[NAME OF DOCUMENT] VOLUME

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1 [NAME OF DOCUMENT] VOLUME [Client Name] PLAN SUMMARY REPORT For Trenton Downtown Parking Management Plan Nelson\Nygaard Consulting Associates Inc. i With streetsense. & Andrew Carten

2 DOWNTOWN PARKING MANAGEMENT PLAN PLAN SUMMARY REPORT Table of Contents Page Study Overview... 1 Trenton 250 Coordination... 1 Study Area... 1 Project Goals... 1 Key Project Stakeholders... 2 Key Background Documents... 2 Background Document Review... 4 Transportation Master Plan: Phase 1 Report... 6 Living Trenton: The Downtown Capital District Master Plan Downtown District Parking Ordinance and Sidewalk Design Standards Final Report Technical Assistance Tool: Parking Audit City of Trenton 2014 Mayoral Transition Report City of Trenton Parking System Review Trenton250 Vision Element Inventory & Management Public Parking Supply Government-Employee Parking Supply Parking Management Policy Summary Stakeholder Input Business Community Resident, Commuter and Visitor Surveys Key Findings Management Organization Workshop... Error! Bookmark not defined.67 Background... Error! Bookmark not defined.67 Options Overview... Error! Bookmark not defined.70 Workshop Overview... Error! Bookmark not defined.76 Outcome Summary... Error! Bookmark not defined.76 Table of Figures Page Figure 1 Kickoff Meeting Attendees... 1 Figure 2 Capacity and Location of Major Off-Street Parking Facilities... 8 Figure 3 Redevelopment Opportunity Sites (orange) Figure 4 Redevelopment Opportunity Sites (orange) Figure 5 Redevelopment Opportunity Sites (orange) Figure 6 Redevelopment Opportunity Sites (orange) Figure 7 Redevelopment Opportunity Sites (orange) Figure 8 Redevelopment Opportunity Sites (orange) Table 1: On-Street Parking Counts Figure 9 Downtown On-Street Parking Facilities Figure 11 Capacity Audit Survey Findings: Weekday Utilization Peaks Nelson\Nygaard Consulting Associates, Inc. i

3 Figure 12 Weekday Morning Utilization Patterns Figure 13 Weekday Midday Utilization Patterns Figure 14 On-Street Metered Parking in Downtown Trenton Figure 15 Metered On-street Inventory Figure 16 Downtown s Metered On-Street Parking Supply Figure 17 Downtown s Off-Street Parking Supply (Total) Figure 18 Downtown s Off-Street Parking Supply (Available to Public) Figure 19 Capacity and Location of State, County, and City Employee Parking Facilities Figure 20 Downtown Trenton Parking Districts Map Figure 21 Minimum, Maximum & Bike Parking Requirements for Downtown Figure 22 Minimum, Maximum & Bike Parking Requirements for Downtown (Cont.) Figure 23 Key Parking Regulations as assigned per Downtown Trenton Parking Districts Figure 24 ADA-placard Use has Visible Impact Along Many Key Commercial Streets Figure 25: Trenton Retailer Survey Response: How do your customers arrive? Figure 26: Does your employer provide any of the following commute-related benefits? Figure 27 Organizational Model Options... Error! Bookmark not defined.73 Figure 28 Operational Model Options... Error! Bookmark not defined.75 Nelson\Nygaard Consulting Associates Inc. ii

4 STUDY OVERVIEW A project kickoff meeting was held at City Hall, June 10 th, The table below identifies those in attendance. This is followed by key outcomes of the meeting. Figure 1 Kickoff Meeting Attendees Contact Association Phone Jeffrey Wilkerson City Planning/HED jwilkerson@trentonnj.org Monique King-Viehland City Planning/HED mking-viehland@trentonnj.org Terry K. McEwan City Business Adm tmcewen@trentonnj.org Colin Cherry City Business Adm ccherry@trentonnj.org Jacqueline Foushee, PE, CME City DPW jfoushee@trentonnj.org Anthony Santora City DPW asantora@trentonnj.org Diana Rogers City Econ & Industrial Dev drogers@trentonnj.org Tom Brown Nelson\Nygaard tbrown@nelsonnygaard.com David Fields Nelson\Nygaard dfields@nelsonnygaard.com Dennis Burns Kimley-Horn Dennis.Burns@kimley-horn.com Sam Veraldi Kimley-Horn sam.veraldi@kimley-horn.com Adam Gibson Kimley-Horn Adam.Gibson@kimley-horn.com Heather Arnold Streetsense HArnold@streetsense.com Andrew Carten Cidade99@aol.com TRENTON250 COORDINATION The Parking Management Plan will become a component of the Trenton250 Master Plan. STUDY AREA The study will focus on downtown parking within the context of the larger parking network. As such the study area will change according to which aspect is being assessed. PROJECT GOALS Build consensus on an intergovernmental coordinated parking management plan Develop a Parking Management Plan to better manage and balance both parking supply and demand Identify and articulate the current parking system and related/potential issues; assess its effectiveness and efficiency (e.g. capacity, demand, supply, etc.) Provide short-term needs and strategies Nelson\Nygaard Consulting Associates Inc. 1

