docSubArea Reports 2005
download 
Report Transcription
SubArea Reports 2005
City of Trenton Trenton Transportation Master Plan: Phase Two Sub-Area Transportation Plans July 2005 Submitted By: Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Table of Contents PAGE Sub-Area Transportation Plans ....................................................................................1 The Sub-Areas .............................................................................................................1 Downtown Trenton .......................................................................................................5 Roebling Complex District ..........................................................................................11 Trenton Train Station .................................................................................................19 Transportation and the Land Use Plan.........................................................................1 Transit in the Sub-Areas ..............................................................................................1 Appendix A Transportation and the Land Use Plan Appendix B Transit in the Sub-Areas Table of Figures PAGE Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure A-1 Figure B-1 Downtown Opportunities and Constraints ....................................................2 Roebling Complex District Opportunities and Constraints ............................3 Trenton Train Station Sub-Area Opportunities and Constraints ...................4 Downtown Trenton Sub-Area Land Use Map ...............................................6 South Warren Street at East Front Street.....................................................7 Hanover Street at Chancery Lane ................................................................8 Roebling Complex Buildings along South Broad Street..............................12 Roebling Complex District Sub-Area Land Use Map ..................................13 Sovereign Bank Arena................................................................................15 Redevelopment Site, Cass Street to South Broad Street ...........................17 South Broad Street at Market Street...........................................................18 South Broad Street at Hudson Street .........................................................19 Train Station Sub-Area Study Area ............................................................20 Impacts of the Land-Use Plan ......................................................................1 Transit Services in the Sub-Areas ................................................................2 Page i • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Sub-Area Transportation Plans Access and circulation present key issues in several of Trenton’s redevelopment areas, most notably those areas around the Trenton Train Station, Downtown Trenton, and the Roebling Complex District. The transportation conditions of each area have been assessed and documented through the development of “sub-area transportation plans.” These plans will illustrate, through written profiles and land-use maps, the major opportunities and constraints within each area. These plans will serve to inform the current redevelopment planning, serve as a foundation for future planning in these areas, and support the City’s Transportation Master Plan (TMP). The sub-area plans for Downtown Trenton and the Roebling Complex District are presented here. The sub-area plan for the Trenton Train Station is being developed in a separate study; an Executive Summary for that sub-area is included in this report. The Sub-Areas The Downtown Trenton sub-area is centered on the intersections of State Street and Warren and Broad Streets. It contains the area between Warren and Broad Streets from the Battle Monument to Route 1, the area between West Hanover and West State Street Streets from Calhoun Street to Barrack Street, the area between West Hanover and West Lafayette Streets from Barrack Street to Broad Street, the area between Hanover and East Front Streets from Broad Street to Canal Street, and the area between East State Street and Magowan Street from Canal Street to South Clinton Avenue. Figure 1 presents a summary of transportation-related opportunities and constraints in Downtown Trenton. The Roebling Complex District sub-area is centered on the Roebling Market. It contains the area bounded by South Broad Street, Hamilton Avenue, South Clinton Avenue, and Hudson Street. Figure 2 presents a summary of transportation-related opportunities and constraints in the Roebling Complex District. The Trenton Train Station sub-area includes a 1/3 mile radius from the Train Station, which translates into a walk of approximately 5-7 minutes. Figure 3 presents a summary of transportation-related opportunities and constraints in the Train Station sub-area. Page 1 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Figure 1 Downtown Opportunities and Constraints Opportunities Opportunity Description Transportation Result Local, regional, and long-distance rail connections are within walking distance of downtown. Significant Existing Supportive environment for Demand Management and Transit Oriented Development. Twelve bus routes pass through the downtown area. Transit Network A radial bus network offers one-seat access to all key destinations from downtown. Functioning Roadway Increased residential and commercial development should not adversely impact Most downtown roads operate at LOS A except during peak hours. Network roadway conditions. Vacant office buildings and surface lots have attracted Development Interest Supportive environment for Transit Oriented Development. development interest. Walkable size All of downtown Trenton is within casual walking distance Supportive environment for Transit Oriented Development. Delaware River is within walking distance of downtown. Nearby Riverfront Reconfiguration of Rt. 29 will reconnect downtown to this major Supportive environment for Transit Oriented Development. recreational destination and redevelopment opportunity. Extension of RiverLine Significant expansion of transit connections for downtown. Supportive environment for Demand Management and Transit Oriented Development. Constraints Constraint Description Possible Mitigation Pedestrian Links to Trenton Train Station and the Delaware River are poor, Successful projects to re-configure Rt. 29 and improve Market Street could be used Connections lacking sidewalks and safe crossing points across major roadways. as a catalyst for a renewed emphasis on the downtown pedestrian network. Extension along East State Street would reduce on-street parking Demand Management and Transit Oriented Development. Extension of RiverLine supply. Public/ Public-Private investments in low-cost off-street parking garages. Continued emphasis on matching development interest to the City's desire to boost Downtown workers typically live outside of Trenton. downtown's residential population. Commercial businesses cater to employees and their workweek New developments should be mixed-use and transit-oriented. schedule. 