity.
Structured parking, while a more efficient use of land, in many places provides a
blank and uninviting streetscape for pedestrians.
Off-street parking, both structured and surface, requires access and egress in the
form of curb cuts. The movement of vehicles through these spaces can sometimes
pose a danger to cyclists and pedestrians.
Page 5-20 • Nelson\Nygaard Consulting Associates
Phase One Summary Report
Aberfeldy Avenue to
Afton Avenue (city
line).
Lalor Street to
Livingston Street
(MP 40.70 –
42.60)
Livingston Street to
US 1 (MP 42.60 –
45.01)
NJ 175
(River Road)
South Olden Avenue
(CR 622)
Hamilton Avenue to
Princeton Avenue
(US 206) (MP 2.31
– 4.11)
John Fitch Way (NJ
29) to Lower Ferry
Road
S. Broad Street (US
206) to Francis
Avenue
Sullivan Way
(CR 579)
Hamilton Avenue
(CR 606)
Livingston Street to
Olden Avenue (MP
42.57 – 44.50)
US 206 Southbound
(Warren Street/Dr.
Martin Luther King Jr.
Boulevard)
North Broad
Street/Brunswick
Avenue
(US 206 North)
South Broad Street
(US 206)
Lalor Street to US 1
Martin Luther King
Jr. Blvd. (US 206)
to Parkway Ave.
(CR 634)
US 1 to city line
Limits
1.8
miles
1.67
miles
0.95
miles
1.93
miles
2.41
miles
1.9
miles
0.26
mile
1.33
miles
1.46
miles
1.15
Length
County
County
County
City
City
City
City
NJDOT/City
City
City
Jurisdiction
8,000
(estimate)
7,500
(estimate)
10,000
5,000
(estimate)
2,750 west of
Olden Ave.;
20,700 east of
Olden Ave.
15,500
1,550
21,730
10,000 –
12,600
> 9000
Volume (AADT)
Two lanes by direction; on-street parking
permitted in curb lane. Row-house residential
and commercial land uses.
One lane by direction; on-street parking.
Two-lane, two-way, without curbs. No parking.
Two lane, one-way undivided through downtown
and residential neighborhoods; on-street parking
both directions for most of its length.
Two lane, one-way undivided through downtown
and residential neighborhoods; on-street parking
both directions for most of its length.
Two lane, two-way undivided; on-street parking
both. Commercial street.
Two lane unprotected.
Four lane unprotected, 3’ – 10’ shoulders.
Two lane, two-way undivided; on-street parking
both directions for most of its length. First ¾ mile
is a multilane approach to US 1 Freeway
interchange.
Two lane, two-way, undivided, on-street parking
both directions.
Configuration
25
mph.
25
mph.
40
mph.
25
mph.
25
mph.
25
mph.
25
mph.
40
mph.
25
mph.
Speed
limit
25
mph
D
C
E
C
C
C
A (0.2 mi
southbound
segment with 3’
shoulder: C)
B
C–D
C
Current BLOS
Bicycle Level of Service Detail by Segment with Draft Recommendations
•
NJ 129
Greenwood Avenue
(NJ 33)
Pennington Road
(NJ 31)
Road
Figure 5-5
CITY OF TRENTON
Trenton TMP
Connects East Trenton neighborhoods with stadium, downtown. Serves St. Frances
Medical Center and a small commercial district at Olden Avenue. Aside from a 0.15
mi. segment between S. Broad Street and the railroad, and barring the consolidation
of on-street parking to one side on this largely residential street, there is insufficient
cartway width to stripe bike lanes.
Key north-south artery providing access to commercial and industrial areas in the city
and just to the north in Ewing. Intersects the proposed D & R Canal and Assunpink
Greenway trails. Heavy use of on street parking for both residential and commercial
uses, the dense, built-up nature of the urban environment, and a narrow cartway
preclude the installation of bike lanes on this street.
South Broad Street is a commercial street of citywide importance. The low speed
limit, narrow roadway, and on-street parking serve to calm traffic and hence
encourage bicycling in mixed traffic; and also preclude the installation of bicycle
lanes.
US 206 provides a direct link between downtown, the North Trenton neighborhood,
North Trenton Park, and Helene Fuld Medical Center. Heavy use of on street parking
for both residential and commercial uses, the dense, built-up nature of the urban
environment, and a narrow cartway preclude the installation of bike lanes on this
street. The proposed Delaware and Raritan Canal trail would provide a suitable
alternative through route, provided frequent access points across US 1 and existing
railroad.
US 206 provides a direct link between downtown, the North Trenton neighborhood,
North Trenton Park, and Helene Fuld Medical Center. Heavy use of on street parking
for both residential and commercial uses, the dense, built-up nature of the urban
environment, and a narrow cartway preclude the installation of bike lanes on this
street. The proposed Delaware and Raritan Canal trail would provide a suitable
alternative through route, provided frequent access points across US 1 and existing
railroad.
Important link between West Trenton, Ewing, and D& R Canal Towpath and
Cadwalader Park. Serves NJ State Psychiatric Hospital.
Parallels Delaware & Raritan Canal towpath.
Substantial on-street parking and a short choke-point serve to calm traffic on this
road. There is insufficient surplus width to install bike lanes, and no opportunity to
consolidate on-street parking. Intersects with proposed Trenton to Princeton Rail
Trail; parallels proposed Delaware and Bound Brook Rail Trail.
There exists an opportunity to install bike lanes if the County is willing to permit 9’
general-purpose lanes. Substandard lane widths may be reasonable given the low
traffic volume and posted speed on this primarily residential street. This street
serves three bus lines and is a principal link between the Trenton rail station and
Mercer Co. Community College. Several bicyclists were observed during field visit.
Principal north-south route.
Comments
C
A–B
Build
BLOS
Page 5-21 • Nelson\Nygaard Consulting Associates
Install Share the Road warning signs throughout. Install curbside
bicycle parking in commercial areas.
Install “Share the Road” warning signs throughout length. Install
on-street bicycle parking in commercial areas.
Widen cartway by two feet (2’). Stripe five-foot (5’) bike lane each
direction.
Install Share the Road warning signs throughout the length of this
street. Install on-street bicycle parking throughout the business
district.
Install Share the Road warning signs throughout the length of this
street. Install on-street bicycle parking throughout the business
district.
Install “Share the Road” warning signs. Install bicycle parking on
sidewalks. Explore Adeline Street as potential signed alternate
route.
No action.
Install bike lanes throughout most of the length of Greenwood
Avenue, from US 1 to Chambers Avenue. Stripe parking lane east
of Chambers Avenue, but do not identify as bike lane. Install
“Share the Road” signs. Encourage convenience stores at
Greenwood Ave. & Olden Ave. to install bike racks.
Reallocate roadway space to create minimum 5’ shoulder on
northern end of segment.
Install “Share the Road” signs
Draft Recommendations
Lamberton Street to
S. Broad Street (MP
1.2)
West State Street
to Princeton Avenue
(US 206)
Cedar Lane (MP
1.79) to Nottingham
Way (MP 4.96)
NJ 29 to US 1
South Broad Street
(US 206) to Lalor
Street (CR 650)
South Broad Street
(US 206) to Lalor
Street (CR 650)
Lalor Street (CR
650) to South
Broad Street (US
206)
Cass Street to Lalor
Street
Parkside Avenue
(CR 636)
Lalor Street
(CR 650)
Calhoun Street
(CR 653)
Clinton Avenue
Market Street
Center Street
Second Street
Chestnut Avenue
Grand Street
East State Street
(CR 635) to South
Clinton Avenue
West State Street
to Parkway Avenue
East State Street
(CR 635)
Adeline Street
City line (MP 3.90)
to Ingham Avenue
(MP 5.31)
Clinton Avenue to
Logan Avenue
Parkway Avenue
(CR 634)
Limits
1.07
miles
0.83
mile
1.07
miles
1.03
miles
1.15
miles
0.66
miles
3.17
miles
1.53
miles
1.2
miles
0.91
miles
1.13
miles.
1.41
miles
2.07
miles
Length
Municipal
Municipal
Municipal
Municipal
Municipal
Municipal
Municipal
County; municipal,
Lamberton Street
to NJ 129 (0.25
mi)
County
County
County; municipal
west of Assunpink
Creek.
County
County
Jurisdiction
5,000
(estimate)
2,500
(estimate)
2,500
(estimate)
2,500
(estimate)
5,000
(estimate)
20,000
(estimate)
7,500
(estimate)
7,500
(estimate)
7,500
(estimate)
12,000
(estimate)
9,000
(estimate)
12,000
(estimate)
7,500
(estimate)
Volume (AADT)
Phase One Summary Report
Assunpink Creek to
S. Broad Street
•
Chambers Street
(CR 626)
Road
CITY OF TRENTON
Trenton TMP
One way, one lane by direction; on-street parking
both directions. Serves multi-family and
rowhouse residential; some commercial uses.
Two way, one lane by direction; on-street parking
both directions. Serves primarily rowhouse
neighborhood; some commercial uses.
Two way, one lane by direction; on-street parking
both directions. Serves multi-family residential
neighborhood, some commercial properties
One way, one lane by direction; on-street parking
both sides. Serves multi-family and rowhouse
residential; some commercial uses.
Two-way; number of lanes vary from two to five.
Direct access to state government complex from
NJ 29 and US 1.
Two way, one lane by direction; on-street parking
both directions. Serves multi-family residential
neighborhood.
One lane by direction, parking permitted both
directions. Rowhouse and downtown commercial
uses.
One lane by direction; parking permitted. Roughly
equal mix of commercial and rowhouse frontage.
One lane by direction, on-street parking permitted.
Serves primarily single-family detached
residences, recreational open space.
One lane by direction; no parking (?) Serves
largely single family and multifamily residential
uses along the city’s southern boundary.
One lane by direction, on-street parking both
directions. Serves urban rowhouse and
commercial uses.
One lane by direction, no parking. Serves mostly
single-family residential uses.
One lane by direction, on-street parking one and
both directions. Serves single family, multi-family
and rowhouse residential, and commercial uses.
Configuration
25
mph
25
mph
25
mph
25
mph
25
mph
30
mph
25
mph.
30
mph.
30
mph.
30
mph.
25
mph.
30-35
Speed
limit
25
C
C
A–B
C
C
varies from A to
D; largely B
C
C
C
C
C
D
C
Current BLOS
Parallel to Adeline and South Broad streets. The densely built urban environment,
heavily-used on-street parking and a narrow cartway preclude the installation of bike
lanes on this street.
Connects South Broad Street with rail and bus lines at Trenton Rail Station. Serves
municipal park at Hamilton Avenue. Northern terminus at proposed Assunpink
Greenway Trail. The densely built urban environment, heavily-used on-street parking
and a narrow cartway preclude the installation of bike lanes on this street.
Served by NJ Transit 606 bus line. Serves state government complex. Provides
direct access to the Calhoun Street Bridge, the only bicycles-permitted river crossing
to Pennsylvania. Provides access to the planned Waterfront Trail and Delaware River
Heritage Trail; intersects the proposed Delaware and Bound Brook Rail Trail and the
Trenton to Princeton Rail Trail. Alternate to US 206.