5 Serve as a guide for long term needs based on projections and future needs Based on evaluation of existing conditions and the preferred scenario, provide proposed policies, city codes, design standards, land uses, and zoning ordinances Circulation/transportation recommendations Identify and speak to economic potential Identify strategies that ensure implementation, sustainability, monitoring, and evaluation Identify location specific recommendations Develop a plan that is easily understood plan by citizens, businesses, and developers Ensure that the recommended organizational structure and parking management practices improve access to short-term parking to support the Downtown retail and commercial economy. KEY PROJECT STAKEHOLDERS City of Trenton Trenton Police Department County Offices Trenton Downtown Association State Offices - Treasury Division (manages parking for individual state offices) Downtown Business Owners Mercer County Community College Capital City Redevelopment Corporation Thomas Edison State College Nexus Properties Downtown developers/property owners Downtown Civic/Neighborhood Associations Greater Mercer Transportation Association Mercer County Improvement Authority NJTransit KEY BACKGROUND DOCUMENTS A set of background documents to be reviewed for the study was discussed and confirmed. The following list represents this list. While all documents will be reviewed, at the City s request the consultant team will consider previous study recommendations with impartiality, and develop fresh and independent analysis and recommendations. Trenton250 Vision Element 2010 Zoning Ordinance Downtown District Parking Ordinance and Sidewalk Design Standards Mayor s Transition Report Downtown Capital District Master Plan Citywide Market Study Nelson\Nygaard Consulting Associates Inc. 2

6 TPA Parking System Review TDA Parking Capacity Audit and Next Steps Report Transportation Master Plan Nelson\Nygaard Consulting Associates Inc. 3

7 BACKGROUND DOCUMENT REVIEW Image: Wallace, Roberts, and Todd + Nelson\Nygaard Nelson\Nygaard Consulting Associates Inc. 4

8 Reports, data, and analysis from several substantial planning efforts provide a wealth of material for better understanding existing parking management conditions in downtown Trenton today. Several planning documents were reviewed to this purpose, not limited to the following. Trenton Transportation Master Plan: Phase One Summary Report Nelson\Nygaard Consulting Associates, 2004 Living Trenton: The Downtown Capital District Master Plan URS, 2008 Downtown District Parking Ordinance and Sidewalk Design Standards Final Report DMJM Harris, AECOM, 2008 City of Trenton Land Development Ordinance City of Trenton, NJ, 2010 Technical Assistance Tool: Parking Audit Nelson\Nygaard Consulting Associates + EPA Building Blocks Technical Assistance Team, 2012 City of Trenton 2014 Mayoral Transition Report City of Trenton Executive Transition Committee, 2014 City of Trenton Parking System Review Bier Associates, 2014 Trenton250 Vision Element Group Melvin Design, 2015 Below is a series of summaries, providing key information and conclusions from each of the documents named above. The information and conclusions are largely presented as they were at the time of publication to provide historical context, with most material directly excerpted from the original documents. Nelson\Nygaard Consulting Associates Inc. 5

9 TRANSPORTATION MASTER PLAN: PHASE 1 REPORT In 2004 the City of Trenton released the first of a planned two-phase transportation planning process. The first phase assessed the city s existing transportation conditions, network, and facilities, and laid out a preliminary set of goals, programs, and projects to be further evaluated in phase two. The resulting plan would then become the transportation element of the city s master plan. The phase one report detailed existing conditions as well as operational goals and strategies for the future of parking in downtown Trenton in particular and the whole of the city in general. Following are excerpts from the Trenton TMP related to parking and transportation within Trenton. Vision Statement 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. 1 Goals The Trenton Transportation Master Plan (TMP) is guided by the following goals: 1. Develop an urban transportation network that stimulates and supports a reinvigorated local economy 2. Maintain and preserve the existing transportation infrastructure 3. Use transportation investments to support the centrality of downtown Trenton 4. Provide local transportation services that enhance the livability of Trenton s residential neighborhoods 5. Improve the frequency, attractiveness, and convenience of multi-modal transportation services to enhance the quality of life in Trenton 6. Use transportation to promote a safe, secure and healthy environment 7. Improve multi-modal connections between major destinations in the city including employment centers, recreation sites, and neighborhoods 8. Strengthen regional linkages between Trenton, the Delaware Valley, and the Northeast Corridor 9. Support sustainable growth & development of the surrounding region 10. Ensure that new investments equitably meet the transportation needs of all users 1 Nelson\Nygaard Consulting Associates. Trenton Transportation Master Plan: Phase One Summary Report (January, 2004), ES-1. Nelson\Nygaard Consulting Associates Inc. 6

10 Existing Parking Conditions The city s parking requirements currently resemble those of suburban municipalities, and fail to take advantage of current or projected transit services. They also fail to encourage transitsupportive redevelopment. Further, the availability of free parking for downtown employees distorts demand and creates a perception of parking shortages. Besides downtown, there are opportunities for supply and price reexaminations in several surrounding locations including the Trenton Train Station, Sovereign Bank Arena, and Waterfront Park. Further, the needs of residents and neighborhood commercial establishments could be addressed through a reevaluation of the residential permit program. Facilities and Services Inventory Primary Roadways Route 206 (Broad Street and Brunswick Avenue) 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 Parking is permitted on both sides of the street except for the length of roadway between Broad Street and Front Street. Pennington Road Parking is permitted on both sides of the road. Greenwood Avenue Parking is restricted along Greenwood Avenue except for the length of roadway between Chambers Street and South Olden Avenue. Clinton Avenue Parking is permitted for almost the entire length of Clinton Avenue. Market Street Parking is not permitted for the length of Market Street. Nelson\Nygaard Consulting Associates Inc. 7