9 to 5 Environment Work with State of New Jersey to develop financial assistance, such as low-interest loans and down payment assistance, to employees wishing to purchase homes in Roadway LOS is marked by extremes in peak/ off-peak conditions. downtown Trenton. Work with major employers to develop flexible scheduling options for their employees. Encourage the development of businesses that operate outside the 9 to 5 schedule. Page 2 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Figure 2 Roebling Complex District Opportunities and Constraints Opportunities Opportunity Description Redevelopment Synergy Cass Street Light Rail District connects Roebling District to Waterfront Park. Anchor Destinations Waterfront Park, Sovereign Bank Arena, and Roebling Market provide successful anchor destinations to support infill commercial activity. Transit The highly popular RiverLine stops at both ends of the Roebling District. Constraints Constraint Description Limited Parking Supply Options to expand parking to support further development at the complex are costly. Transportation Result Development of Cass Street and Roebling Districts as transit- and pedestrian-oriented, mixed-use destinations will reduce parking demand and capitalize on trips generated by the Ballpark and the Arena. Opportunities for a Park Once environment and crosssupport of smaller local destinations. Multimodal access will be a key to minimizing parking investments and pedestrian/ auto conflicts. Possible Mitigation Demand Management can minimize necessity for new parking structures. Mercer County Improvement Authority has commissioned a parking study for the area. A follow-up parking summit with State, County, City and key developers should be convened to discuss findings and develop a coordinated parking strategy. Creation of a park-once environment can reduce redundant parking demand Surrounding Land Uses Low- to mid-density residential district around Cass Street State penitentiary located at the corner of Cass Street and Route 129. High vacancy rate restrains pedestrian activity along South Broad Street Re-zone area with mid- to high-density residential, with financial support for redevelopment of historic structures. Page 3 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Figure 3 Trenton Train Station Sub-Area Opportunities and Constraints Opportunities Opportunity Significant existing transit network Description Local, regional, and long-distance transit services provide connectivity via train, bus, and light rail. Extension of RiverLine and new Trenton Jitney would provide additional transit Additional transit proposed access within Trenton. Train Station serves as a collector/distributor for passengers traveling to and from High daily trip volumes Trenton. Proximity to neighborhoods Downtown and Mill Hill are within walking distance Constraints Constraint Description Connections between heavy rail and other modes are Little or no signage to guide riders seeking to transfer – a problem amplified by often awkward, and less poor visual connections. than obvious. Links to other neighborhoods are often weak Links to Downtown and Mill Hill are poor, lacking sidewalks and safe crossing points across major roadways. Transportation Opportunity Full accessibility to the station area's transit network would support the city's multi-modal transportation focus. Additional transit service will further expand the central transportation role of the station area. A re-designed and fully accessible train station will provide an inviting gateway for the city for residents and visitors. Improved connections to nearby neighborhoods will boost pedestrian vitality throughout the city. Possible Mitigation Station re-design has incorporated changes to address connectivity between modes and services. NJDOT re-design project for Market street will improve pedestrian connections to Mill Hill and Downtown Trenton. Additional bicycle lanes throughout Downtown would provide non-motorized connections to station for more distant neighborhoods. Extension of RiverLine will improve connections to neighborhoods surrounding Downtown. Page 4 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Downtown Trenton The Downtown Trenton sub-area is centered on the intersections of State Street and Warren and Broad Streets. It contains the area between Warren and Broad Streets from the Battle Monument to Route 1, the area between West Hanover and West State Streets from Calhoun Street to Barrack Street, the area between West Hanover and West Lafayette Streets from Barrack Street to Broad Street, the area between Hanover and East Front Streets from Broad Street to Canal Street, and the area between East State Street and Magowan Street from Canal Street to South Clinton Avenue. Land uses in this area are characterized by high-density commercial and governmental uses, with medium density housing defining most of the blocks along its edges (see Figure 3). Key Transportation Challenge - Accommodating the increased parking demands of a revitalized downtown while protecting and reinforcing its pedestrian orientation. Parking Issues z Underutilized surface lots; z Limited on-street parking; z Possible future reductions in on-street parking due to the proposed East State Street extension of RiverLine; z Redevelopment of vacant office buildings for housing has been constrained by lack of off-street parking; and z City goal of developing housing on downtown surface lots would further increase off-street parking demand. Parking is an issue central to much of the redevelopment currently underway in Downtown. While the current supply of surface parking represents a tremendous redevelopment opportunity, a subsequently revitalized district is certain to bring increases in parking demand. This is underscored by the assertion in the 1999 City of Trenton’s Land Use Plan that a lack of adjacent or onsite parking has limited the redevelopment value of many significant downtown buildings. Demand for on-street parking would be expected to increase as well in response to a revitalized downtown. Conversely, the proposed extension of the RiverLine along East State Street would eliminate hundreds of spaces from the current inventory, with few options for expansion elsewhere. Facilities that offer off-street parking may need to be developed in order to meet demand created by newly established commercial destinations. Page 5 • Nelson\Nygaard Consulting Associates 206 LAWRENCE TOWNSHIP ce Plum S treet Cherry Stre et Street North w Spru est C orrido r ROW Pear S treet Mulberr y Stre et Po R d n un 33 e e e Ave nu Ha mil ton Av en ue Parkside Avenue 31 Capital Health System Fuld Campus Ellis Avenue eet