Connects downtown with rowhouse neighborhoods to the south and east. Served by
NJ Transit bus lines 601, 604 and 608; connects with all bus lines and serves the
Trenton Rail Station. Major trip attractions include the Mercer Co. Administration
Building, the Roebling Market, and the nearby South Broad Street shopping district.
Intersects the proposed Assunpink Greenway trail. Cartway width varies from 29 to
45 feet. The densely built urban environment and a narrow cartway preclude the
installation of bike lanes on this street without the consolidation of on-street parking.
This road serves as an extension of Greenwood Avenue to the waterfront, and thus
provides an important link. Large peak-to-daily traffic flow ratio. Generous cartway
widths. Freeway interchanges complicate bicycle travel.
North-south approach to stadium and waterfront park. Served by NJ Transit bus line
607. Parallel to Second Street. The densely built urban environment, heavily-used
on-street parking and a narrow cartway preclude the installation of bike lanes on this
street.
Parallel to Center Street and NJ 129 (which may serve as a preferred alternate
route). The densely built urban environment, heavily-used on-street parking and a
narrow cartway preclude the installation of bike lanes on this street.
May serve as a preferred alternate route to South Broad Street. The densely built
urban environment, heavily-used on-street parking and a narrow cartway preclude the
installation of bike lanes on this street.
Important route connecting east Trenton neighborhoods with downtown. Intersects
D & R Canal Trail. Served by NJ Transit 608 bus line. Heavy daytime on-street
parking along eastern half. The signalized intersection with Monmouth Street is
hazardous, with poor sight distances.
This cross-town route intersects the proposed Delaware and Bound Brook Rail Trail
and the existing D & R Canal Towpath Trail; and will serve as a principal access
route for the planned Waterfront Trail. The route also serves Cadwalader Park.
Serves Lalor Plaza Shopping Center; provides access to the Waterfront Trail from the
east.
Important north-south artery linking south Trenton neighborhoods with downtown,
proposed Assunpink Greenway. Serves St. Frances Medical Center. Thirty six foot
(36’) cartway, mature urban environment, and on-street parking preclude the
installation of bike lanes along most of the length of this street.
Important route between Ewing and downtown. Parallel to proposed Delaware and
Bound Brook Rail Trail.
Comments
B
B
B
B
B
C
Build
BLOS
Page 5-22 • Nelson\Nygaard Consulting Associates
Install Share-the-Road warning signs.
Install Share-the-Road warning signs.
Explore signing this street as part of a potential alternate route to
South Broad Street. Install Share-the-Road warning signs.
Install Share-the-Road warning signs.
Install 5’ bike lanes, Share-the-Road warning signs. Sign route to
access Waterfront Trail. Install bicycle parking at all state
government buildings; and curbside in front of retail businesses.
Install Share-the-Road warning signs.
Consider consolidating on-street parking to create room for 5’ bike
lanes. Install Share the Road warning signs throughout. Encourage
businesses to install bicycle parking. Install bicycle parking at
Roebling Market.
Investigate consolidation of on-street parking to create room in
existing cartway for 5’ bike lanes, while reducing posted speed to
25 mph.
Stripe 5’ bike lanes.
Study on-street parking from Clinton Avenue to Chambers Street,
0.46 mile, to determine if consolidation is possible, to create 5’
bike lanes. Install Share the Road warning signs throughout.
Install curbside bicycle parking in front of businesses.
Consolidate parking; stripe 5’ bike lanes.
Stripe 5’ bike lane entire length.
Install 5’ bike lanes from Assunpink Creek to St. Francis Avenue
(MP 0.71). Install Share the Road warning signs throughout.
Install curbside bicycle parking in commercial areas.
Draft Recommendations
Parkside Avenue
(CR 636) to North
Willow Street
Prospect Street to
city line
Lalor Street (CR
650) to South Olden
Avenue (CR 622)
entire length
South Warren
Street (US 1) to
South Broad Street
(US 206)
Perry Street to
Market Street
Belleview Avenue
Stuyvesant Avenue
Liberty Street
Federal Street
Bridge Street
0.76
mile
0.93
mile
0.69
mile
0.53
mile
0.44
mile
0.34
mile
0.28
mile
1.5
miles
1.79
miles
1.3
miles
2.3
miles
0.34
mile
Length
Source: Delaware Valley Regional Planning Commission
Southard Street
Southard Street
North Warren Street
(US 206) to North
Clinton Avenue
West State Street
to Parkway Avenue
(CR 634)
Perry Street
Prospect Street
Brunswick Avenue
(US 206) to East
Front Street
Montgomery Street
North Stockton Street
John Fitch Way (NJ
29) to North Warren
Street (US 206)
West State Street
Limits
Municipal
Municipal
Municipal
Municipal
Municipal
Municipal
Municipal
Municipal
Municipal
Municipal
Municipal
Municipal
Jurisdiction
1,000
(estimate)
5,000
(estimate)
5,000
(estimate)
1,500
(estimate)
500 (estimate)
500 (estimate)
500 (estimate)
5,000
(estimate)
5,000
(estimate)
2,500
(estimate)
7,500
(estimate)
7,500
(estimate)
Volume (AADT)
Phase One Summary Report
North Montgomery
Street to South
Clinton Street
•
East State Street
Road
CITY OF TRENTON
Trenton TMP
Two-way, one lane by direction, parking both
directions along half of segment. Commercial,
rowhouse frontage.
Two-way, one lane by direction, limited parking at
Mercer Medical Center. Commercial and
rowhouse frontage.
Two-way, one lane by direction, parking one side
between Perry and Commerce streets.
Downtown commercial and rowhouse uses.
Two-way, one lane by direction, parking one
direction between Brunswick Avenue and Perry
Street. Downtown commercial, some rowhouse
frontage.
Two-way, one lane by direction, parking both
directions. Downtown commercial uses.
Two way, one lane by direction; limited on-street
parking. Located in central business district.
Municipally-owned portion of 3.43-mile State
Street which bisects downtown. Uneven
brick/stone paving.
Two way, one lane by direction; parking both
directions through most of the segment. Four
lanes with parking from Westfield Avenue to
Overbrook Avenue (0.6 mile). Serves single family
residential, commercial and institutional (state
government) uses.
Two way, one lane by direction; parking both
directions through most of the segment. Serves in
roughly equal parts rowhouse, single family, and
commercial uses.
Two way, one lane by direction; parking both
directions through most of the segment. Serves
single family, institutional, and recreational open
space uses.
Two way, from South Olden Avenue to Grand
Street; one way from Grand Street to Lalor
Street; one lane by direction; parking both
directions. A relatively large share of frontage is
commercial; also single and multi-family
residential.
Two way, one lane by direction; parking both
directions. Dead end at both termini. Multi-family
residential.
Two-way, one lane by direction; parking both
directions. Multi-family residential.
Configuration
25
mph
25
mph
25
mph
25
mph
25
mph
25
mph
25
mph
25
mph
Speed
limit
25
mph
A
C
B
A–B
A
A
A
C–D
C
A–B
B–C
C
Current BLOS
Crosstown link between Delaware River, West State Street, Pennington Avenue,
Olden Avenue Extension (commercial area) and Moody Park (Ewing Township).
Intersects D & R Canal Towpath trail and proposed Delaware & Bound Brook Rail
Trail. Parallel to proposed Trenton to Princeton Rail Trail. Serves Mercer Medical
Center; served by 601, 609 bus lines.
Circumferential street. Intersects proposed D & R Canal Towpath trail. May be used
to access downtown. Double-check traffic volume estimate.
Skirts northern edge of downtown, providing access from North Clinton Avenue.
Serves multiple bus lines, Fire Museum.
Second-tier downtown street. Potential to serve as part of an alternate route to
downtown from points south.
Minor downtown street. Connects Perry and East State streets.
May serve as short cut/alternate route from South Broad Street to waterfront and
state government destinations.
Inconsequential route.
Serves Cadwalader Park, New Jersey State Psychiatric Hospital, and the New
Jersey Library for the Blind. Served by NJ Transit 609 bus line to Ewing. The
densely built urban environment, heavily-used on-street parking and a narrow
cartway preclude the installation of bike lanes on this street.
Circumferential route along southeastern edge of city. The densely built urban
environment, heavily-used on-street parking and a narrow cartway preclude the
installation of bike lanes on this street without consolidation of on-street parking.
Serves Cadwalader Park, Mercer Medical Center (most of the on-street parking is
associated with this destination). Parallel to existing D & R Canal Towpath which
may serve as an alternate route.
Serves state capitol complex. Principal approach to downtown. Cartway width
varies. Parallel to existing D & R Canal Towpath, planned Waterfront Park trail.
Serves multiple bus lines, large trip generators; primary route through downtown.
Pavement type and condition distracts bicyclists, creating a unique hazard.
Comments
None.
A
A
A
A
Build
BLOS
B
Page 5-23 • Nelson\Nygaard Consulting Associates
Investigate consolidation of parking to create room for 5’ bike
lanes during next resurfacing/reconstruction. Ensure adequate
bicycle parking where needed.
Stripe 5’ bike lanes; transition to shared lanes where parking
exists, if parking cannot be eliminated.
Install curbside bicycle parking along entire length.
None.
Sign as bike route to specific destinations downtown from South
Broad Street.
None.
Explore feasibility of parking consolidation to create space for 5’
bike lanes. Install Share-the-Road warning signs.
Install Share-the-Road warning signs.
Install 5’ bike lanes throughout, consolidating parking between
Calhoun Street and North Willow Street.
Install 5’ bike lanes entire length. Create space for bike lanes by
narrowing travel and parking lanes, and consolidating parking
where needed and feasible.
Install 5’ bike lanes as part of roadway reconstruction.
Draft Recommendations
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Parking
When considering the adequacy of parking, it is useful to consider different areas of the
city and different types of users such as commuters, residents, visitors, and shoppers.
Parking should also be evaluated in the broader context of access, incorporating the
viability and competitiveness of alternatives to driving alone -- which of course impact
parking demand. Summarized below is a general assessment of parking supply and
management in Trenton. Additional study of existing utilization and policy analysis would
help inform this assessment.
Downtown
Parking in downtown Trenton is primarily oriented to the all day parking needs of
commuters. Surface parking, which makes up nearly half of the state’s supply of over
14,000 parking spaces, is now widely considered as an underutilization of land in
downtown and the primary opportunity for redevelopment. To facilitate redevelopment, it
will be necessary to determine the most feasible and ideal course of action in relation to
the supply of parking: allowing a decrease in supply, replacing surface parking in
structures, or expanding supply in structures. Because the marginal capital cost of new
parking in structures can reach $50,000 per space, efficiently using existing spaces and
exploring alternative access strategies is an essential part of determining the ideal course of
action. A multi-modal access study would compare the marginal cost of accommodating
downtown commute trips by parking versus other means such as more frequent bus
service.
Parking Charges/Cash-Out
Even without a comprehensive analysis, it is still possible to identify a basic market
inefficiency related to downtown parking management/policy: for many commuters to
Trenton, free parking is provided by their employer, the State of New Jersey. The impact
of widespread free parking is to distort parking demand and create the perception of
parking shortages.
As with other consumer goods, parking demand is elastic depending upon its price. The
level of elasticity is in turn dependent on the availability of alternatives. As long as parking
is provided for free, it can be expected that single-occupant commuting will be the
commuting mode of choice in Trenton, with the resultant peak period congestion impacts.