11 Parking Facilities Figure 2 Capacity and Location of Major Off-Street Parking Facilities State of New Jersey The State of New Jersey is both the largest employer and the largest provider of parking facilities in Trenton. The state s spaces are primarily located downtown, and used almost exclusively by state employees. However, state employees do not pay for parking, but instead are issued parking permits by their respective agencies. These permits are allocated to the agencies by the State Treasury Department. Visitor parking in state-run facilities is determined by the agencies as well. State-run facilities are generally closed on evenings and weekends, except for special events. City of Trenton Off-Street Lots Trenton owns and operates a small number of surface parking lots. These lots provide parking primarily to visitors and shoppers, but some space is allocated to neighborhood residents as well. Trenton Train Station Area Parking 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. Nelson\Nygaard Consulting Associates Inc. 8

12 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. On-Street Parking and Neighborhood Parking Off-street parking in Trenton s neighborhoods for both commercial property and housing is not abundant. On some streets, on-street parking is reserved for residents with a residential parking permit only. Unlike many other parking systems, short-term parking by visitors and shoppers is not permitted in residential permit areas. Parking Supply and Management Downtown Parking in downtown Trenton is primarily oriented to the all-day parking needs of commuters. Surface parking is widely considered an underutilization of downtown land 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 of the capital cost of new parking structures, efficiently using existing spaces and exploring alternative access strategies is an essential part of determining the ideal course of action. Trenton Train Station The two high capacity garages at the Trenton Train Station have contributed to the high ridership level of various rail services at the station. The garages also serve the 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. Roebling Complex/Sovereign Bank Arena and South Trenton Waterfront The current surface parking in the arena area is adequate for events. However, as this area is targeted for future development a number of questions arise relating to pedestrian connections, the pedestrian experience, and the necessity and role of structured parking facilities and alternative access strategies. Trenton Neighborhoods Much of Trenton s housing stock contains lower rates of off-street parking than other communities, and as such residents rely on on-street parking for their vehicles. To meet these needs some areas require residential parking permits. Short-term parking is not allowed in these residential parking permit areas. 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 with those of the commercial districts which rely on visitor parking. Nelson\Nygaard Consulting Associates Inc. 9

13 New Land Use & Redevelopment Projects Downtown Parking As the city 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 provision of on-street parking for visitors 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. Downtown Traffic Parking and transportation demand management programs can help mitigate the amounts of traffic generated by new development by encouraging greater utilization of transit services. Trenton Train Station Area New residential development may increase the demand for parking in the Trenton Station Area. Canal Banks Issues in the Canal Banks Area include 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. LIVING TRENTON: THE DOWNTOWN CAPITAL DISTRICT MASTER PLAN Following are excerpts from the Living Trenton master plan documents, organized by the subdistricts identified in the plan. Each provides a summary of a recommended Improvement Program for the sub-district. Any specific recommendations related to then-existing parking facilities, or for future parking expansions, are also included from the sub-district plans. Capital District Improvement Program Given the tremendous potential for upside appreciation in residential property values, restoration of the Capital District Neighborhood should be driven primarily by private sector investment. However, in order to support this investment, a series of public actions are required. These include the relocation of surface parking lots into mixed-use parking structures, the creation of a high-quality State Park behind the State House, and the development of a neighborhood-scale linear park and bike trail. Investments in character enhancement elements such as street lighting, trees and signage is also required. Nelson\Nygaard Consulting Associates Inc. 10

14 Figure 3 Redevelopment Opportunity Sites (orange) State Park A new state park to be located at the State Capital in Downtown Trenton has been incorporated into this plan to support its implementation. This new state park will celebrate Trenton's history and cultural heritage, and attract visitors from around the nation to learn about the importance of the Capital City and the critical role it played during the American Revolution. The park will benefit city residents by providing a clean, healthy space for families and children and improving the overall quality of life in Trenton. A key objective of the park is to reconnect the Capital Complex to the Delaware Riverfront. Nelson\Nygaard Consulting Associates Inc. 11

15 Willow & Hanover Street Office/Parking Structure A parking structure lined with office use is envisioned for the surface parking lot located at the southwest corner of North Willow and West Hanover Streets. This 53,000 sf site could accommodate a three-story structure with approximately 200 parking spaces and 75,000 sf of liner office space. Using this site for a mixed-use parking structure provides for strategic relocation of surface parking spaces utilized by State employees, thus freeing land for housing and park redevelopment along the D&R Canal. Canal Banks Residential Redevelopment & Park The State-employee parking that is currently serviced on this lot would be relocated into new structured parking facilities. Mill Hill Improvement Program High levels of private sector reinvestment in the Mill Hill neighborhood have made it the premier location for downtown living and a redevelopment model for other neighborhoods in Trenton. Restoration of existing buildings should continue in order to preserve the historic integrity of the neighborhood. Infill development on vacant parcels should reflect the scale of existing development. The mixed-use commercial structures on South Broad Street and East Front Street establish the public face of the neighborhood and should be renovated to enable upper-floor residential and/or office use. Physical and program elements of Mill Hill Park should be enhanced to improve the safety and function of this amenity. Nelson\Nygaard Consulting Associates Inc. 12