ect Str Prosp Gree nwo o Mec d A venu e han ics St. Joe's Breu nig Ave nu e Ave nu Ave nu Klag Heil A venue Indiana Ohio A venue Cort Avenue Olden Avenue land Stre et Pine S treet South t Stree Fuld Olden Aven ue enue s Av Cuyle r Av enue Alley Aven ue tone gu t Glads South Farra Princeton Avenue Calhoun Street EWING TOWNSHIP Aven ue Aven ue Cook Eas t Sta South rade te S 206 tree t Assu Tayl o r A ven u npink e Nor th Clin to 206 Belg n A ven ue e Avenu Hillside Cree k Phillip Ham Sout hard pton Olden Aven ue Aven u e Stree t nue Parkway Ave Stre et ey Trenton Central HS Ave n ue rs All mbe Sid ne y e Huff Avenu Cha Aven ue nwo o ington Gree Penn d A venu e Ingham Avenue Avenue Moreland u Aven Wall mbe rs Street Fran e klin Was hi n No ue Ave n ett et St re et Me nu e t Wh itta ker ade m Av en ue Ro ry ue Em o Av en no Mo t ee tt Str Elm Mo Av en ton Sovereign Bank Arena Ha mil t ee Str et treet Genesee Street t rren S treet ad Street South Bro 206 29 29 et Adeline Stre 0 0.25 Miles (approx.) Source: ESRI, City of Trenton, Delaware Valley Planning Commission eet Grand Str Riverside Drive Drive gside Mornin Trenton Transportation Master Plan Phase II - Downtown Trenton 129 ge ree St t Se co Fu rm a n NEW JERSEY t id Br et Riv er 0 0.3 t ree mb e St La rto n s Str e et St re Ro a d S N 0.5 Miles JL R TS HAMILTON TOWNSHIP La nd ing St ree t River Road D0.5 elMiles aw are ral 0.3 et Ca s 32 0 ntr e de PENNSYLVANIA St re Ce Fe BUCKS COUN TY nd Liberty Street MERCER COU NTY St ree ey rst All Amhe ylvania St re lor La Delmor Avenue Avenu e Cl iff St Penns et Waterfront Park 1 Tren t on A ven ue w a l e r a v i R er Ferry De YARDLEY t 129 Pos t Brid ge S tree MORRISVILLE Yardley Morrisville Avenue ue ton Aven South Clin Dye Stree War Memorial Theatre Lakeside ee t er r Bu tle d l an od o W t ee Str Hudson S en rr Wa 206 New W a e Str Ru Str Str e et Ba yar d et g slin ue ast C orrid Street rs Stre et 206 North e uth Broad Mark et St South mbe et or RO W St ston 1 To: Lambertville 29 e Str Street Str ee t t wit He Remsen Ea et Stre So Stre New Jersey State Museum ette fay t La Wes rack State House treet ate S St West Thomas Edison State Collge Bar Calhoun Street et Living Prospect Street Murray Street South Hermitage Avenue t ee re t St on t Fr Wes ce Parkside Avenue Str nt Av Cha ue en mm Cu P 's Pla o Capit et l Stre New Jersey State Library Berkeley Avenue ro tF s Ea r Taylo West State Street et ic Stre Passa P P et r Stre ve Hano West lace n's P R d n a e r a w a Del P Gree Sullivan W ay aritan Carteret Avenue s ing et Edgewood Avenue l a n a C st P et h Stre Churc Stre Spring St at eS tre St. Michael's Episcopal Church rris Ha st a E treet Stanton S et tre Av e re e yS et ut et Str ee t cey e t tree aun stn Mercer County Community eet tr College ver S S nk Ba Ch Ch e treet Dayton S eet Str 206 33 Ac e Oli ve u Aven e u Aven e nu Ave venu n A Parking Lots t City Hall St re Str ee e Str eet ntg om ery Av en ue n nu Mo rry Pe 206 Open Space/Parks St an tS tre et Ca na l rch rth Bellevue Avenue t et et t tree nS No eet Str on wa n e Str rre Wa er k Tuc Vacant Industrial Cadwalader Park & Trenton City Museum Str eet int Trenton Train Station go d rth Active Industrial P t on Cl Div is i o Ma oa Br rth Sto ck Civic/Institutional ive r Dr alade Cadw gham in Buck ingto Kens frew Ren wall Corn To: NJ State Police HQ Trenton Psychiatric Hospital High Density Commercial/Office Rutherford Avenue Stre e Str e rth No No High Density Residential Capital Health System Mercer Campus No rth 1 Medium Density Residential w/Corner Commercial Medium Density Residential or Office above Commercial Storefronts Stre et eb ling Low Density Residential Brunsw Maple Avenue Hillcrest Avenue Trenton Battle Monument Downtown Trenton gton Stre ick Av enue Figure 4 Downtown Trenton Sub-Area Land Use Map Liberty Street Cha Av e y tlese Whit d Str eet Stuyvesant Aven ue Emm t Stree outh m n o M Oakla n Downtown Trenton Cen St Francis Medical Center t Stree ard South 1 tenn ial nue Oliver Ave Road r Ya y dle rr Mo oa eR i ll isv d Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Protecting Downtown’s Strengths One of Downtown Trenton’s most attractive resources is the walkability of its dense development patterns. As seen in Figure 4 below, its most attractive streets are characterized by a harmonious co-existence of multiple transportation modes supporting a close-knit commercial corridor. Figure 5 South Warren Street at East Front Street Page 7 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Maintaining this modal balance is the best way to preserve and expand upon Trenton’s strengths. By reducing the demand for parking, destinations are brought closer together, pedestrian/ auto conflicts are minimized, and the street becomes a public space. In contrast, Figure 5 presents a typical street where the dominance of the private auto upsets this balance. Figure 6 Hanover Street at Chancery Lane Infill development supports Trenton’s walkability by replacing gaps in the pedestrian network with new uses and new residents. More residents and more uses however, also mean increased parking demand. Meeting the new demand without undermining the pedestrian environment may be more important to a successful long-term revitalization of downtown than an aggressive approach to providing parking. Page 8 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Tools Parking Demand Management Addressing parking demand can often be the most effective and most economical means of balancing the supply and demand equation in urban districts. Downtown Trenton’s wealth of transit infrastructure and service, its walkable size, along with the presence of a dominant employment sector (government), offer the City powerful tools for implementing demand management programs such as: z TOD-based zoning – to encourage more resident-workers and more pedestrian/ transit commutes to Downtown Trenton; z Shared parking – government employment offers a good compliment to nightlife uses; z Employer-based “buy-out” programs – offers employees a cash option to “free” parking; and z Employer-based transit-pass programs – employers can offer discounted (pre-tax accounts) or fully-funded transit-pass programs as an employment benefit. z Flexible Scheduling – policies allow employees to shift their schedule away from dominant use patterns. Design Standards Zoning can require that new garage construction meet design standards intended to minimize interruptions to the pedestrian network. Specific guidelines could include: z Multiple access-points can be required to alleviate congestion; z Garage access-points can be restricted to secondary streets; z Incorporation of commercial space at street-level whether markets exist now or in anticipation of markets developing at a later date; z Provision of bicycle parking facilities; and z Well-lit and monitored pedestrian pathways through garages, providing secondary connections