Ironically, this policy serves to dampen demand for transit and lessen the feasibility of
transit improvements. To the extent that financial constraints limit the construction of
parking garages to meet the demand for free parking, the policy of uncharged parking is in
direct conflict with the goal of redevelopment in and around downtown.
To correct the market distortion parking costs can be passed on to the commuter. This can
come in the form of charging for parking or “cashing-out” parking for non-parkers. There
are of course a number of challenges to passing the costs of parking to workers. These
include:
Page 5-24 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Change in policy would represent the loss of a long-standing benefit to many state
employees
Without real or perceived viable commute alternatives, parking charges or cash-out
can be viewed as a penalty to workers
Implementing parking charges would be administratively complex for the state
where parking is managed in one department with distribution to individual users
delegated among state departments. (Administration of cash out and carpool
incentive programs is additionally complex due to the need to monitor
compliance.)
Addressing these challenges would be an essential part of a parking / access study for
downtown.
Additional Parking Management Issues and Impacts
Summarized below are other parking management issues that relate to existing parking
supply as well as the parking demand generated by new development.
Shared parking The concept of shared parking has been successfully implemented
in other cities as a means for increasing the capacity of the existing parking
inventory and reducing the need to construct significant parking in conjunction
with redevelopment. How can Trenton replicate this strategy? Can reallocation of
certain spaces in commuter lots to visitor/shopper use be done to support retail
services in downtown?
Pedestrian Issues. How can pedestrian improvements reduce the perception of
parking shortage by increasing the distances drivers are willing to walk between
their destination and parking? How can the aesthetic and safety impacts of both
surface and structured parking be mitigated or removed?
Interagency Cooperation. Is there potential for synergy between the state lots,
concentrated west of Route 1, and the Mercer County Improvement Authority lots
on the east side?
Other Incentives to Use Transit. Under federal tax laws, individuals are allowed to
set aside up to $100 in pre-tax earnings each month to pay for transit costs.
Employers may purchase Transit Checks for their employees who may then redeem
the checks to pay for transit fares. Even if employers choose not to subsidize the
cost of the checks, employees still benefit from the tax benefits. This type of
program rewards transit utilization and should be made available to downtown
workers.
Trenton Train Station
The two high capacity garages (1,600 and 1,800 spaces) at the Trenton Train Station have
certainly contributed to the high ridership level for various rail services at the station. The
Page 5-25 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
garages also cater to adjacent and nearby office developments. The pricing and
management of these garages encourages use by commuters. This is not helpful in relation
to goals for the station area and will likely need adjustment as new development occurs
around the Trenton Train Station area.
To illustrate this issue, Figure 5-6 shows the cost of a variety of trips to the Trenton Train
Station and what they would cost the user in terms of parking per hour. The table shows
that the trips that generate the highest value in terms of economic activity and pedestrian
life are the short trips that use the high turnover spaces. In addition, monthly discounts
provide a disincentive for regular commuters to use bus transit to access the station area, as
they will be penalized on a cost basis if they were to only occasionally drive to the station
area. The private surface lots in the area (VIP Park and Lock and the Clover lot) are also
geared toward commuters with charges for parking on a per day basis.
Figure 5-6
Unit Price of Hypothetical Trips to Trenton Train Station
Area
Trip
Early to pick-up friend arriving
at station, waiting at future
station bar
Shopping / Dining at station
area retail
Half-day trip to Philadelphia
One time, full day train trip to
New York
Monthly auto commuter to job
in station area – unreserved
space
Monthly auto commuter to job
in station area – reserved
space
Monthly commuter to New
York or Philadelphia –
unreserved space
Length
Cost
Cost/
Hour
Value of Trip
This trip would prevent idling in Train Station drop-off pick up area
$5.00 $10.00 and bring customers and pedestrian activity at the station. Space
turns over quickly for other users
Adds economic and pedestrian activity to station area. Space
1 hour $5.00 $5.00
turns over quickly for other users
5 hours $8.00 $1.60 Little activity in station area, but space turns over once during day
Space occupied all day
16 hours $12.00 $0.75
½ Hour
176
hours*
$135
176
hours*
$170
220
hours**
$90
Space occupied all day but area worker can use retail/restaurants
$0.61 during lunch/breaks, adding economic activity, pedestrian life, to
station area
Space occupied all day but area worker can use retail/restaurants
$0.97 during lunch/breaks, adding economic activity, pedestrian life, to
station area
Space occupied all day, adds pedestrian life in commute period
$0.41 only, limited added economic activity
Costs reflect prices of the Trenton Park and Ride and Station Plaza Parking Garages, which represent 3,400 station area spaces
* Assumes 22 workdays per month, 8 hour occupancy per day
** Assumes 22 workdays per month, 10 hour occupancy per day. Parking costs are discounted for these patrons, all of whom will have
a monthly rail pass to access job markets in New York City and Philadelphia.
Parking is priced at the station to serve the station’s role as a collector of commuters,
instead of a destination area. As the Trenton Train Station area evolves into a redeveloped
district, a new approach to parking that favors short, high value trips may be advisable.
Page 5-26 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Roebling Complex/Sovereign Bank Arena and South Trenton Waterfront
According to the Mercer County Improvement Authority, current surface parking in the
arena area is adequate for events. However, a number of questions arise as this area is
targeted for future development:
How do surface parking lots detract from the pedestrian experience in the area?
Are structured parking facilities necessary for the area as development on surface
lots continues and what is the role of alternative access strategies?
If pedestrian connections are enhanced and shuttle services provided, can day use
parking in surrounding areas (state used facilities, Trenton Train Station facilities)
absorb demand for parking for arena area events?
For the Waterfront Park area, there are similar questions, however it is further from the
Trenton Train Station and state parking facilities than the arena. A key issue with regard to
parking at the Waterfront Park, is the aesthetic impact of parking on the park experience.
The parking lot and structure along with Route 29 are visual barriers between the park and
the area adjacent to it.
Trenton Neighborhoods
Much of Trenton’s housing stock contains lower rates of off-street parking than other
younger communities. Therefore, residents rely on on-street parking for their vehicles. To
maintain the convenience of on-street parking, certain areas have residential permit
parking. However, unlike many other residential permit parking systems, even short-term
parking by visitors and shoppers is not permitted. It would be worthwhile for the city to
consider permitting one or two hour daytime parking in residential permit parking areas.
A further analysis of Trenton’s residential permit parking program could help balance the
needs of residents and commercial districts which rely on visitor parking.
As revitalization and redevelopment proceeds, concerns about congested on-street parking
are expected to grow. The areas of concern identified in previous planning documents
include:
Old Trenton Area
Humboldt-Sweets Area
Battle Monument Area
Roebling Complex
The need to enhance the availability of parking for commercial districts has been identified
for the following areas:
Chambersburg Restaurant District
South Broad Street Commercial Corridor
Battle Monument Area
Page 5-27 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
The Chambersburg Area Parking Study in 1993 made the following recommendations:
Identify new off-street parking areas
Use existing off-street parking areas for residential and/or restaurant use.
opportunity lots are school lots.
Most
Other neighborhood parking issues identified include the limited availability of dedicated
off-street parking for visitors to the police station and municipal court in the Coalport Area.
Trenton Zoning Codes and Parking Requirements
Many land use regulations, including parking requirements, are part of the range of
policies that influence transportation. These regulations affect the supply and price of
parking, thereby affecting vehicle ownership rates and travel behavior. New approaches
to parking have moved away from fixed parking requirements in favor of more flexibility to
allow development to respond to unique locational characteristics and meet urban design
and transportation goals. It is increasingly common to establish parking maximums in
areas where the vehicle capacity of streets is constrained, the pedestrian and bike
experience is considered essential, transit is promoted as a main means of access, and the
improvement of air quality is seen as primary goal.
In comparison to many jurisdictions throughout the country, Trenton’s residential parking
requirements are not onerous. Residential developments citywide are required to provide
one off-street parking space per unit of housing. Housing for the elderly must provide one
space for every three units. Requirements are lowered in the Business A and Pedestrian
Mall districts where developments of up to 10 units are not subject to a parking
requirement and those exceeding 10 units are required to provide one off-street space for
every two housing units.
Section 19-27.1 of the city’s zoning ordinance establishes parking requirements for a range
of uses from assembly hall (one space for each 150 feet of gross floor area or one for each
four seats, whichever is greater) to stadiums (one for each four seats.) Below, the
requirements of significant uses are listed:
Commercial, retail or personal service establishment: One for each 250 square
feet of gross floor area in excess of 1,000 square feet
Hotel: One for each room. The requirements for banquet and meeting facilities
shall be in addition to these requirements
Offices, professional and general: Three for each 1,000 square feet of gross
leasable area
Restaurant, bar or other similar establishment: One for each four seats provided in
excess of 40 seats
Page 5-28 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
These requirements are similar to those of many suburban municipalities. It is interesting
to note that because a parking space typically requires around 330 square feet (when
circulation is factored in), Trenton’s requirements for commercial and office space (and
possibly hotels) mandate that new development will devote more square footage to
parking than to the land uses themselves.
In the Business A and Pedestrian Mall districts, parking requirements are waived for
developments of 5,000 square feet or less of gross floor area and non-residential
requirements are reduced to one space per 500 square feet of gross floor area. In addition,
with Planning Board or Zoning Board of Approval, developers may pay an in-lieu parking
fee of $10,000 per required parking space, funds to be dedicated to a special city parking
fund for the purpose of constructing public parking garages within the city’s Business A
zone. These provisions do not exist in the Business B or other districts in the city and there
are no provisions linking parking requirements with the level of transit service provided.
However, parking variances can be requested and granted by either the Planning of
Zoning Board in cases where an applicant can demonstrate the provision of fewer spaces
than required by code will not negatively impact the neighborhood in which the
development will be located. Some cities have also eliminated parking requirements for
the adaptive reuse or rehabilitation of historic structures or districts. Trenton has yet to
adopt this type of policy.
For mixed-use developments, the sum of parking requirements for each use is required.
Reductions are possible for uses with different peaks, subject to approval by the planning
board and zoning board of adjustments. General waivers of requirements are available if
applicants can “demonstrate” that parking requirements are “unnecessary or excessive.”
The planning board or zoning board of adjustment are authorized to require that a
landscaped area be set aside if the need for additional off-street parking arises.
Redevelopment areas are subject to specific regulations that supercede Trenton’s zoning
ordinance. Additionally, it should be noted that parking provided in new private and
public development projects is often driven by factors other than the Trenton zoning code
including market feasibility issues, financing considerations, and political/employee
satisfaction concerns.
Other questions that can be addressed with a review of zoning codes with respect to
transportation, but are beyond the scope of this study include:
Are the areas around high-intensity transit services zoned for higher densities?
Is development encouraged along transit corridors?
Is mixed-use development--which can lead to shorter tips via non-vehicle modes—
encouraged?
Page 5-29 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
New Transportation Projects
This section summarizes the main planning issues related to recently constructed or
proposed improvements to Trenton’s transportation network. These projects include
transportation services specific to Trenton’s local circulation network as well as larger
major capital investments affecting accessibility to the city and the surrounding region.