16 Mercer County Parking Structure Figure 4 Redevelopment Opportunity Sites (orange) A new parking structure is proposed behind the Courthouse complex, fronting onto South Warren Street. This is the site of the vacant County jail facilities. Utilizing the slope, entry may be provided into the structure from Broad and Warren Streets, as well as from Market and Livingston Streets. Capacity for 800 to 1,000 spaces is feasible. Transit Village Improvement Program Downtown Trenton possesses a unique urban density and commuter rail infrastructure which can be capitalized upon to transform Trenton into a major employment center and residential community of choice. Commuter accessibility has the power to positively impact all of Downtown s planning sub-districts, but the most direct opportunities for development utilizing Transit-Oriented Development (TOD) best practices are in the area immediately adjacent to Trenton Station. The City is committed to Transit Village development in this area and has applied for the official State designation. Nelson\Nygaard Consulting Associates Inc. 13

17 Figure 5 Redevelopment Opportunity Sites (orange) Riverfront District Improvement Program Reconnecting Downtown Trenton to the Delaware Riverfront is a high priority for the City. Redevelopment of the Riverfront District is envisioned to include the reconfiguration of Route 29 into an Urban Boulevard that facilitates vehicular and pedestrian mobility through the District. Also proposed is the replacement of surface parking lots with strategically located parking structures sized to accommodate parking demand, and the development of mixed-use office, commercial and residential buildings that step down in height and development density as they approach the River. Improved pedestrian access to the River and paths along the Riverfront are envisioned to provide a signature experience of being in Downtown Trenton. Nelson\Nygaard Consulting Associates Inc. 14

18 Figure 6 Redevelopment Opportunity Sites (orange) Mid-Rise Mixed-Use & Parking This block is approximately 2.5 acres in size. Service and parking access should be provided from the street that defines either the north or west block face, and restricted from South Warren and Market Streets. This block is ideal for a mid-block parking structure around which development could be wrapped in subsequent phases of development, if not included in initial phase. A mix of retail, office and/or residential uses is recommended, with a maximum height of 13 stories, though anticipated building heights are four-to-six stories. Mercer County Parking Structure Site This is the site of the proposed Mercer County Parking Structure described in detail in the Mill Hill section of this plan. This project is reemphasized in this section because it is a key element of the redevelopment staging. This site has capacity for 800-1,000 spaces in a new parking Nelson\Nygaard Consulting Associates Inc. 15

19 structure which could be utilized to accommodate displaced parking while construction projects that include structured parking are underway. Utilization of this parking facility could be temporary or permanent as negotiated with Mercer County. Central Business District Improvement Program Downtown Trenton has a pleasant, walkable scale that is suitable for an urban business and residential center. It offers an urban lifestyle in contrast to the small town and rural lifestyles that dominate the area. Trenton is rich in architectural character, derived primarily from its trove of well-maintained, turn-of-the-century buildings and public monuments. Trenton is committed to growing its downtown private-sector office and residential sectors. Several large-scale buildings are ideal for adaptive reuse for these purposes. As Trenton s residential and professional employment base grows, it will be able to attract new retail and restaurants. Figure 7 Redevelopment Opportunity Sites (orange) Nelson\Nygaard Consulting Associates Inc. 16

20 Hanover Academy Neighborhood Improvement Program The Hanover Academy neighborhood is a diamond in the rough. This neighborhood is comprised of beautiful brick townhomes and row houses, as well as attractive mixed-use structures with businesses that provide neighborhood convenience services and retail. The buildings are in various states of repair and require renovation, though several buildings have been restored. The Hanover Academy neighborhood holds tremendous potential for property value appreciation. Figure 8 Redevelopment Opportunity Sites (orange) Nelson\Nygaard Consulting Associates Inc. 17

21 DOWNTOWN DISTRICT PARKING ORDINANCE AND SIDEWALK DESIGN STANDARDS FINAL REPORT The 2008 Downtown District Parking Ordinance and Sidewalk Design Standards report provided a detailed assessment of the existing parking conditions and issues specific to Trenton s downtown district. In addition to assessments and recommendations related to operational aspects of parking in the downtown, the report also assessed and provided recommendations related to the multi-jurisdictional, departmental, and organizational nature of parking management in Trenton. The following contains selected excerpts and summaries related to parking from the report. Parking Management and Oversight The City s parking management functions are currently distributed among a number of different agencies. The Division of Property Management is responsible for managing and maintaining parking meters, off-street surface lots and rental agreements with the State for state parking facilities on city owned property. The Traffic and Transportation Division of the Public Works Department is responsible for drafting all ordinances related to parking restrictions. The Police Department is responsible for parking enforcement. The Trenton Parking Authority has responsibility for a good deal of the public parking available in the downtown. Most of this parking is in garages; however, the Parking Authority also has responsibility for some parking located on surface lots in the downtown. Parking Supply Off-Street Parking The downtown area has over 20,000 off-street parking spaces. Parking structures in the downtown area provide a total of about 14,500 spaces, including structures owned by the state, county, Trenton Parking Authority (TPA), and private entities. Surface parking lots occupy a substantial amount of land in the downtown area, and the State of New Jersey is the predominant user of these lots. State lots occupy a large swath of land extending from the State House to US 1; these lots provide over 3,300 parking spaces. The city owns the Justice Complex lot and leases it to the state. Other state parking lots are located in the area of Willow and Hanover Streets, Stockton Street, and East State Street. Nelson\Nygaard Consulting Associates Inc. 18