between major streets. Transit Oriented Development In addition to TOD zoning changes, the City can work with developers to shape their projects around existing and potential transit and pedestrian connections. By attracting projects that offer complementary uses within Downtown, and offering alternatives to driving, demand for residential parking spaces can be mitigated. Shared Parking The bulk of public sector employees in Trenton commute from outside the City and offer a prime opportunity for the establishment of a shared parking program/strategy. These employees generally arrive in Downtown by 9AM and leave by 6PM. Possible Page 9 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON arrangements to maximize utilization of parking facilities that serve state employee needs, include offering these spaces during off-peak periods to nearby arts and nightlife destinations. Zoning Principles The current requirement of one space per dwelling unit, by discouraging transit-oriented and re-use development, is counter-productive to Downtown’s revitalization. Alternative requirements should be explored in Downtown to ward off potential parking oversupplies and to encourage the re-development of vacant office space. A change in zoning policy sends a clear message of support for the forms of development most suited to Downtown’s unique assets. One option particularly suited to Downtown is the establishment of an “In-Lieu Fee” program. Such a program provides developers with the option of paying into a municipal fund in-lieu of providing the required amount of on-site parking. This fund can be dedicated to transportation improvements such as demand management programs, transit services, or the construction of public parking facilities. The advantages of such a program include: • Flexibility – Offering developers more options makes Downtown a more attractive place for investment. • Efficient Parking Supply – Downtown’s parking supply becomes more responsive to actual parking demand. • Improved Urban Design – A more efficient parking supply means fewer curb-cuts and fewer pedestrian/auto conflicts, enhancing Downtown’s pedestrian-oriented commercial vitality. • Historic Preservation – Alternatives to strict parking requirements support the viability of adaptive reuse projects. Pasadena, California’s In-Lieu Fee program has been instrumental in the revitalization of its Old Pasadena district. Established in 1987, the “Parking Credit Program” allows businesses to pay the city an annual fee in lieu of providing all of the off-street parking spaces otherwise required according to the zoning code. Because the fee ($115 per parking space in 2001) is kept well below the actual cost of providing an on-site space, most businesses have chosen to pay the in lieu fee, particularly for adaptive reuse developments. The fees have been used to develop three new parking structures designed to create a park-once environment for the district.1 Other examples of strategic applications for this zoning tool for downtown revitalization include: 1 Ruth Eckdish Knack, “Pay as You Park”, Planning – May, 2005. Page 10 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON • Petaluma, California – Established a program where In-Lieu Fees support a general transportation fund. Within a month of the program’s adoption, a $75 million mixed-use development was approved. The fee option made the development economically feasible by allowing it to be completed with 100 fewer parking spaces than required by the previous zoning requirements. • Santa Monica, California – The city’s In-Lieu fees are based on floor area, regardless of use, and are used to fund construction of public parking garages. This system particularly benefits commercial uses with high parking requirements, leading to the development of many movie theatres and restaurants within key Downtown corridors. The city’s control over garage construction allows it to place parking behind the storefronts, creating a seamless pedestrian environment along the main commercial street. 2 • Palm Springs, California – The city reduced its In-Lieu fee charges, particularly for reuse development. The change was intended to revitalize its downtown district where parking requirements hindered the redevelopment of older buildings. The lower fees have stimulated the downtown economy and led to the opening of many new downtown restaurants. 3 Mandatory versus Optional In-Lieu Fees In-Lieu Fees are best suited to markets with emerging development such as Trenton when the fees they are optional. Using this flexible mechanism, developers are offered the opportunity to buy their way out of minimum parking requirements without restricting developers who want to build more than the minimum. The optional fee allows the city to reduce excess parking accommodation while avoiding more fixed restrictions that can discourage development interest in the area. It offers zoning flexibility as compensation for the uncertainty of a less-established market, and may make many adaptive re-use projects feasible, where a traditional one space per dwelling unit might be prohibitively expensive or logistically impossible. Other Transportation Issues Poor pedestrian connections to the riverfront and Trenton Rail Station – Connections to the riverfront and the rail station are being addressed in separate projects (“Rt. 29 Boulevard Project” and “Trenton Transportation Linkage Plan”). The success of these projects will be crucial to developing Downtown Trenton as a mixed-used transitoriented district. Roebling Complex District The roughly eight blocks of land comprising the area between South Broad Street, Hamilton Avenue, South Clinton Avenue, and Dye Street is the site of the complex of 2 3 Donald Shoup, The High Cost of Free Parking, 2005. ibid. Page 11 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON buildings which housed John A. Roebling’s wire manufacturing company. The district, now known as the Roebling Complex, is historically notable as the manufacturing site of the wire-rope cable used for suspension bridges including the Brooklyn Bridge and the Golden Gate Bridge4. Land uses in this area are characterized by a mix of vacant industrial buildings, medium density residential and light commercial uses (see Figure 7). Higher concentrations of commercial destinations can be found along South Broad Street, though many of the individual locations are presently vacant. Surface parking is another common land use, much of it seeming to be dedicated for Arena-based events. Figure 7 4 Roebling Complex Buildings along South Broad Street www.wireropedistrict.com Page 12 • Nelson\Nygaard Consulting Associates 206 ce Stre et Corrid Street west Cherry North Mulber ry Str eet ig A venu St. Joe' e s A venu Mec e han ics Ave nue e d A venu e Gree nwo o Breu n n ilto Ha m ue Ave n k e nu et Str e t nu Av e et Em ory Str e Bu tle t ee et St Vacant Industrial Str