The projects addressed in this section include:
Southern New Jersey Light Rail Transit System
Rehabilitation of Trenton Train Station
Reopening of Trenton Commons
Trenton Jitney
Route 29 Improvements
Trenton Streetscape Improvements
To the extent possible, projects are evaluated in terms of the changes and challenges they
pose for the city’s roadway infrastructure; the city’s circulation network for vehicles,
transit, bikes, and pedestrians; accessibility to local and regional destinations; intermodal
connections; and the provision and location of parking facilities. The projects are in
varying levels of planning, design, and implementation. The details of certain projects such
as the rehabilitation of Trenton Train Station or the Trenton Jitney are not currently
available. In such cases a formal assessment is not possible at this time. However, the
types of issues and questions that will need to be eventually raised are identified.
Southern New Jersey Light Rail Transit System
The Southern New Jersey Light Rail Transit System (SNJLRTS) is a 34-mile diesel operated
passenger light rail line, that will link Trenton with Camden and points in between.
Expected to open in fall of 2003, NJ TRANSIT envisions the new system as an opportunity
for generating economic development around the SNJLRTS stations and increasing the
mobility of residents along the Route 130 corridor.
With 20 station stops serving communities along the Delaware River's Route 130 corridor,
the light rail system will connect riders to the larger transportation networks of NJ
TRANSIT, Amtrak, Port Authority Transit Corporation (PATCO) and SEPTA. The line will
include three park and ride facilities and serve key destinations in Camden including
Rutgers University, the Waterfront Entertainment Center and the State Aquarium. Three
stations will serve the City of Trenton: Trenton Train Station, Hamilton Avenue, and Cass
Street.
NJ TRANSIT has also developed a plan for the Capitol Extension, a concept for extending
the SNJLRTS line into downtown Trenton along State Street. The preferred route follows
Clinton Avenue north-south and then traverses the downtown east-west along State Street
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•
Phase One Summary Report
CITY OF TRENTON
with stations at the Federal Courthouse, Capitol Center and the State House. A Draft
Supplemental Environmental Impact Statement for the Capitol Extension was completed in
March 2001 and submitted to the New Jersey Department of Environmental Protection
(DEP). While this project would provide a direct link from the train station to downtown,
currently there is no funding in place to move this project forward.
Alignment
The majority of the SNJLRTS route will follow an existing rail right-of-way along the
Delaware River. Within the city of the Trenton, the right-of-way runs parallel to Route
129. Along Route 129, SNJLRTS makes four at-grade crossings including Lalor Street, Cass
Street, South Broad Street, and Hamilton Avenue.
Approaching the line’s terminus at Trenton Train Station, a new two-track rail will diverge
from the railroad corridor immediately north of the bridge that carries the railroad over the
Northeast Corridor (NEC) rail alignment. From there, it would head eastward under
Market Street to a terminal station on the west side of South Clinton Avenue. The Trenton
SNJLRTS Station will be located across the street from the Trenton NEC Station and
immediately north of the Assunpink Creek.
Destinations & Connections
The new light rail will provide direct public transit access to the areas surrounding the
three stations in Trenton. Identified below are the destinations served by the SNJLRTS
route with particular reference to the intermodal connections that will be available at each
station.
Trenton SNJLRTS Station
Across the street from the SNJLRTS Station is Trenton Train Station. Served by NJ
TRANSIT’s NEC, Amtrak, and SEPTA, the Trenton Train Station will provide SNJLRTS
passengers with connections to New York City, Philadelphia, and other points along the
Northeast corridor. In order for passengers to transfer from SNJLRTS to the rail services at
the Trenton Train Station, they will have to cross South Clinton Avenue. SNJLRTS is
located on the west side of the avenue and NEC is located on the east side of the avenue.
NJ TRANSIT bus service in the SNJLRTS station area provides connections to key
destinations in Trenton and the surrounding metropolitan area including Hamilton
Township, Lawrenceville, and Princeton. Six bus routes stop within the vicinity of the
SNJLRTS stop including the #600, #601, #604, #606, #608, #609, and #611. Most of
these routes provide access to downtown Trenton. Routes #601, #606, #608, and #609
provide the most direct access to the destinations along East and West State Street.
The SNJLRTS Trenton station is within walking distance of several government and
commercial office buildings along South Clinton Avenue. The station is also within close
proximity of the Mill Hill and Greenwood-Hamilton residential neighborhoods. Mercer
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Cemetery is located directly north of the Trenton SNJLRTS Station stop. The Station is
approximately a 15 minute walk from both downtown Trenton and the Chambersburg
restaurant district.
Hamilton Avenue SNJLRTS Station
This station will serve the Roebling Complex Redevelopment area that includes the
Sovereign Bank Arena and the Roebling Market. The intersection of Hamilton and Route
129 will not be directly served by any connecting NJ TRANSIT bus services. NJ TRANSIT
bus routes #601 and #609 stop a couple blocks east of the intersection. Routes #603,
#409, and #607 stop a long block west of the intersection.
Cass Street SNJLRTS Station
This station will serve the area around the intersection of Cass Street and Route 129.
Waterfront Park is approximately a fifteen minute walk from the Cass Street Station. The
only direct bus connection at the Cass Street SNJLRTS Station will be certain runs of the NJ
TRANSIT #607. The closest that the #607 serves the waterfront is the intersection of Cass
and Centre Streets, approximately three blocks from Waterfront Park.
Other Connections
At the Walter Rand Transportation Center in Camden, SNJLRTS passengers can connect
with PATCO, NJ TRANSIT Rail, and intercity bus services. Although SNJLRTS passengers
may use PATCO to access Philadelphia, faster and more direct transit connections from
Trenton to Philadelphia are available via the SEPTA R7 and Amtrak.
Trenton and Camden are currently linked by NJ TRANSIT Bus Route #409. The FEIS
estimates that travel times from Trenton to Camden on SNJLRTS will be approximately 59
minutes, a reduction of 48% from the current travel time via the #409. Upon the opening
of the light rail system, the #409 bus route will continue to operate.
Scheduling Issues
The Southern New Jersey Light Rail Group is the consortium of companies led by Bechtel
and Adtranz to design, build, operate, and maintain the SNJLRTS under a 13 year contract.
The Rail Group is required only to provide a schedule of services that operate within
certain parameters of required frequencies and hours of operation. The terms of this
contract do not require the Rail Group to coordinate scheduling of the SNJLRTS lines with
the NJ TRANSIT rail lines on the NEC. The responsibility for coordinating these schedules
lies with NJ TRANSIT.
Schedule coordination will be a key issue in maximizing use of SNJLRTS as a feeder
service to regional transit services. A variety of logistical constraints are involved in
making this happen:
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The alignment within the city of Trenton is double track but vast portions of the
SNJLRTS rail alignment between Bordentown and 36th Street in Camden are single
track. This means that schedules for northbound and southbound trains will need to
be coordinated so they do not overlap.
The SNJLRTS trains will run every 15 minutes but the frequencies for peak period
NEC trains is more frequent. Consequently, not all of the NEC runs can be timed
with SNJLRTS trains.
NEC schedules change two – three times a year, complicating efforts to coordinate
schedules with SNJLRTS.
It will be a challenge to tie NEC schedules to SNJLRTS schedules. One option is to require
that a NEC train arrive within a ten-minute window of a SNJLRTS train arriving at Trenton
Train Station. Another option would be to make sure that a particular SNJLRTS train
during the morning peak period is timed with a NEC train. However, SNJLRTS must
operate at 15 minute frequencies. If an entire block of schedules for SNJLRTS is adjusted
to ensure that one SNJLRTS run is coordinated with a NEC run, then there may be very
weak connections with the rest of the SNJLRTS runs and other NEC runs. NJ TRANSIT is
continuing to work on resolving these issues.
SNJLRTS Service Hours
The service will operate from 6 am to 10 pm, seven days a week. During the weekday
peak periods (6am to 9am and 3pm to 6pm) the system will operate on a 15 minute
headway. During the off-peak hours (mid-day, evenings, weekends, and holidays), the
system will operate every 30 minutes. As part of the right-of-way purchase agreement,
Conrail will continue to operate freight service along the SNJLRTS route between 10 pm
and 6 am, six days a week.
Due to the fact that most of the SNJLRTS rail line is single-track, SNJLRTS and freight rail
service may not operate simultaneously. SNJLRTS is prohibited from providing passenger
service on most of the route between 10pm and 6am. The segment of the track between
Bordentown and the Trenton SNJLRTS Station is not a joint use section. On this segment,
SNJLRTS passenger service can operate during the late evening and early morning hours
without interfering with freight rail operations.
The temporal restrictions are unlikely to pose a problem for state workers in Trenton who
generally do not need to be at work until 8:30 or 9:00 am. However, the service hour
restrictions pose challenges for at least two groups of potential users. The first group is the
morning commuters who depend upon the regional transit service in Trenton to reach
destinations along the northeast corridor. These users will not have the option of using
SNJLRTS to access Trenton Train Station if their connecting trains depart before the
SNJLRTS trains arrive. To mitigate this problem, a limited early morning service could be
run from Bordentown to Trenton. Passengers commuting from Camden or other cities
could drive to the park and ride at Bordentown and then pick up the SNJRLTS to access
Trenton Train Station. The viability of this option will depend on the cost of parking at the
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the Trenton Train Station and the distance that the commuter must travel to reach
Bordentown. Commuters may be more inclined to simply drive directly to Trenton Train
Station.
The second groups of users affected by the restricted service hours are visitors to Trenton’s
recreational destinations including Waterfront Park and Sovereign Bank Arena. If events at
these locations run into the later evening, the 10pm restriction on SNJLRTS service will
compel these visitors to find an alternative means for getting home.
Special shuttles or NJ TRANSIT bus runs may be required to meet the transportation needs
of those attending special events. Additionally, NJ TRANSIT will explore options for
renegotiating the service hour agreement with Conrail.
Parking
NJ Transit will not be constructing parking at the Hamilton Avenue or Cass Street stations.
The site plan for the Trenton SNJLRTS Station provides a surface parking lot that can
accommodate 109 parking spaces. The lot will be located directly in front of the station at
the corner of Barlow and South Clinton. NJ TRANSIT is continuing to review options for
this lot including the allocation of some spaces for commuting passengers on the NEC
transit services.
Traffic Impacts
As the SNJLRTS dedicated right-of-way does not encroach upon existing travel lanes, major
traffic impacts along Route 129 are unlikely to result from the SNJLRTS operations.
However, the light rail cars will make at-grade crossings at the intersections of Route 129
with Lalor, Cass, Broad, and Hamilton. SNJLRTS impact on the traffic flows at these
intersections will depend on whether or not traffic signal controls are timed to prioritize
the movement of transit vehicle.
Rehabilitation of Trenton Train Station
NJ TRANSIT is continuing to refine designs for the rehabilitation of the Trenton Train
Station. Rehabilitation of the 30 year old station began 10 years ago with NJ TRANSIT’s
first efforts to improve the station as an intermodal facility and gateway to the state’s
capital. The first phase of this early initiative was to upgrade the canopy and platform at
track level. To that end, two high-level island platforms with 1,000 feet of canopy and
2,000 square feet of shelter space were constructed, as was a low-level side platform.