22 State of New Jersey Parking Policy The State of New Jersey is by far the largest user of off-street parking in the downtown area. Authorized state parking accounts for over 70% of structured spaces and over 80% of surface lot spaces. It is also important to note, however, that state-owned spaces account for only 54% of all state spaces and only about 40% of total downtown spaces. Maximum Parking Standard - The state does not provide free parking to all its employees. Current state policy is to provide parking permits to no more than 62% of employees of any agency. Additional State Parking - Individual state agencies are allowed to rent additional parking spaces for their employees, over the 62% standard. Several agencies have been doing so in recent years, particularly as an incentive for new employees. As a result, the overall percentage of downtown state employees who have permit parking is over 80%. Parking Occupancy - The state estimates that about 500 spaces may be available in its parking areas on a daily basis, including 350 at the Perry Street lot and not including estimated vacancies in the State House garage. This situation suggests the opportunity for shared parking with other users during the day, or the ability to increase use by state employees who currently do not have permit parking. Alternative Commute Modes - The state provides no centralized ridematching, vanpooling, or transit subsidies for its employees. This lack of travel demand management efforts may contribute to parking demand, but it also suggests the opportunity for reducing parking demand. On-Street Parking At present, there does not appear to be active parking management, on an ongoing basis, for onstreet spaces. Active parking management would include regular maintenance of parking signs and meters, planning for changes in parking duration and rates based on surrounding land use considerations, monitoring the length of use, and enforcement of time restrictions. Table 1: On-Street Parking Counts Metered Spaces 530 Spaces with posted time restrictions 150 Spaces with no restrictions 120 Total Spaces 800 Nelson\Nygaard Consulting Associates Inc. 19

23 Figure 9 Downtown On-Street Parking Facilities Parking Demand/Utilization State House Area and Main State Parking Lots The occupancy of offstreet parking facilities is fairly high in this subarea. State Lots 1 and 1A (closest to the Statehouse) have some vacancies. West State/Hanover/Willow Street area Occupancy is fairly high in state parking areas 31, 31A, and 31B. Occupancy is somewhat lower in the Barnes Street lots, i.e., those bounded by Hanover, Willow, and Bank Streets. Downtown Garages Some parking is available at a few garages, particularly the new Lafayette Yard and Liberty Commons structures, which the Trenton Parking Authority operates. East State Street Area This subarea has fairly high occupancy, with two notable exceptions: the Merchant Street lot and the Perry Street parkandride lot. The latter provides about 500 available spaces on a daily basis. On-Street Parking Key observations from a two-part observational survey include the following. Nelson\Nygaard Consulting Associates Inc. 20

24 Occupancy rate at all legally marked spaces was over 90%. Occupancy rate at metered spaces was over 90%. Parking in no parking zones added 15% to the total number of parked vehicles. As few as 16% of occupied spaces had time on the meter. In some blocks, more than 50% of vehicles at meters were displaying handicapped placards. Up to 80% of the legally- parked vehicles during the second observation had been parked in the same spaces during the first observation. Summary Assessment Off-Street Parking The review of existing ordinances and plans, parking supply, and the occupancy surveys confirmed the following key issues relating to off-street parking: Existing State-controlled surface lots comprise a substantial amount of downtown land that could be available for development. Minimum commercial development parking requirements are suburban Minimum parking requirements, without an implemented fee in lieu of program, may discourage prospective redevelopers since many vacant buildings do not have on-site parking. Some off-street facilities have excess capacity, but available information is inadequate to assess that capacity. Parking structures need attractive and functional designs to support and promote pedestrian activity. Barriers to pedestrian safety and access make off-street parking less attractive. On-Street Parking The review of existing ordinances and plans, parking supply, and the occupancy surveys confirmed the following key issues relating to on-street parking: Insufficient on-street parking is available in the downtown area during weekdays. This may be a function of parking abuse through all-day use of on-street spaces. Regulations prohibit on-street parking on many downtown blocks. While such restrictions may be necessary for circulation purposes, it may be possible to allow onstreet parking in some of these areas. Enforcement of on-street parking regulations appears to be minimal in many locations in the downtown. It is apparent that long-term parkers (downtown employees) occupy on-street spaces, making the spaces inaccessible for short-term users. Some areas have unclear, inconsistent, or missing signage regarding parking restrictions. At least one key block, the south side of West Lafayette Street between Barrack Street and Warren Street, has no posted restrictions. Nelson\Nygaard Consulting Associates Inc. 21