t tre s. Str ee Ha t mil to n Northea Jo Elm er P Gr ue rio ue Emm ett Liberty Street Ave n tenn ial Roebling ue ton Aven South Clin Street t Dye Stree treet Hudson S P P S Se Tu rp co St re nd Genesee lS tre et ad Street South Bro P St ree t et Adeline Stre et ree e in Str e rL et et Fu rm an St re t eet Grand Str e iv ral 129 0.25 Miles (approx.) St re et ree St s HAMIL TOWNS et er tre Riv e l d r a Y M y ree St 129 tree ge S Pos t i r r o l l i sv R e d a o lor 1 Brid MORRISVILLE La St ue t a Aven Waterfront Park Cl iff ue Tren ton Ave n Ferry YARDLEY ylvani Delmor Avenue t La nd in gS are Ca s law nd t co De W O Fe de R Source: ESRI, City of Trenton, Delaware Valley Planning Commission Street Liberty Street e t an a St Perry Str eet idg Br e tre P Ea st C Se Penns Stre Dr i ve R l e D w a e r a v i R mbe rs ue P Sovereign Bank Arena NEW JERSEY r e Cha Mo tt et Av en 1 rk S Str ee 129 Elm Cla Parking Lots st Corrid or ROW Mark er Open Space/Parks 206 t e e Str r Pe arl Active Industrial e Ro eb ling Str ee Str ee t Civic/Institutional Ba ya rd High Density Commercial/Office e u n e v A e d i s e k a L e Av Vacant Lot High Density Residential t e e r t S Remsen ue e v A s g t n e i e m r t m S t u e t C e t r i t w t S e e e H r g t n i S l s d Ru n la d o o W t e e r t S Stanton Av en on Medium Density Residential or Office above Commercial Storefronts P Cen rris Mo Medium Density Residential w/Corner Commercial ker e u n t e e r t S Dayton Ma go an rch Me ta te St re e t ue et re wa n St tS tre et t ree St e int st H an Ea ov st er S Ea t nu itta Cl Calhoun Street Low Density Residential 0 River Road Av e Wh t 32 ee Roebling Complex District Police Department PENNSYLVANIA Str Aven ue et Roebling Complex District e tre Prospect Street e r t S Ce ntr e BUCKS COUN TY n Olden Stre Figure 8 Roebling Complex District Sub-Area Land Use Map in MERCER COU NTY ut lS Murray Street 33 Ch es tn bers Stre Was et hing ton Stre et isio na South Hermitage Avenue et 29 29 Div Ca e t t e y a f a L t s e W Trenton Train Station Ave nue All ey ne y klin City lS treHall gut Aven ue Sid Fran uth So Ea o r F t s e W st nt e Stre a t S t State House Farra Cha m et rack r e v o n a H t s We t e e r t S l t o t i e p e r t Ca S te ee t na Bar Parkside Avenue t ee St. Michael's Episcopal Church t e e Str Str Ca Aven ue Alley St Francis Medical Center t Str West State Street t e e r t S g n i Spr t e e r t S c i a Pass d oa Carteret Avenue Chu n Br Edgewood Avenue t e e r t rch S rth Bellevue Avenue Cadwalader Park & Trenton City Museum e u Aven ive r Dr alade eet Str rren Wa Rutherford Avenue kto No rth No Capital Health System Mercer Campus Mercer County Community Nor th Sto College c tone Eas t rade d A venu e nwo o Trenton Central HS et South Av en ee t Str Pe rry Belg Stat e Stre Glads reet Cree npink Tayl o e St ton Assu ick Av enue Brunsw Stree enue y Av tlese Maple Avenue Aven ue t e e r t S h t u o m Mon t e e r t S l l a W ard Whit Hillcrest Avenue rs Cook Aven u t 1 r Av enue South ton South Trenton Battle Monument Cuyle Ham p mbe Aven ue Berkeley Avenue Riverside Drive Stree Aven ue Gree Sout Olden Cha d Str eet l a n Ca Nor 206 Princeton Avenue Calhoun Street ington th Hills Ingham Avenu e Oakla n Cadw am ingh n a t i r a R d n a e r a w Dela Penn South Clin e u n e v A e d i hard e u n e v A Moreland e u n e v A Huff e u n e v A Oliver Buck e venu n A ngto e nu Ave ue Aven Sullivan W ay i Kens frew Ren wall Corn enton chiatric spital Klag Fuld e u n e v A s p i l l i h P e u n e v A Parkway Stuyvesant Aven ue land t e e r St 206 EWING TOWNSHIP Cort Capital Health System Fuld Campus r A ven ue Parkside Avenue 31 reet ect St Prosp Ellis Avenue Indiana Olden Avenue Ohio A venue Heil A venue Avenue Stre et Pine S treet n o P R d 33 un Ave nu Spru Plum S treet Av en ue LAWRENCE TOWNSHIP or RO W Pear S treet Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON For more than thirty years, the City of Trenton has worked to transform the Roebling industrial complex, idle since 1974, into a redevelopment catalyst. The buildings have been converted into a variety of uses, which currently include a sports arena, senior housing, shops, and offices. In the Fall of 2006, a state-of-the-art 1,200-student public school facility will be added as well.5 The proximity of the former Roebling Complex to two new major area-destinations and another redevelopment district presents the City and Mercer County with a unique opportunity for cross-supportive redevelopment. Adopting a multi-modal focus and parking-demand management strategy would support this latent synergy by minimizing the amount of developable land lost to parking. This approach is supported by goals set out in the City of Trenton Land Use Plan (1999) which address the need to balance redevelopment with increased parking demand to create a district where visits are not limited to “single-use facilities such as the Arena.”6 Multi-Modal Opportunities 5 6 z Proximity – Sovereign Bank Arena (see Figure 8), the Cass Street Light Rail District, and Waterfront Park are all within a half-mile walking distance. z Transit – Two RiverLine stops serve the area at Hamilton Avenue and Cass Street. Four NJT Bus lines connect the area to Downtown and the rail station. z Pedestrian Improvements – The Hamilton Avenue Station Pedestrian Linkages Plan calls for improved pedestrian access between this RiverLine Station and the Arena. www.NewJerseyFuture.org City of Trenton Land Use Plan, 1999 Page 14 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Figure 9 Sovereign Bank Arena Demand Management Tools z Shared-Parking – Sovereign Bank Arena and Waterfront Park provide two significant supplies of parking tied strongly to weekend and weeknight use. This resource may be available for use during other periods of time to serve the residential and commercial needs of the area. z Park-Once District – Enhanced pedestrian corridors, jitneys, and valet services along with specific pricing strategies for parking can encourage visitors to leave their car in one place while visiting multiple destinations. The Roebling Complex’s proximity to Sovereign Bank Arena, the Cass Street Light Rail District, and Waterfront Park provide a promising context for a multi-modal development approach. The Arena is located across South Broad Street from the Roebling Market, providing a direct connection between the Arena and complimentary uses at the Market and along South Broad Street. The Arena also provides a large supply of parking spaces that are rarely used to capacity. A shared-parking agreement could be set up to support new restaurant and commercial businesses along South Broad Street. Page 15 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON The Cass Street Light Rail District borders the Roebling Complex along South Broad Street and provides a unique link between the District and the Waterfront Park complex. The Cass Street District