The second phase of the project involved major rehabilitation of the existing facility. The
project stalled for several years but was revived in 1999. The architecture firm di
Domenico + Partners was hired by NJ TRANSIT to prepare 30% design drawings. As part
of the New Jersey Transit Friendly Communities Program, a study was performed that
assessed the pedestrian and vehicular access to Trenton Train Station. The design was
modified based upon the conclusions of the study that included suggestions for improving
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the front and rear entrances of the station and better defining the public space in front of
the station. The 30% drawings have been reviewed and approved by the Federal Transit
Administration and the State Historic Preservation Office.
NJ TRANSIT has secured all the necessary funding to complete the station’s final design
and has secured partial funding for its construction. NJ TRANSIT is currently conducting
value engineering for the project and will then proceed to develop 60% design drawings.
Some of the key elements of the rehabilitation include:
Interior and exterior architectural improvements
Provision of more comfortable surroundings for commuters
Addition of a second floor/mezzanine level for additional office, retail and civic
space
A new public plaza that serves as a central square
Upgrading various building systems
Improvements to the circulation in existing parking areas and drop-off area
Accommodation of future ridership growth
Remodeling of the building’s rear entrance (Walnut Avenue)
The rehabilitation of Trenton Train Station poses an opportunity to address the linkages
between the station and other parts of the city; the functionality and interconnections
between the transit services at the station; and the quality and safety of the area around the
station particularly for pedestrians and bicyclists. Some of the questions that will need to
be raised in reviewing the design include:
Drop off and pick up
Does the new design provide adequate space for the drop off and pick up of
passengers?
Is the driveway in front of the station sufficiently wide for the loading and unloading
of people and baggage?
How does the drop off and pick up area affect the safety and efficiency of transit,
bike, and pedestrian circulation in and around the station area?
Taxis
Is there a sufficient area for taxis to efficiently queue and load passengers?
Transfers
Does the interior layout of the station facilitate easy and fast transfers between the
loading areas for New Jersey Transit Bus, New Jersey Transit Rail, SNJLRTS, and
Amtrak?
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Are the bus loading areas located in a place that maximizes ease of transfer
between different bus routes as well with other transit services at the station?
Does the station design allow for the possibility of future transit services such as the
proposed CapitolExtension or a jitney service to downtown locations?
Bus Operations
Does the design provide for an efficient movement of buses through the station
area?
Does the design allow adequate facilities for bus passengers including sheltered
waiting areas, benches, and travel information?
Pedestrian and Bike Access
Does the design of the station and its surrounding area support safe pedestrian and
bike access to the station facilities?
Are there appropriate facilities for bicycles including secured bike parking?
Parking
Does the design provide for an appropriate number of short-term parking spaces?
How is the short-term parking lot connected to the drop-off area?
Signage & Travel Information
Does the terminal signage help passengers navigate their way between different
services?
Is there sufficient provision of information regarding the availability of
transportation services, schedules and fares, and the location of loading areas?
Trenton Jitney Proposal
The city is currently considering the merits of a jitney service that would connect the
Trenton Train Station with key downtown destinations along the State Street corridor and
other destinations in the city. The city’s planning department has applied to the Delaware
Valley Regional Planning Commission for a grant to perform a jitney planning study.
Some of the questions that will need to be raised regarding this project include:
How will the jitney service provide a service distinct from existing New Jersey
Transit bus service?
What destinations in the city should the jitney serve?
What opportunities are there for joint operating agreements between different
public agencies and private entities to run the service?
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How will the design of the jitney service stops and the provision of route and
schedule information create an easily identifiable service that is easy to use?
Route 29 Improvements
The three transportation improvement projects related to Route 29 include the recent
construction of the Route 29 Tunnel; the proposal to redesign the segment of Route 29
from the three bridges to Calhoun Street Bridge; and the provision of pedestrian access
along the riverfront via the Delaware River Walk.
Route 29 Tunnel
The opening of the Route 29 Tunnel project created a limited access link along the
Delaware River between the I-195 / I-295 interchange and Route I-95. In addition to the
regional linkage, NJDOT constructed the tunnel to alleviate traffic congestion in Trenton
and reduce the traffic impacts of new and proposed development on the South Trenton
neighborhood along Lamberton Street. The top of the tunnel features a pedestrian
connection and visual access to the river via a landscaped deck park. However, the tunnel
effectively prohibits any east-west connections to the waterfront at all points between Cass
and Lalor Street.
Before the tunnel opened in March 2002, NJDOT announced that all trucks exceeding a
13-ton weight limit would be prohibited from using it. In November 2002, this truck
restriction was made permanent. This decision has been controversial because one of the
initial assumptions made about the tunnel was that it would help remove trucks from
congested local streets.
Boulevard Concept
The concept to redesign a segment of Route 29 as a landscaped boulevard was initially put
forth by the Capital City Redevelopment Corporation in 1992. The concept was advocated
as a means for reattaching downtown Trenton to the waterfront and enhancing the
development opportunities in downtown Trenton. The city’s land use plan supports the
concept of a landscaped boulevard with at-grade intersections. As part of the New Jersey
State House District Access and Circulation Review, the concept of a landscaped
boulevard is being reexamined.
Delaware River Walk
Currently in planning and partially constructed, the Delaware River Walk will eventually
provide a continuous pedestrian connection along the Delaware River in Trenton. The
walk will be a key segment of the Delaware River Heritage Trail. The proposed Heritage
Trail is a 50-mile loop on both sides of the Delaware River from Morrisville PA/Trenton NJ
to Palmyra NJ/Tacony bridge in northeastern Philadelphia. The loop would be defined by
a multi-use pathway linking together the towns along the river.
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The trail enters Trenton on Lamberton Road. On this initial segment in Trenton, the trail is
not a dedicated pathway but simply shares the road with vehicles. The trail connects to
the pedestrian pathway over the landscaped deck of the Route 29 Tunnel and then
continues as the Delaware River Walk, the dedicated pedestrian pathway that is behind
Waterfront Park and runs north to the fishing pier. The segment of the walk from the
fishing pier to the Calhoun Street Bridge is still in the design phase. Some of the key
obstacles in creating a continuous alignment for the walk are the infrastructure for ‘the
three bridges’, the access ramp for Southbound Route 29, and the wide span of the Route
29 right-of-way.
Trenton Commons
The city’s Department of Inspections is in the process of reopening Trenton Commons to
two-way vehicular traffic on the segment between Broad and Warren Streets. This
circulation change presents opportunities for improving transit circulation along State
Street and reconsidering the current one-way restrictions on Broad and Warren Streets.
Currently, NJ TRANSIT Bus Routes #601, #608, and #609 travel on State Street but need to
loop around the Trenton Commons by turning around Broad, Hanover, and Warren Street
when traveling westbound and turning around on Warren, Front, and Broad when
traveling eastbound. The reopening of the Commons will enable buses to travel
continuously along State Street, eliminating the diversion and reducing travel times.
A corollary benefit of this change in transit circulation is that buses will no longer need the
wide turning area at the intersections of Broad/State and Warren/State. If Broad and
Warren Streets could be converted to two-way it would provide greater options for
vehicular circulation downtown and enhance wayfinding.
Two-way circulation would also enable changes to the transit service that runs north-south
along Broad and Warren Streets. Currently, the northbound runs of #602, #603, and #607
travel on North Broad Street and the southbound runs of #602, #603, and #607 travel on
North Warren Street. Both directions of these routes could operate on the same street if
Broad and Warren were converted to two-way streets. This would simplify the transit
network and make it easier to find the bus stops of certain routes.
Streetscape Improvements
Under the supervision of the city’s Department of Inspection, streetscape improvements
were recently completed on Roebling Avenue in the Chambersburg neighborhood. The
improvements include special pavement treatments and new streetlight fixtures.
Mercer County Improvement Authority has also been leading a multi-phase streetscape
improvement plan for the area around Sovereign Bank Arena. These improvements
include special pavement treatments and new streetlight fixtures. The first and second
phase of the streetscape improvements occurred around Sovereign Bank Arena. The third
phase of improvements will affect the following road segments:
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South Broad Street from Beatty to the Rt 1/NE Corridor overpass
Cass Street from South Broad Street to Woolverton Street
Hudson Street from Cass Street to South Broad Street
Dye Street from South Broad Street to South Clinton Avenue
South Clinton Avenue from Beatty Street to Hamilton Avenue
The fourth phase of the improvements will affect the following road segments:
South Broad Street from Market Street to the Route 1/NE Corridor overpass
Hamilton Avenue from Clark Street to Chestnut Avenue
South Clinton Avenue from Hamilton Avenue to Greenwood Avenue
Greenwood Avenue from South Clinton Avenue to Chestnut Street
These streetscape improvements provide aesthetic enhancements to areas with high visitor
volumes, but the improvements do not include traffic calming measures.
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New Land Use & Redevelopment Projects
This section reviews the current status of redevelopment efforts in Trenton’s major special
planning areas as identified in the city’s land use plan. The special planning areas
addressed in this section are:
Downtown Trenton
Trenton Train Station Area
Roebling Complex/ Hamilton Avenue SNJLRTS Station Area
Canal Banks Area
Cass Street SNJLRTS Station Area
The transportation issues addressed include the anticipated impacts and needs that
proposed redevelopment will have on the city’s roadway infrastructure; the circulation
network for vehicles, transit, bikes, and pedestrians; and the provision and location of
parking facilities. Although this section does not make formal recommendations for
transportation improvements, suggestions are made for meeting them through new
transportation policies, design guidelines, capital investments, and operational changes.
Downtown Trenton
The city’s Land Use Plan defines Downtown Trenton as the State Street corridor located
between Calhoun Street and Clinton Avenue, and the Warren and Broad Street triangle
extending between Perry/Bank Street and Route 1. The Mill Hill residential neighborhood
is also part of downtown Trenton.
The city has identified the revitalization of downtown Trenton as a critical component of
the city’s larger economic redevelopment program. A combination of factors have
constrained downtown redevelopment including the current recession, competition for
new commercial development with suburban cities, and continuing concerns about the
public safety of walking in downtown Trenton.
There have been some indications of downtown Trenton’s emergence as a locus for new
development in the Delaware Valley region. Recent development downtown has included
the Marriott at Lafayette Yard, a hotel and conference center facility that was built on a
parking lot adjacent to the War Memorial Auditorium in 2002. The facility features 197
guest rooms, a 657 car parking garage and 11,000 square feet of conference space. Over
the past 15 years, many 19th Century rowhouses in the Mill Hill neighborhood have been
renovated and restored. Some housing units above storefronts on East State Street have also
been recently rehabilitated and placed on the rental market.
Current opportunities for commercial redevelopment include vacant buildings and
properties along State Street such as the former Woolworth’s building, Broad Street Bank
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Building and the Bell Telephone Building.
redevelopment are the state parking lots:
Other major opportunities for downtown
Hughes Justice Complex has a seven acre parking lot adjacent to Route 1. The city
is currently pursuing an opportunity to develop 220 new housing units in this area.
Labor, Health and Agriculture buildings are in the middle of twelve acres of
surface parking between New Warren and Route 29, and between the Assunpink
Creek and Market Street.
East Hanover Street between North Montgomery and North Broad Street has 375
parking spaces that the city is currently working with the state to develop into new
housing.
Summarized below are some of the key transportation issues associated with these various
downtown redevelopment efforts:
Circulation
The successful redevelopment of downtown Trenton will require consideration of several
issues related to the use and function of downtown’s local street network:
•
Interface between Local and Regional Streets
New development in areas such as the state parking lot will require careful planning of
the connections between the local street network and Routes 29 and 1. This interface is
being addressed as part of the New Jersey State House District Access and Circulation
Review.