25 The downtown area experiences widespread free parking by vehicles with handicapped plates placards at on-street parking spaces. Security concerns may have unnecessarily eliminated on-street parking spaces in some downtown locations, providing free parking for some state and federal workers. Numerous metered spaces have missing or broken meters. Constraints on available parking in the downtown area may lead to spillover into adjacent residential neighborhoods. Parking, evidently with city acquiescence, occurs on plazas and sidewalks, which impedes pedestrian flows and detracts from the streetscape. The lack of designated loading zones for trucks and vehicle passengers contributes to double parking and traffic congestion in some areas. The RSIS parking requirements decrease on-street parking supply and change the character of the urban area by requiring off-street residential parking that eliminates existing on-street spaces. The value and importance of properly managing on-street parking is not well understood in the City TECHNICAL ASSISTANCE TOOL: PARKING AUDIT In 2012, the Trenton Parking Authority and the Trenton the Trenton Downtown Association, in coordination with and funding assistance from the US EPA, completed a parking workshop focused on assessing the parking supply and utilization in the downtown core. Findings ranged from on-street observations to parking policy. The audit highlighted how state-owned parking available exclusively to state employees dominated the parking supply in the area, leaving the on-street parking supply (less than 800 spaces) constrained. The audit also validated complaints about the abuse of handicapped placards in on-street spaces. Field surveys found that on most blocks, the majority of parked vehicles were displaying a handicapped hangtag. Handicapped permits allow holders to pay the maximum amount at a metered space (as low as $0.50 for a 30 minute space) and incur no penalty for staying in the space 24 hours. Participants of the Audit workshop indicated that handicapped hangtag abuse increased when the State of New Jersey cancelled some of its parking leases, reducing the supply available to its employees. The State provides free parking to all its driving employees, but some of the offered parking is some distance away from the employees office, which presumably leads to abuse of the handicapped placards. Parking enforcement officers can do little to stop the abuse because the restrictions and requirements (or lack thereof) for handicapped placards are set up toward the holders advantage. The combination of permit abuse and inadequate enforcement undercuts any advantage strategies like pricing based on demand provide to the area. The audit also found other confusing, conflicting, out-dated, and non-strategic restrictions and regulations related to parking in Trenton including loading zones with their relevant land uses long since moved and poor matches between parking type/supply and the surrounding land uses. Nelson\Nygaard Consulting Associates Inc. 22

26 On-street management in Trenton is under the control of the City's Parking Utility (rather than the Trenton Parking Authority) where staffing constraints appear to be limiting City engagement on many long-standing, downtown parking issues. This lack of advocacy at the city level for these spaces leads to a lack of response to many of the issues parkers in downtown Trenton face. The Parking Audit echoed previous recommendations to move management of on-street parking spaces to the Trenton Parking Authority. Curbside Parking Utilization The focus of the workshop and analysis was curbside parking utilization and availability during peak-demand periods. Findings are summarized in the table and map below. Figure 10 Capacity Audit Survey Findings: Weekday Utilization Peaks Surveyed Supply Weekday Utilization Morning Midday Afternoon % 96.0% 82.9% The maps, in particular, demonstrates the lack of availability among curbside spaces during morning and midday peak-demand periods. Figure 11 Weekday Morning Utilization Patterns Nelson\Nygaard Consulting Associates Inc. 23

27 Figure 12 Weekday Midday Utilization Patterns The Parking Audit resulted in a set of Strategies and Actions for the city to consider for effectively managing parking and addressing existing issues. Strategy 1 Re-initiate the "Parking Committee" Identify strategic partners, to include at a minimum: merchants, developers, members of the disabled community, the City's Parking Utility, and representatives from large, downtown employers beginning with the State and County. Address the successes and setbacks of the previous committee to build upon achievements and avoid repeating any missteps, while taking into account changing conditions, particularly evolving political conditions. Develop goals, objectives, and action timeframes based on discussions begun during the Assistance Workshop, including many of the "macro" issues driving significant merchant frustration and the lack of responsiveness from "City Hall". Develop immediate enforcement strategies, including the potential to fund increased enforcement staff, and tie that funding to performance measures linked to merchantprioritized objectives. Develop potential long-term solutions for addressing handicapped-permit abuse Use this opportunity to collect information to create a comprehensive, downtown Parking Map. Strategy 2 Continue to Explore Key Recommendations from 2008 Report Nelson\Nygaard Consulting Associates Inc. 24

28 Centralize Parking Policy and Administration. Address Disabled Placard On-Street Parking Abuse. Strategy 3 Use the Capacity Audit Tool to Quantify Handicapped-Permit Impact Use the Capacity Audit Tool to complete additional surveys. Quantify the number of vehicles displaying handicapped-permits while parked on-street during peak-demand periods. Use results to highlight: the overall level of utilization by these vehicles, the proportion of overall utilization levels represented by these vehicles, where they are parked, where they are most concentrated, and estimated meter-revenue impacts. Consider also surveying to document all vehicles observed to be in non-compliance with meters or time limits, without being ticketed, to highlight the extent of broader enforcement issues, including staffing constraints Strategy 4 Conduct Peer/ Best Practices Review Build upon TPA research into statewide parking management best practices to identify peer cities for review. Seek to identify practices that address abuse of handicapped-permits, as well as experiences that highlight the benefits of centralized, consolidated parking authority to manage on- and off-street public parking CITY OF TRENTON 2014 MAYORAL TRANSITION REPORT The 2014 Mayoral Transition Report was intended to ease the change of Trenton chief executive. It provides a summary of the conditions of municipal government functions for the incoming executive and includes recommendations based on existing and future circumstances. Operational recommendations related to Trenton Parking include: Sell all parking related functions to the Parking Authority, generating immediate revenue for the City in consideration of the revenue potential of the City s parking meters over the next several years. The Parking Authority can then upgrade and manage the entire system. The function of issuing and recording Handicapped Parking permits, and permits for Block Parties, Parades, Bazaars, and Festivals, and Recreational Area permits, as well as Parks and Other Facilities including distributing and tracking the boating permits during the spring and summer months, should be co-located with Vital Statistics and consolidated into the new Department of Community Services. In addition, the report included a long-term recommendation from the Department of Housing and Economic Development to reform parking requirements and programs in alignment with best practices, including the use of shared parking and other methods to reduce parking requirements for new development. CITY OF TRENTON PARKING SYSTEM REVIEW In 2014, the Trenton Parking Authority commissioned a study of the City s parking system. Released in early 2015, the final report provides some of the most current information on parking conditions. The focus of its recommendations is on structuring the management of this system. Nelson\Nygaard Consulting Associates Inc. 25