has been recommended for redevelopment as a mixed-use, transit-oriented development focusing on South Broad and Cass Streets7. Planned improvements include streetscape improvements to Broad Street, Cass Street, and Route 129. In addition, traffic-calming measures along Cass Street are proposed to transform the street into a pedestrian-oriented residential and retail corridor. The District’s transit amenities represent another significant multi-modal opportunity. The RiverLine offers high capacity transit access between Trenton Rail Station, the Arena, and the Cass Street Light Rail District. The daily service offers 30-minute maximum headways and two-minute segment runs between Trenton Train Station, the Arena, and Cass Street. This is a potentially powerful tool for successful shared-parking and park-once strategies. The daily use-peaks of these event-based lots offset those of the garages and lots near the Trenton Rail Station, while the seasonal use-peaks at the Arena offset those at the Ballpark. Use of the RiverLine as a parking shuttle could therefore reduce the need for parking redundancies within the District. This would allow for the redevelopment of some of the many large surface lots surrounding the Arena and the Cass Street RiverLine stop. Multi-Modal Constraints z RiverLine Span of Service z Pedestrian Links to Cass Street Light Rail District z Route 129 A major obstacle for the use of the RiverLine to access district events and to connect shared parking resources is its present span of service. The last train from Trenton Train Station leaves at 9 p.m. Sunday to Friday, and Midnight on Saturdays. The Sunday to Friday schedule would likely have to be extended (through a cooperative agreement with ConRail) to allow event-based and/or Friday late-night service in order for this aspect of a multi-modal approach to be feasible. Even if late night service were reduced to a shuttle between Cass Street and the Trenton Rail Station, the RiverLine, this would remain a key tool for developing this area’s full potential. Another obstacle is the current lack of an attractive pedestrian connection between the Roebling Complex and the Cass Street RiverLine stop. South Broad Street between Cass Street and Dye Street suffers from a series of vacant storefronts, and Route 129 prevents any other convenient pedestrian crossings between these areas. Route 129 presents a barrier to pedestrian access within the Roebling Complex District, and the Cass Street Light Rail District as well. This six-lane highway lies between 7 Cass Street Light Rail District Plan -Econsult, 2003 Page 16 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Sovereign Bank Arena and Roebling Market and the Hamilton Avenue RiverLine Station, and between the Cass Street RiverLine Station and Waterfront Park. The pedestrian access across this highway is limited to major intersections, none of which offer the comfortable crossing experience. Mitigating Constraints The redevelopment of an 8-acre parcel (located along Route 129 between Cass Street and South Broad Street), currently used as an event-based surface lot, presents an excellent opportunity to create a direct pedestrian link to the Cass Street RiverLine stop. The lot, shown in Figure 9, runs from South Broad Street to Cass Street along the west side of Route 129. As stated in the plan for the Cass Street Light Rail District, “(t)his construction will not only act as a catalyst for future development in the District, but will also help to activate the South Broad Street corridor and improve the image of the area along Route 129.”8 Figure 10 Redevelopment Site, Cass Street to South Broad Street The upgrades to South Broad Street recommended by both The Urban Land Institute in their “Development Potential for the Triangle of Opportunity” report, and the Cass Street Light Rail District Plan, would further enhance this corridor connecting The Roebling Complex and the Cass Street Light Rail District.9 These improvements include: 8 9 Cass Street Light Rail District Plan -Econsult, 2003 “Development Potential for the Triangle of Opportunity” - The Urban Land Institute, 2000. Page 17 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON z Sidewalk improvements; z Historically accurate street lights; z Plantings; z Retail and entertainment re-use of historic Eagle Tavern and the Flat Iron Building; z Façade renovation; and z Kiosks providing information on transit, parking and pedestrian access. A look at South Broad Street on the other side of Route 1 from the Roebling Complex District, as shown in Figure 10, provides a glimpse of the potential for this street further south, shown in Figure 11. Figure 11 South Broad Street at Market Street Page 18 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Figure 12 South Broad Street at Hudson Street The possibility of reconfiguring Route 129 into an urban boulevard should be explored to ease this constrain on pedestrian access. Similar to the proposed reconfiguration of Route 29 along the Delaware River, this highway could be converted into an asset to the area rather than a barrier to its development. Trenton Train Station The Trenton Train Station sub-area includes a 1/3 mile radius from the Train Station, which translates into a walk of approximately 5-7 minutes (see Figure 13). Special emphasis will be given to the following intersections within the study area: 1. South Clinton Avenue / Wallenberg Boulevard / Barlow Street 2. Barlow Street / Market Street 3. South Clinton Avenue / Market Street / Greenwood Avenue 4. Walnut Avenue / Hudson Street / Greenwood Avenue Page 19 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON 5. South Clinton Avenue / East State Street 6. East State Street / Wallenberg Boulevard / Chestnut Avenue 7. Market Street / Stockton Street Figure 13 Train Station Sub-Area Study Area Page 20 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON The Trenton Train Station is one of the most transit-rich nodes in New Jersey. It is one of the 10 busiest Amtrak stations in the nation; a major destination on New Jersey Transit’s Northeast Corridor; the link via SEPTA to Pennsylvania; and the starting point for the new River LINE light rail to Camden. Virtually all of NJ Transit’s Trenton buses serve the station, and there are nearly 3,500 spaces for park-and-ride commuters. Trenton Train Station is soon to undergo a major $45 million rehabilitation, which coupled with the new light rail station, represents an enormous investment in the region’s transit infrastructure. Key Transportation Challenge Two obstacles prevent the City from fully capitalizing on the resources around the Train Station to create a seamless interchange and a truly transit oriented neighborhood: A) Connections between heavy rail and other modes are often awkward, and less than obvious. B) Links to other neighborhoods are often weak Description of Issues A) Connections between heavy