•
Multi-modal Circulation
New downtown development will increase the need and desirability of moving around
downtown by means other than the automobile. In order for State Street to truly
function as downtown’s main commercial spine during the day and evening, the street
will need to support all modes of transportation including transit, biking and walking.
Dedicated transit lanes, striped bike lanes, and wider sidewalks are examples of the
types of improvements that would help serve new residents, workers, and visitors to
the downtown.
In order to accommodate a stronger multi-modal circulation network, the City will
need to determine which local streets should be prioritized for the respective
movement of vehicles, transit, bikes, and pedestrians. Part of this determination will
include decision-making about the best way to distribute the amount of right-of-way
granted to different modes on each street.
One immediate opportunity to improve downtown circulation is the reopening of
Trenton Commons to two-way vehicular traffic. As mentioned in section 2, this
reopening will enable a more direct vehicular and transit route through downtown
Trenton along State Street.
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There are issues of traffic and circulation related to the street closure around the War
Memorial and from the hotel/conference center. The potential reopening of Barracks
Street in front of the War Memorial Building could improve vehicular circulation,
provide a front entrance drop-off, and maintain the front of the building with its grand
steps as the War Memorial’s primary entrance. These benefits must be balanced with
the pedestrian benefits of maintaining the street closure.
•
Crossing Route 29
Route 29 separates downtown Trenton from the Delaware River. Vehicular, transit,
bike, and pedestrian connections are needed at multiple points across Route 29. This
type of measure could dramatically augment the development potential of parcels
along the waterfront and more generally throughout downtown Trenton.
•
Extending the Street Grid
Redeveloping the surface parking lots west of Route 1 will require a carefully planned
extension of the street grid to creates strong linkages between State Street, the
redeveloped areas, and the waterfront. The land use plan proposes an extension of
South Warren Street between the Department of Labor and the Department of Health
buildings. The city has recently reopened Assunpink Drive (formerly Factory Street)
between Broad and Warren Streets behind the Mercer County courthouse.
•
One Way Streets
Converting certain downtown streets such as North Broad and North Warren could
improve vehicular and transit circulation, reduce automobile speeds, and improve
wayfinding. The city recently converted South Warren Street between Market and
Lafayette Street to two way operations, reducing the number of through lanes on the
segment of South Warren between Lafayette and Front from two to one.
•
Wayfinding
Improved wayfinding for cars, bikes, and pedestrians is needed to guide visitors to the
city through downtown’s overlapping street grid and through its one-way streets. As
part of the Downtown Master Plan, signage improvements for the downtown will be
explored.
Streetscape Improvements
Streetscape improvements on major downtown streets including State, Broad, Warren, and
Market would also help improve downtown’s overall development potential. Besides
augmenting the street’s aesthetic appeal, streetscape improvements would encourage
increased pedestrian activity throughout the day and evening. Maintaining a vibrant
pedestrian presence on State Street is imperative to improving perceptions of safety and
quelling the safety concerns of prospective tenants.
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Downtown Transit Network
Summarized below are the transit issues that are particularly key to maximizing the
development potential of downtown Trenton:
State Street: NJ TRANSIT Bus Routes #601, #606, #608, and #609 connect
Trenton Train Station with the State Capitol Area. However, the transit service
along State Street needs to be faster, more frequent, and clearly marked in order to
function as reliable service in downtown Trenton. Other routes such as the Perry
Street Shuttle/#611could be rerouted to provide more direct connections to State
Street.
Connections: Stronger transit connections are needed between the State Capitol
Area, Trenton Train Station, Waterfront Park, and Roebling Complex. Currently NJ
TRANSIT Bus Routes #604 and #611 serve the area around the state parking lots
west of US 1. The redevelopment of these lots may necessitate the need for greater
amounts of transit service to this area as well.
Travel Times: Compared with private automobiles, NJ TRANSIT buses have the
capacity to move significantly greater numbers of travelers. However, NJ TRANSIT
buses share the same travel lanes with vehicles and are subjected to the same
delays caused by traffic congestion during peak periods. Bus priority treatments
such as dedicated bus travel lines and bus priority signalization could expedite bus
transit on key downtown streets like State, Broad, and Warren Streets. The
reopening of Trenton Commons will allow for continuous access of New Jersey
Transit buses through the State Street corridor.
Downtown Pedestrian and Bike Network
Section 1 provides a comprehensive assessment of Trenton’s existing bike and pedestrian
network. Summarized below are the pedestrian and bike issues associated with
downtown redevelopment efforts.
New Connections: Pedestrian connections are needed from downtown Trenton to
the Waterfront and between the State Capital Area and Trenton Train Station.
Physical Improvements: Dedicated bike lanes, widened sidewalks, upgraded
pedestrian crossings, and traffic calming devices could help improve downtown’s
overall pedestrian and bike environment.
Operational Improvements: At certain intersections, the city may consider retiming
traffic signals to provide pedestrians with longer crossing times.
Pedestrian Greenways: The Land Use Plan suggests that a pathway should be
constructed along the Assunpink Creek near the War Memorial Auditorium and the
Marriott. This pathway would provide a pedestrian link from this redeveloped area
to the Delaware River Walk.
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Downtown Parking
Determining the appropriate amount, location, and price of downtown parking requires a
balance between maintaining vehicular access while minimizing the impacts of vehicular
circulation on other transportation modes and the city’s urban character.
As the city successfully redevelops the downtown surface parking lots, parking demand
management programs and new transit services may be required to ensure that downtown
commuters have viable choices for getting to jobs located in downtown Trenton. Also at
issue is the provision of short-term parking for visitors to the city’s cultural attractions,
entertainment venues, and retail services. The growth of downtown Trenton as a desirable
destination for shoppers and visitors will partially depend on the availability of vehicular
access to and parking at these destinations. However, the amount of parking required for
these types of trips will also depend on the quality and frequency of transit connections
from Trenton Train Station and throughout downtown Trenton.
The provision of on-street parking for visitor’s to downtown’s recreational and retail
destinations will need to be adequately balanced with the provision of on-street parking for
residents of downtown neighborhoods such as Mill Hill.
Downtown Traffic
Currently, traffic conditions are not a major problem in downtown Trenton. However,
downtown redevelopment will likely generate increased traffic on Trenton’s local streets.
Parking and transportation demand management programs can help mitigate the amounts
of traffic generated by new development by encouraging greater utilization of transit
services. Stronger transit connections between the developed areas and the Trenton Train
Station will be imperative to maintaining high rates of transit usage.
Trenton Train Station Area
Redevelopment opportunities around the Trenton Train Station have been explored as part
of the Transit Friendly Communities study (TFC) overseen by NJ TRANSIT. The TFC
program was designed to assist municipalities with identifying opportunities for
improving access to their rail stations, planning better linkages between transit services
and surrounding neighborhoods and encouraging transit-supportive land uses at and
surrounding rail stations. The city of Trenton was one of 11 competitively selected
municipalities to participate in the first phase of the TFC program.
There were two aspects of Trenton’s TFC project, both of which focused on Trenton Train
Station. Phase I was designed to inform NJ TRANSIT’s ongoing Trenton Rail Station
rehabilitation project.
Phase II focused on ascertaining the transit-supportive
“developability” of key parcels at and surrounding the train station to enhance the
relationship between the train station and surrounding neighborhoods.
In the second phase of the Trenton TFC project, a study was conducted of the station’s
relationship to surrounding land uses, with specific focus on the development
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opportunities around the station. Although the study was not a formal analysis of the
market potential of these areas, it identified scenarios suggesting the different types of land
uses that would support the rich transit services at the station. The full results of this
second phase will be documented in a formal report to be released in 2003.
Some of the specific issues and opportunities around the Station include improving the
connection between the Station and the Greenwood-Hamilton neighborhood; identifying
locations suitable for infill housing development; and maximizing the development
potential of several vacant or underutilized sites within a ¼ - ½ mile walkable radius of the
station.
A complete assessment of the transportation issues associated with the TFC study cannot
be made until release of the Phase 2 report. However, a variety of transportation issues
associated with redevelopment are already apparent:
There will need to be stronger transit connections from Trenton Train Station to the
State Capital Area, Watefront Park, and Sovereign Bank Arena
There will need to be stronger pedestrian connections between Trenton Train
Station and the areas where infill development may occur such as the GreenwoodHamilton neighborhood; along East State Street between North Clinton; and along
Raoul Wallenberg Boulevard. Stronger pedestrian connections are also needed
from Trenton Train Station to the Roebling Complex area and the Chambersburg
restaurant district.
New development may increase the utilization of transit services at Trenton Station
and the station facility itself
New residential development may increase the demand for parking in the Trenton
Station Area.
Roebling Complex/Hamilton Avenue SNJLRTS Station
The area surrounding the former Roebling Complex is a prime redevelopment area. As the
former flagship of industrial Trenton, the Roebling Complex features great development
opportunities in its historic industrial buildings. The neighborhood is within walking
distance of Trenton Train Station and the Chambersburg Restaurant District.
The restored central area of the Roebling Complex, Block 1, opened in 1996 and includes
66,000 square feet of office building occupied by the New Jersey Housing Mortgage
Finance Agency; the Roebling Market, a 142,000 square foot shopping center with a
variety of neighborhood-oriented goods and services anchored by a 54,000 square foot
Super G Supermarket; and a new 70 unit rental housing project for low and moderate
income senior citizens. Sovereign Bank Arena opened in 2000 at the intersection of Route
129 and Hamilton Avenue.
Page 5-45 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
The opening of the Hamilton Avenue SNJLRTS station in fall 2003 is expected to increase
the economic development potential of the area. Some of the key transportation issues
associated with the redevelopment of the Roebling Area include:
Street Network
The movement of all modes of transportation is constrained by Route 129. There are no
east-west streets crossing Route 129 between Hamilton and Broad Streets.
Streetscape
A variety of streetscape improvements have been made or are in the process of being made
in this area. The Trenton Department of Inspections recently completed streetscape
improvements on Roebling Avenue. In addition, numerous streetscape improvements will
be implemented in this area as part of the Mercer County Improvement Authority’s Phase
III & IV Streetscape Improvement project (see Section 2). These improvements do not
include traffic calming treatments.
Pedestrian and Bike
A key issue associated with the opening of SNJLRTS will be improving pedestrian crossings
across Route 129 as part of providing access to the Hamilton Avenue Station. Since the
station is located several hundred feet south of the intersection of Hamilton Avenue and
Route 129, it will also be important to provide a well defined pedestrian path along the
eastern edge of Route 129. Another key pedestrian issue is the connection from the
Roebling Complex area to Trenton Train Station.
Transit
NJ TRANSIT Bus Routes # 409, 601, and 603 operate within the Roebling Complex area
but none of these routes directly serve the Hamilton Avenue SNJLRTS Station.
Canal Banks
The city’s land use plan identifies the Canal Banks area as a key redevelopment area. The
Battle Monument Area is in the core of the Canal Banks Area, located in the heart of
Trenton, just north of the city’s downtown. The park forms a rough triangle bounded by
North Broad Street and North Warren Street. In 1998, the United States Department of
Housing and Urban Development designated the Canal Banks Area as a HUD
Homeownership Zone. This redevelopment area consists of a two phase non-profit
housing project known as Monument Crossing. Phase 1 of the project consists of 38
already completed units. Phase 2 of the project consists of 48 units and it is 50% complete.