29 On-Street Inventory The public parking inventory/supply in the study area including on-street meters and off-street parking lots totals approximately 936 parking spaces. The study area encompasses 853+/- On- Street parking meter spaces. The map and table below present information on the inventory of on-street parking meter spaces, including information on time limits and rates. Figure 13 On-Street Metered Parking in Downtown Trenton Nelson\Nygaard Consulting Associates Inc. 26

30 Figure 14 Metered On-street Inventory Street Spaces Time Limit Rate/Hour Academy St. 17 2HR $1.00 Armory Dr. 29 2HR $1.00 Beatty St. 8 1HR $0.50 Chancery Ln MIN $1.00 E Front St. 24 1HR / 2HR $1.00 E Hanover St MIN / 1HR $1.00 E State St MIN / 1HR / 2HR $1.00 Ewing St. 15 1HR $1.00 Hamilton Ave. (East Ward) 34 1HR $0.50 Lafayette St. 24 1HR / 2HR $1.00 Market St. 14 2HR $1.00 Merchant St. 12 2HR $1.00 N Broad St. 37 1HR $1.00 N Warren St. 19 1HR $1.00 N Willow St. 39 1HR / 2HR $1.00 Perry St. 38 1HR $1.00 Stockton St. 18 1HR / 2HR $1.00 S Broad St. (CBD) 16 1HR $1.00 S Broad St. (South Ward) 108 1HR $0.50 S Clinton Ave. 28 2HR $1.00 S Montgomery St. 7 1HR $1.00 S Warren St. 39 1HR / 2HR $1.00 W Canal St. 9 2HR $1.00 W Hanover St. 54 1HR / 2HR $1.00 W State St MIN / 1HR / 2HR $1.00 Walnut Ave. 7 30MIN $1.00 William Trent. 5 1HR $1.00 Nelson\Nygaard Consulting Associates Inc. 27

31 Functionality of Parking Meters Among the spaces identified above, just 776 were found to have meters with complete assemblies. These were coin-tested to determine meter functionality, with the result that 741 spaces had fully functioning meters, just under 87% of the inventory. When compared to meter-functionality measures in 2012 (90.9%) and 2009 (93.4%), this shows a trend of declining functionality among metered parking spaces. Handicapped Parking Abuse at On-Street Meters Anecdotal information from Trenton stakeholders as well as visual observations by Bier Associates raised the question of the degree to which handicapped parking at on-street meters affects the availability of on-street parking spaces for visitors to Trenton. Surveys were completed to document the impact of occupancy by handicap-permitted vehicles among the metered parking supply. On average, 20% of parked vehicles displayed a handicapped parking placard. In the areas closest to the State Capitol, the share was 29%. Parking System Administration and Management In Trenton, key elements of the parking system are decentralized and various parking functions are performed by individual departments within the city government and the Parking Authority. 11. Parking Enforcement is performed by Municipal Parking Enforcements Officers under the supervision of the Police Department and are included in the Police Budget. 12. Meter Collection, Maintenance, and Repair is performed by employees, under the supervision of DPW Traffic Division and included in the Parking Utility Budget. 13. Parking Meter coin, after collection, is held by the Tax Collector and transferred to an armor car service for counting and bank deposit. 14. Parking Revenue, which includes; parking leases, parking lot revenue and meter coin is accounted for by the Finance/Treasurer s Department. 15. Facility Maintenance and Repair is the responsibility of the Department of Public Works. 16. Sign and Meter Pole Replacement is the responsibility of the Department of Public Works. 17. Director of Public Works prepares the Parking Utility s Annual Budget, which is approved by the City Administrator. 18. Meter Placement, On-Street Parking Meter Fees and TPU Parking Lot Rates are set by Ordinance of the City Council. 19. Off-street Parking Facilities (garages & lot) are operated by the Trenton Parking Authority. Enforcement TPU staffing budgeted for the past five years has provided for parking enforcement by 4 PEOs. The Police Department budget allows for 4 PEO s. Presently, 1 PEO is on medical leave and 1 PEO has retired. Consequently, parking enforcement is currently conducted by two (2) Parking Enforcement Officers (PEO). Parking regulations are enforced Monday thru Friday generally from 8 AM to 4 PM. Nelson\Nygaard Consulting Associates Inc. 28