rail and other modes are often awkward, and less than obvious. In particular, South Clinton Avenue separates the main station from the River LINE terminus without a direct connection. Pedestrians are expected to detour some 500 feet to the crosswalk; some, though, simply jump the fence. There is little or no signage to guide riders seeking to transfer – a problem amplified by poor visual connections. B) Links to other neighborhoods are often weak. NJ Transit’s Capital Connection branding has done much to strengthen the connections to downtown, through providing an easy way to identify buses on the multiple routes that serve this corridor. The agency has also added peak period trips timed to connect with River LINE services. However, there are still many barriers for pedestrians, cyclists, and local transit riders that hamper transit oriented development in the station area. To name just a few: z Wide streets such as Raul Wallenberg Blvd can be difficult to cross, and sever the station area from downtown; z Pedestrian linkages to the Sovereign Bank Arena/Roebling Area are hampered by the Walnut Avenue / Hudson Street and Greenwood Avenue intersection, which has poor crosswalks and wide turning lanes; z There are poor pedestrian connections between the station and potential sites for infill development, such as the Greenwood-Hamilton neighborhood; along East State Street; 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; Page 21 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON z Parking restrictions – generally, within 50’ of an intersection – make effective curb radii much larger, encouraging faster vehicle speeds and making crossings difficult; and z There are large problems with perceived security in the neighborhood, partly due to a lack of development in an area dominated by parking facilities, highways, rail tracks and other transportation infrastructure. This means that while the transportation hub does an excellent job at fulfilling one of its roles – collecting passengers bound for the larger central business districts of Philadelphia, Newark and New York – it has yet to live up to its local economic development potential. Despite the high concentration of jobs and visitor attractions near the Trenton Train Station and downtown, it is attracting a relatively small share of passengers destined for locations within the city. Partly this is due to policies which encourage automobile use in Trenton as characterized by low congestion and negligible parking costs. However, even within these constraints, there are significant possibilities to boost economic development and transit ridership, through tying the station in with the surrounding neighborhood fabric, and improving multi-modal transfers. The final Trenton Train Station sub-area plan will address these issues, by developing a concrete, prioritized list of improvements that can be presented to NJDOT and other agencies for funding and construction. Page 22 • Nelson\Nygaard Consulting Associates APPENDIX A TRANSPORTATION AND THE LAND USE PLAN Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Transportation and the Land Use Plan Effective transportation planning will require close coordination with the land use plans driving the redevelopment of these areas. To that end, we have examined the City of Trenton Land Use Plan of 1999 and the Periodic Reexamination of the City of Trenton’s Land Use Plan and Regulations of 2005. Figure A-1 identifies elements of the 1999 City of Trenton Land Use Plan and the 2005 Periodic Reexamination of the City of Trenton’s Land Use Plan and Regulations that are likely to impact transportation in the Downtown and Roebling Complex District subareas. The table lists the original recommendation, the subsequent actions taken up to the present, and the likely impacts of each on transportation in the area. This table underlines the central role parking among transportation issues in both the Downtown Trenton and the Roebling Complex District. Page A-1 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Figure A-1 Roebling Complex Downtown SubArea Impacts of the Land-Use Plan Actions identified in the 1999 Land Use Plan Goal "Periodic Reexamination" Address anticipated loss of on-street Parking studies have been commissioned. parking spaces to RiverLine extension. Key locations have attracted developer interest. Reuse of large vacant office buildings Residential conversion is hampered by lack of on State Street. adjacent or onsite parking facilities. Providing adequate amounts of easily Newly constructed parking garage at East accessible short-term parking. Front and South Broad streets. New town homes have been constructed in the Mill Hill neighborhood. The planning board has approved plans to build Establishing a strong community living a mixed-use development on a city-owned and working in the Downtown area. surface lot. The city is marketing large vacant office buildings for residential re-use. A 2004 "Parking Summit" addressed the issues Identifying the highest and best use of replacing these state-employee surface lots of state parking lots. with mixed use developments including residential uses and structured parking. Surface parking has been created on-site. While sufficient to current levels of demand, it is Balancing the redevelopment of the complex with the attendant need for anticipated that the further development of the complex will require the construction of parking. structured parking. Ensure that the complex as a whole becomes a "significant destination, Anticipated to remain an issue until complex is and that visitation is not limited to fully developed. single use facilities such as the arena." Potential Transportation Impact(s) Increased demand for off-street options. Increased demand for off-street and on-street spaces. Increased supply of off-street options. Increased demand for off-street and on-street supply. Opportunity to address shifts in parking supply/ demand. Increased demand for off-street and on-street supply. Opportunity to address shifts in parking supply/ demand. Over-reliance on auto accommodation could hamper cross-support of local businesses, including Cass Street District and Waterfront Park. Multi-modal focus on transportation will serve longterm goal of district with critical mass of cross-supportive destinations. Page A-1 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON SubArea 1999 Land Use Plan Goal Actions identified in the "Periodic Reexamination" NJ Transit has recently begun implementation of their $45 million renovation/ remodeling plans for the Trenton Train Station. Addressing the total lack of visual character and presence of the Trenton Train Station and its City of Trenton Division of Planning plans to immediate environs, as well as the update the Train Station Redevelopment Area isolation of the train station area from Plan in order to incorporate the the rest of downtown