The Battle Monument Park restoration is 80% complete. The city is currently performing
the environmental clean-up to prepare the Magic Marker site as another redevelopment
area.
Page 5-46 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
The eventual redevelopment of the Magic Marker Site will require an extension of the
street grid. Other issues in the Canal Banks Area are managing the parking demand of new
residential development. Around the Battle Monument Area there may be opportunities for
shared parking arrangements between property owners of commercial and residential
buildings.
Cass Street Light Rail District
The Cass Street Light Rail District includes the area in the vicinity of the Cass Street Light
Rail Station at the intersection of Cass Street and Route 29. The district extends further
along the Cass Street corridor between the Cass Street SNJLRTS Station and South Broad
Street. The district also includes the area along the Cass Street corridor from the SNJLRTS
station to Waterfront Park on the South Trenton Waterfront.
A consultant team was recently hired to conduct a market study/feasibility analysis for the
redevelopment of underutilized parcels in the vicinity of the Cass Street light rail stop. The
team is charged with developing a conceptual master plan for the area. The process also
includes a public participation component as an integral way of including the input of
residents in the planning process.
The study also includes the preparation of a market study to determine the feasibility of
development in the district. The Mercer County Improvement Authority has been
exploring a development opportunity at the Apex Lumber Site and adjacent county parking
lot that extends from South Broad Street to Route 129. Other development opportunities
are the large surface parking lot near the light rail stop. There is also continuing
development interest at the South Trenton Waterfront. The developer, the Advance Group,
would like to build about 300,000 square feet of commercial development and a
structured parking lot along the waterfront.
Transit
•
Although the Cass Street SNJLRTS Station will provide a strong connection between
Trenton Train Station and the intersection of Route 129 and Cass Street, other parts of
the district, especially Waterfront Park, are not well served. In particular, there is not a
strong transit connection between the Cass Street SNJLRTS Station and Waterfront Park.
NJ TRANSIT BUS #607 comes within a three block distance of Waterfront Park. Not all
runs of the #607 serve the Cass Street SNJLRTS Station.
Pedestrian
•
Pedestrian connections from the Cass Street SNJLRTS Station to Waterfront Park also
need to be addressed. One particular issue will be the provision of safe pedestrian
crossings across Route 129 to provide access to the light rail station.
Page 5-47 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Chapter 6. Preliminary Program
Evaluation
This chapter presents a set of preliminary programs and evaluates them in relation to the
TMP Goals summarized in Chapter 3. The evaluation methodology described in this
chapter should be understood as only a first step in an iterative process to determine the
priorities of the TMP. The preliminary programs will be further developed and evaluated
in Phase 2 of the TMP.
Potential Programs & Projects
In consultation with the Technical Advisory Committee (TAC), the project team prepared a
list of potential programs and projects. Some of the proposed projects were ones that had
been previously identified in other Trenton planning efforts. Other projects were proposed
in response to the observations and conclusions of the Transportation System Assessment.
Figure 6-1 provides an overview description of these projects along with suggested
responsibility assignments and relative order of magnitude cost estimates.
Page 6-1 • Nelson\Nygaard Consulting Associates
14
13
12
11
10
9
8
6
7
5
4
3
2
1
Number
Phase One Summary Report
Project / Program
Potential TMP Programs and Projects
•
Description / Rationale
DVRPC, City
Medium
Medium
Medium
High
Low
City
NJ DOT, with City
and DVRPC
NJ Transit, City,
NJ DOT
City, DVRPC
Low
Medium
Low
Low
High
Medium
High
Medium
High
Cost Magnitude
City
NJ DOT, DVRPC
City
City
NJ DOT
NJ DOT
NJ DOT
NJ DOT
NJ DOT
Responsibility
Page 6-2 • Nelson\Nygaard Consulting Associates
Motor Vehicle
Route 1 Interchange Upgrades Near Industrial Improvement of linkages between regional roadways and Trenton has been identified in planning efforts as an area in need of
Areas
improvement. Improved and new interchanges would facilitate growth in modernizing industrial areas of the city and enhance
visitor and worker accessibility to Trenton.
Highway Signage Improvements
Improvements would address the need for better routing information for trucks to Trenton's industrial areas and motorist needs
in efficiently getting to Trenton and its destinations from the regional highway network. This project was identified in the
'Pipeline Inventory' and ULI Study.
Local Bridge Rehabilitation/ Replacement
This project represents the completion of the partially funded rehabilitation or replacement of the Chestnut Street, Monmouth
Program
Street, East State Street, and South Broad Street bridges.
Muirhead Avenue Extension
The extension would give trucks using the Route 1/North Olden Avenue interchange a direct route into the Route 1 Industrial
Center and would keep trucks from using the North Olden Avenue and North Clinton Avenue intersection.
Route One Bridge Widening
This project is recommended in the Southerly Crossing Corridor Study as the optimal way to reduce congestion on the four
Trenton area Delaware River crossings.
Local Truck Route Plan
This plan would review, update and sign truck routes in Trenton.
On-Street Parking Management Plan
This plan would examine current on-street parking policy and implement reforms to address the on-street parking needs of
residents while balancing the desire to have on-street parking available for high value, high turnover shopping trips. The plan
should also evaluate any areas where on-street parking is prohibited in favor of a travel lane and regulations regarding parking
distance from corners.
Regional Congestion Relief
Recommended in the Urban Supplement, congestion relief strategies would be employed in suburban locations along Business
Route 1 and Routes 27, 21, 33, 206, 571 and 579
Downtown Circulation and Wayfinding
This project would implement relevant recommendations from the New Jersey State House District Access and Circulation
Improvements
Review and the Master Plan for the Trenton Capitol District.
Accelerated Pavement Maintenance/
Trenton already has a maintenance management program in place. This project would increase funding for pavement
Rehabilitation
maintenance and rehabilitation in Trenton. Often street conditions are an important indicator to the real estate investment
community. Having streets in good repair improves the appearance of the city, reduces the damage to private vehicles, and
makes cycling safer and more pleasant.
Pedestrian / Bicycle
Route 29 Boulevard/River Access Strategies This project would retrofit Route 29 from south of the Northeast Corridor railroad bridge to the Calhoun Street Bridge. A
primary goal would be to provide physical access to the Delaware River where it is adjacent to the Capitol District
Train Station Area Pedestrian/Bicycle
Currently, $250,000 is allocated to improve Market Street as it approaches the train station. This program would complete
Improvements
and build on this project to improve the pedestrian environment throughout the train station area.
Calhoun, Willow, and Perry Street Pedestrian This project would improve the streetscapes of these downtown area streets. These streets were identified in the Urban
Improvements
Supplement for Trenton as a non-pipeline project of interest to the city.
Assunpink Creek Greenway
The envisioned greenway would connect parks and provide a major amenity to the northern parts of the city. Regional planning
efforts would continue the greenway in Hamilton and Lawrence Townships.
Figure 6-1
CITY OF TRENTON
Trenton TMP
Delaware and Bound Brook Rail Trail
Create a greenway on this 3.5 mile abandoned ROW. In Trenton the ROW lies in an area where the city is seeking revitalization
(Reading ROW)
via new housing development.
Cass Street District Pedestrian Improvements Recommendations will come from the currently underway Cass Street Light Rail District Plan. Improvements should address
crossing Route 129 from the SNJLRTS station south on Cass Street and crossing Route 29 at Cass and Warren streets to the
Waterfront Park
Calhoun Street Bridge Safety and Access
The project would examine access for bicyclists and pedestrians to the path of the Calhoun Street bridge. Road configuration
Improvements
and signage would be specifically addressed to improve the safety at this dangerous access point.
On-Street Bicycle Route Improvements
This project would refine and implement the recommendations for improving the bicycle level of service on Trenton arterials as
outlined in the Draft DVRPC analysis.
Bicycle Parking and Amenity Program
This program would expand the amount and quality of bicycle parking in the city focusing on key destinations and commercial
districts.
Streetscape Improvement/Pedestrian
This program would prioritize and implement streetscape improvements in commercial and other areas – primarily those with
Enhancement Program
deteriorating streetscapes. The program should examine the feasibility of widening sidewalks and providing pedestrian
amenities such as landscaped bulb-outs and neck-downs where appropriate.
Princeton Rail Trail On Street Bike Boulevard Proposed trail would link Ewing and Lawrence. ROW ends near Trenton border and if completed, it would be worthwhile to
Extension
provide a high-quality cycling environment with signage from the trail's end near Trenton to downtown destinations.
D&R Canal Towpath On Street Bike
This project would address the 'gap' in the D&R Canal State Park Towpath by providing a high-quality cycling and walking
Boulevard Gap Closure
environment between the two segment ends with connections to downtown and other destinations. A closed 'gap' will mean
the recreational use will extend from New Brunswick to Frenchtown through Trenton.
Hamilton Avenue Station Pedestrian Linkages Numerous streetscape improvements are in progress in the area of the Sovereign Bank Arena and the new Hamilton Avenue
SNJLRTS station. However this project would seek to provide direct, safe, appealing and comfortable linkages directly from
the station to the arena and the Roebling redevelopment area.
Bike Map
A bike map would show the best bicycle routes for accessing key destinations in the city and beyond.
17
Transit
Bus Comprehensive Service Assessment/
Upgrade
Trenton Jitney
27
28
26
25
24
23
22
21
20
19
Study: $100,000
Study: $40,000
City, NJ Transit
Low
NJ Transit, City
City
Medium
DVRPC, City, NJ
State Parks &
Forestry
City
Medium
Medium
Medium
City
DVRPC, City
Low
Low
City
DVRPC, City
Medium
Medium
City, DVRPC
NJ DOT, DVRPC
Medium
Medium
Medium
Cost Magnitude
DVRPC, City, NJ
State Parks &
Forestry
DVRPC, City
DVRPC, City
Responsibility
Page 6-3 • Nelson\Nygaard Consulting Associates
This project would enhance the NJ TRANSIT bus system in Trenton by comprehensively reviewing the current service, making
recommendations for improvements with a focus on making the system more legible and convenient to use. In addition to
frequency improvements, the study should examine how the current route structure and scheduling can be adjusted to serve the
changing needs of the city. Most importantly, the study should provide a realistic funding plan for any additions to existing
service levels.
The city is currently considering the merits of a jitney service that would connect the Trenton Train Station with key
downtown destinations along the State Street corridor as well as other destinations in the city. Ideally, the jitney study would
be coordinated with or folded into a larger transit system study.
D&R Canal Towpath Signage and Access
Improvements
16
18
Delaware River Walk & Connections
Description / Rationale
Currently in planning and partially constructed, the Delaware River Walk will eventually provide a continuous pedestrian
connection along the Delaware River in Trenton.
This project would upgrade the towpath by signing and formalizing access points, potentially adding new access points, and
possibly upgrading the towpath with interpretive signage.
Phase One Summary Report
Project / Program
•
15
Number
CITY OF TRENTON
Trenton TMP
Bus Stop Amenity/Information Upgrades
Free NJ TRANSIT Bus-Rail Transfers
Transit Check/Eco-Pass Program
Regional Express Buses
Multi-Modal
Downtown Parking and Access Study and
Program
Multi-Modal Access Map / Website
Zoning Code, Parking & Traffic Code,
Roadway Standards, Design Guidelines and
Environmental Compliance Criteria update
30
31
32
33
34
35
Description / Rationale
Low
NJ Transit, City
$50,000
$70,000
City
City
Implementation:
Should be mostly selffunding
Study: $80,000
Low
NJ Transit, NJ
Treasury, City
Joint City/State
Treasury
Low
Low
Cost Magnitude
NJ Transit
NJ Transit, City
Responsibility
Page 6-4 • Nelson\Nygaard Consulting Associates
Faced with a reduction in commuter parking supply due to pending development, NJ Department of Treasury has expressed
interest in creative parking management strategies, access planning and Transportation Demand Management. This study
would analyze:
• The most effective means of expanding parking supply
• Improved parking management of existing supply
• Opportunities for expanding access choices by other modes
• Cost comparison for all parking and access options
• Comprehensive, phased, multimodal implementation strategy for accommodating planned surface parking reductions and an
increase in commuters.
This study should be jointly managed by the State Treasury and the City of Trenton so that it covers not just the needs of
State commuters, but employees of other businesses as well as the access needs of visitors and shoppers.
A likely recommendation of a downtown parking study, but possible on its own, this project would build off of the current
Trenton Parking Authority map to provide parking facility locations, prices, hours of operation, etc. The map would also show
transit services and provide detail on how to access downtown and its environs by transit. The map should be geared to visitor
trips, it would clearly show points of interest, highlight recreational opportunities, and show one-way streets to aid navigation.
In order to “operationalize” the goals of the Transportation Master Plan, it is critical that all of the city’s codes and guidelines
are consistent. The parking requirements should be updated to support Transit Oriented Development, the Roadway Standards
should be updated to reflect the appropriate balance among users and other requirements should be adjusted to remove
obstacles to the implementation of the transportation plan.
While a comprehensive service assessment would examine traveler amenities and information, several improvements could be
implemented in the short term. Adding bus shelters, improving signage and providing schedule and transfer information at stops
in Trenton are possibilities. This could also entail providing a transit map on the NJ TRANSIT website
Free transfers for rail riders could serve to reduce parking demand at the Trenton Train Station and increase bus ridership from
the station to downtown Trenton ⎯this could increase the appeal of using rail services to Trenton workers
This project could represent either widespread availability and promotion (particularly to state employees) of Transit Checks -which allows transit costs to come out of pre-tax income -- or an "Eco-Pass" Program, where employees are provided transit
passes at no direct charge to employees but instead employers who are charged based on assessments of usage level. (In
Trenton's case, state departments would pay NJ TRANSIT for the passes.)
Two regional express bus concepts have been proposed for the Trenton area. One was evaluated in the Southerly Crossings
Corridor Study as an alternative to Route 1 widening. The service would run between the Oxford Valley Mall in Langhorne, PA
and the Quakerbridge Mall in Lawrence, NJ. The Central Jersey Transportation Forum is doing preliminary exploration of Bus
Rapid Transit service concepts. The concepts do not necessarily include Trenton.
Phase One Summary Report
Project / Program
•
29
Number
CITY OF TRENTON
Trenton TMP
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Evaluation of Programs
The methodology for evaluating the potential programs involved three key steps: 1)
weighting the TMP Goals; 2) preparing an unweighted score for each program based on its
expected impact on the TMP Goals; 3) weighting the composite score of each program
according to the weights of the TMP Goals.
Weighting the TMP Goals
Each member of the TAC prioritized the ten TMP goals by distributing 100 points across
the ten goals. Theoretically, if all goals were determined to be equal in importance then
each of the ten goals would be assigned 10 points. In practice, TAC members assigned a
range of 0 – 25 points for each of the goals.
The results from 12 members of the TAC were averaged together to determine the weight
for each goal. Figure 6-2 presents the weights.
Figure 6-2
1
2
3
4
5
6
7
8
Weights of TMP Goals
Goal
Develop an urban transportation network that stimulates and supports
a reinvigorated local economy
Maintain and preserve the existing transportation infrastructure
Use transportation investments to support the centrality of
downtown Trenton
Provide local transportation services that enhance the livability of
Trenton’s residential neighborhoods
Improve the frequency, attractiveness, and convenience of multi-modal
transportation services to enhance the quality of life in Trenton
Use transportation to promote a safe, secure and healthy environment
Improve multi-modal connections between major destinations in the
city including employment centers, recreation sites, and neighborhoods
Strengthen regional linkages between Trenton, the Delaware Valley,
and the Northeast Corridor
Weight
Economy
14
Maintain
11
Downtown
8
Neighborhoods
10
Quality of Life
14
Safety
8
Connections
14
Regional
10
9
Support sustainable growth & development of the surrounding region
Sustainable
Development
5
10
Ensure that new investments equitably meet the transportation needs
of all users
Equity
6
TOTAL
100
Page 6-5 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Scoring the Programs
As a group, the TAC scored each of the proposed projects on the basis of its expected
impact on each goal. If the project was presumed to positively serve a particular goal, it
was assigned a (+) for that goal. If the project was presumed to not serve the goal, it was
assigned a (-) for that goal. A composite score was determined for each project by
assigning a +1 for each (+). No points were assigned or subtracted for a (-). Figure 6-3
presents the unweighted scores.
Page 6-6 • Nelson\Nygaard Consulting Associates
35
33
34
27
28
29
30
31
32
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
1
2
3
4
5
6
7
8
9
10
Number
Phase One Summary Report
Project/Program
+
+
+
+
+
+
+
+
+
-
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
Maintain
Economy
+
+
+
+
+
+
+
+
+
Goal 2
Goal 1
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
-
+
+
+
+
+
+
Downtown
Goal 3
+
-
+
+
+
+
-
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
Neighborhoods
Goal 4
+
+
+
+
+
+
+
-
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
Quality of Life
Goal 5
Goal 7
Goal 8
+
-
+
+
-
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
-
+
+
+
+
+
+
+
-
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
-
+
+
+
+
+
+
Goal 9
Sustainable
Development
+
+
+
+
+
+
-
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
Equity
Goal 10
8
6
7
10
7
8
7
4
4
7
9
7
7
8
8
6
7
7
8
9
9
9
8
7
6
9
5
8
8
4
7
8
1
6
8
Score
Page 6-7 • Nelson\Nygaard Consulting Associates
-
+
+
+
+
+
-
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
-
Safety Connections Regional
Goal 6
Unweighted Scores of Potential TMP Programs and Projects
•
Motor Vehicle
Interchange Upgrades Near Industrial Areas
Highway Signage Improvements
Local Bridge Rehabilitation/Replacement Program
Muirhead Avenue Extension
Route One Bridge Widening
Local Truck Route Plan
On-Street Parking Management Plan
Regional Congestion Relief
Downtown Circulation and Wayfinding Improvements
Accelerated Pavement Maintenance / Rehabilitation
Pedestrian / Bicycle
Route 29 Boulevard / River Access Strategies
Train Station Area Pedestrian / Bicycle Improvements
Calhoun, Willow, Carroll and Perry Street Pedestrian Improvements
Assunpink Creek Greenway
Delaware River Walk & Connections
D&R Canal Towpath Signage and Access Improvements
Delaware and Bound Brook Rail Trail (Reading ROW)
Cass Street District Pedestrian Improvements
Calhoun Street Bridge Safety and Access Improvements
On-Street Bicycle Route Improvements
Bicycle Parking and Amenity Program
Streetscape Improvement / Pedestrian Enhancement Program
Princeton Rail Trail On Street Bike Boulevard Extension
D&R Canal Towpath On Street Bike Boulevard Gap Closure
Hamilton Avenue Station Pedestrian Linkages
Bike Map
Transit
Bus Comprehensive Service Assessment / Upgrade
Trenton Jitney
Bus Stop Amenity / Information Upgrades
Free NJ TRANSIT Bus-Rail Transfers
Transit Check / Eco-Pass Program
Regional Express Buses
Multi-Modal
Downtown Parking and Access Study and Program
Multi-Modal Access Map / Website
Zoning Code, Parking & Traffic Code, Roadway Standards, Design
Guidelines and Environmental Compliance Criteria update
Figure 6-3
CITY OF TRENTON
Trenton TMP
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Weighting the Scores
Using the weights assigned for each goal (as shown in Figure 6-1), a weighted score was
determined for each of the proposed programs and projects.
For each program or project, this score was calculated by multiplying the individual score
in each goal area by the weight for that particular goal and then summing the weighted
scores of all ten goals. Figure 6-4 shows the total weighted scores for each project.
Next Steps for Evaluation
The preliminary evaluation enables a highly preliminary comparison of the ways that the
potential programs are expected to serve the TMP goals. However, the results in Figure 64 cannot be used at this point to rank or prioritize the various projects. In phase 2, the
proposed programs will be further developed to include greater detail about their
respective benefits and constraints. Additionally, the methodology for evaluation will be
more robust, and include additional evaluation criteria such as the anticipated cost
requirements or the expected complexity of implementation.
Page 6-8 • Nelson\Nygaard Consulting Associates
Trenton TMP
•
Phase One Summary Report
CITY OF TRENTON
Figure 6-4
Preliminary Evaluation: Weighted Scores of Potential
TMP Programs and Projects
Number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
Project / Program
Motor Vehicle
Interchange Upgrades Near Industrial Areas
Highway Signage Improvements
Local Bridge Rehabilitation / Replacement Program
Muirhead Avenue Extension
Route One Bridge Widening
Local Truck Route Plan
On-Street Parking Management Plan
Regional Congestion Relief
Downtown Circulation and Wayfinding Improvements
Accelerated Pavement Maintenance / Rehabilitation
Pedestrian/Bicycle
Route 29 Boulevard / River Access Strategies
Train Station Area Pedestrian / Bicycle Improvements
Calhoun, Willow, Carroll and Perry Street Pedestrian
Improvements
Assunpink Creek Greenway
Delaware River Walk & Connections
D&R Canal Towpath Signage and Access Improvements
Delaware and Bound Brook Rail Trail (Reading ROW)
Cass Street District Pedestrian Improvements
Calhoun Street Bridge Safety and Access Improvements
On-Street Bicycle Route Improvements
Bicycle Parking and Amenity Program
Streetscape Improvement / Pedestrian Enhancement Program
Princeton Rail Trail On Street Bike Boulevard Extension
D&R Canal Towpath On Street Bike Boulevard Gap Closure
Hamilton Avenue Station Pedestrian Linkages
Bike Map
Transit
Bus Comprehensive Service Assessment / Upgrade
Trenton Jitney
Bus Stop Amenity / Information Upgrades
Free NJ TRANSIT Bus-Rail Transfers
Transit Check / Eco-Pass Program
Regional Express Buses
Multi-Modal
Downtown Parking and Access Study and Program
Multi-Modal Access Map / Website
Zoning Code, Parking & Traffic Code, Roadway Standards,
Design Guidelines and Environmental Compliance Criteria update
Weighted Score
89
54
82
81
40
76
75
10
62
76
68
89
68
67
78
78
57
71
64
76
89
90
89
81
70
63
100
75
85
67
37
37
57
71
75
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