Trenton. recommendations of the NJ Transit “Transit Friendly Plan” for the Trenton Train Station Area. Trenton Train Station Tapping the commercial retail potential of this heavily trafficked train station. The NJ Transit train station plan includes the relocation of the existing retail/ restaurant space as well as the addition of new retail space inside of the train station. The Division of Planning prepared a planning study for the Miller Homes/ Train Station Area in December 2004. This study identified potential uses for the vacant land and surface Identifying uses for the surrounding parking lots around the train station including high-end residential condominiums, office vacant land and parking lots. space, enclosed parking with ground floor retail, and the possibility of a “cultural district” with an African American museum and ethnic food restaurants. Renovation/ remodeling plans for the Trenton Redesigning the Trenton Train Station Train Station include expanding the headhouse, and its surroundings to better formalizing the Greyhound ticketing office, function as an intermodal hub of building a bike shelter, and improving the public transportation facilities for the waiting areas for the NJ Transit and Greyhound region. Busses. Addressing on-going pressures for additional parking, especially to the new arena, and possible office development in the area. Potential Transportation Impact(s) Station redevelopment should serve as catalyst for a renewed focus on Trenton's unique investment in multi-modal transportation infrastructure Revitalized station should spur development interest in the area, providing new land uses to fill gaps in pedestrian network between the station and surrounding neighborhoods. New land uses will encourage pedestrian activity around station area by filling gaps between the station and surrounding neighborhoods. New land uses will encourage pedestrian activity around station area by filling gaps between the station and surrounding neighborhoods. Station redesign can serve as a confirmation of the City of Trenton's commitment to superior public transportation services. A coordinated approach to meeting parking demand will To foster development of the Arena parking likely result in a more efficient lots, MCIA developed long-term plan to erect up and better designed parking to four structured parking garages. supply that serves multiple redevelopment areas. Page A-1 • Nelson\Nygaard Consulting Associates APPENDIX B TRANSIT IN THE SUB-AREAS Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Transit in the Sub-Areas Downtown Trenton and the Roebling Complex District are well served by bus and light rail transit. Downtown is the nexus of a radial network of local and regional bus lines providing access to destinations as far away as Philadelphia. The Roebling Complex area is served by four New Jersey Transit Bus lines and two stops along the RiverLine light rail service. Figure B-1 provides a brief description of transit services in the subareas. Page B-1 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON Figure B-1 Roebling Complex Downtown Trenton SubArea Transit Line SEPTA 127 NJT 409 Transit Services in the Sub-Areas Peak Headways (minutes) NJT 600 30 NJT 601 30 NJT 602 60 NJT 603 30 NJT 604 60 NJT 606 30 NJT 607 30 NJT 608 15 NJT 609 15 NJT 611 RiverLine Light Rail 15 Significant Destinations Trenton Rail Station, Kings Plaza, Fairless Hills Shopping Center, Oxford Valley Mall, Neshaminy Mall Trenton Rail Station, Sovereign Bank Arena, Roebling Complex, Philadelphia Trenton Rail Station, 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 College of New Jersey, Moody Park, Trenton Rail Station, Roebling Market, Hamilton Market Place, K-Mart Shopping Center, Briarwood Shopping Center College of New Jersey Wal-Mart/Sam's/Home Depot, Mercer Mall, Quaker Bridge Mall, Lawrence Shpg. Center, Helene Fuld Medical Center, Mercer County Court House, Hamilton Market Place, Hamilton Hospital (Limited) Robinson Vocational Center, Mercer County Courthouse, Labor & Industry Bldg., Justice Complex, Trenton Rail Station Princeton Shopping Center, Rider College, Trenton Rail Station, Ames Mall, Hamilton Market Place, Foxmoor Shopping Center, Project Freedom Roebling Complex (Limited), Waterfront Park, Mercer County Airport Hamilton Bus/Rail Complex, Fairgrounds Plaza, Trenton Rail Station, NJ State Hospital, West Trenton Rail Station, Lambertville (Limited), East Trenton (Saturdays Only), Robinson Vocational Center (Saturdays Only) NJ D.O.T. Offices, NJ Library for the Blind, NJ State Hospital, Mercer Medical Center, State House Complex, Trenton Rail Station, St. Francis Medical Center, Mercer County Vo-Tech, Mercer County College, Quaker Bridge Plaza, Quaker Bridge Mall, Mercer Mall Justice Complex, Trenton Rail Station 15 Trenton Rail Station, Cass Street Light Rail District, Camden 50 60 NJT 601 30 NJT 603 30 NJT 607 (Limited) 30 College of New Jersey, Moody Park, Trenton Rail Station, Roebling Market, Hamilton Market Place, K-Mart Shopping Center, Briarwood Shopping Center Wal-Mart/Sam's/Home Depot, Mercer Mall, Quaker Bridge Mall, Lawrence Shpg. Center, Helene Fuld Medical Center, Mercer County Court House, Hamilton Market Place, Hamilton Hospital (Limited) Mercer County Airport, Cass Street Light Rail District, Independence Plaza Page B-2 • Nelson\Nygaard Consulting Associates Trenton Transportation Master Plan • Phase Two Sub-Area Transportation Plans CITY OF TRENTON SubArea Transit Line Amtrak Significant Destinations 60 Newark, New York City, Philadelphia 15 Newark, New York City 30 Philadelphia 15 Cass Street Light Rail District, Camden NA Regional Destinations 50 Kings Plaza, Fairless Hills Shopping Center, Oxford Valley Mall, Neshaminy Mall NJT 409 60 Sovereign Bank Arena, Roebling Complex, Philadelphia NJT 600 30 NJT 601 30 NJT 604 60 NJT 606 30 NJT 608 15 NJT 609 15 NJT 611 15 Justice Complex Capital District Jitney 15 Downtown Trenton NJTransit Commuter Rail SEPTA Commuter Rail RiverLine Light Rail Greyhound Bus SEPTA 127 Train Station Peak Headways (minutes) 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 College of New Jersey, Moody Park, Roebling Market, Hamilton Market Place, K-Mart Shopping Center, Briarwood Shopping Center Robinson Vocational Center, Mercer County Courthouse, Labor & Industry Bldg., Justice Complex Princeton Shopping Center, Rider College, Ames Mall, Hamilton Market Place, Foxmoor Shopping Center, Project Freedom Hamilton Bus/Rail Complex, Fairgrounds Plaza, NJ State Hospital, West Trenton Rail Station, Lambertville (Limited), East Trenton (Saturdays Only), Robinson Vocational Center (Saturdays Only) NJ D.O.T. Offices, NJ Library for the Blind, NJ State Hospital, Mercer Medical Center, State House Complex, St. Francis Medical Center, Mercer County Vo-Tech, Mercer County College, Quaker Bridge Plaza, Quaker Bridge Mall, Mercer Mall Page B-3 • Nelson\Nygaard Consulting Associates