32 PEOs are presently primarily tasked by the Police Department to follow the municipal street sweeper and to issue summonses to vehicles that have not vacated the curbside during alternate side of the street sweeping days and hours. PEOs are secondarily tasked to enforce Residential Parking Permit (RPP) zones. On and off-street parking meters and parking lots enforcement is the lowest PEO priority and is not a regularly schedule task of the PEOs. There are no set hours or days for PEOs to patrol Government, County Court or CBD area on-street parking meters. Based upon 2010 thru 2013 summons data provided by the Municipal Court, Trenton Parking Enforcement Officers issued approximately 416 parking summons per month, per PEO. Current PEO enforcement activity results in only 21 summonses per day, per PEO, based on a 20 day work month. Most PEO summonses are issued for street sweeper ($55) and Residential Parking Permits (RPP) enforcement ($55) violations. Overtime parking summons ($47) are infrequently issued. PEO performance standards in other urban environments similar to Trenton for on-street parking meter violations is between 600 and 1,000 summons per month, per PEO, with a performance standard of 800 summons per month. Facility Maintenance In general, the City s off-street surface parking facilities are in poor condition. It is also important to maintain these facilities to prevent personal injury, reduce the City s associated monetary liability and insurance rates, and to ensure that the city s parking assets are maintained and maximized their useful life. Signage Currently there is no wayfinding signage, directing parkers to off-street public parking lots in the neighborhoods. Existing lot identification signage is not always visible from the street and is utilitarian. Parking System Revenue & Expense Parking Revenues collected by the City of Trenton are generated from three sources: parking lot leases, on-street parking meter fees, and revenue from off-street meterd parking lots. The revenue from each of these, as recorded annually between 2008 and 2014, is summarized below. Nelson\Nygaard Consulting Associates Inc. 29

33 Salary and benefits for staff necessary to operate the on-street meters and municipal parking lots was $451,692. If the revenue from the State of New Jersey parking leases is excluded from the revenue calculations above, the City operates at a significant deficit each year TRENTON250 VISION ELEMENT The Trenton Planning Board adopted the Vision Element of the Trenton250 Master Plan in October of The Vision Element included eight guiding principles for the city to follow through Three of these principles, Advance Good Governance, Reinforce High-Quality Neighborhoods and a 24/7 Downtown Trenton, and Capitalize on Location and Urban Form to Support a Multi-Modal Transportation Network, have particular relevance to parking in the city. The Vision Element outlined what these principles mean in terms of the existing (in 2014) circumstances of the city and the vision for these principles in the future (in 2042). Principle 4: Advance Good Governance Trenton will be a place where the City, County, and State work together for the greater good of Trenton and be responsive to residents and businesses. In 2014: Many Trenton residents and stakeholders feel strongly that government has not conducted public affairs and managed public resources in a responsible manner. Issues range from the State not supporting Trenton to complaints about property tax rates and over regulation of business. Regardless of what core issue is most important to residents, the result is overwhelmingly a mistrust of City, County and State government. Nonetheless, there is hope that a new mayoral administration will be able to rebuild trust and improve governance. In 2042: The City, County, and State will consistently work together to ensure that Trenton succeeds. The various levels of government will coordinate efforts to improve communication; increase quality and access to programs and services; and reduce regulatory barriers to starting Nelson\Nygaard Consulting Associates Inc. 30

34 businesses. All governments will operate under the understanding that a stronger Trenton is a stronger mid-jersey Region and a stronger New Jersey. Key goal topics: great customer service for businesses and residents, regulatory reform, intergovernmental cooperation, alleviating government hindrances to Trenton s growth, etc. Principle 7: Reinforce High-Quality Neighborhoods and a 24/7 Downtown Trenton Trenton will be a beautiful regional destination defined by a network of walkable communities where residents and visitors are a short trip to nodes of businesses, entertainment establishments, and high-quality civic institutions. In 2014: Trenton is a mid-sized city with a strong community orientation which makes it attractive to those who want to live in urban environments but do not want to live in the large metropolises of New York and Philadelphia. The City s neighborhoods are walkable, and residents have inherited a significant stock of high quality but often under-maintained architectural assets. The City s Downtown is dominated by nontaxable government and non-profit uses, lacks a strong residential community, and in the words of one resident is terrifyingly ugly. These deficiencies in the core of the city limit homeownership in surrounding areas and contribute to a negative perception of the city. In 2042: Trenton will distinguish itself by offering easy mobility between high-quality neighborhoods in a mid-sized city environment. A mix of preserved, adaptively-reused, and contemporary buildings will reinforce Trenton s unique urban streetscapes. The city will capitalize on its historic districts as a way of promoting a place character that is attractive to home buyers who see the benefit of living in older urban cities. Neighborhoods will provide diverse income groups with high-quality living opportunities. They will be anchored by activity nodes which provide residents with many of their day-to-day consumer, community, cultural, and spiritual needs. The city s mix of cultures, a result of centuries of immigration, will provide a natural energy and vibrancy that businesses and residents value. These nodes and neighborhoods will be well linked to a high-quality central mixed use district that serves as the downtown to the mid-jersey region. In 2042, the downtown will have a vibrant residential population as well as a diversity of businesses which contribute to building the City s tax base. City, County and State Governments will use their land efficiently and in a manner that supports a multi-modal urban environment. As a result, government maintain its prominent presence while significantly reducing the quantity of land it occupies, allowing for more ratable private development. Principle 8: Capitalize on Location and Urban Form to Support a Multi-Modal Transportation Network Trenton will have a multi-modal transportation network that is accessible throughout the city and connects to mid-jersey and northeast corridor destinations. Nelson\Nygaard Consulting Associates Inc. 31

35 In 2014: Located between New York and Philadelphia, Trenton is the natural center for Mercer County and uniquely situated to be the Downtown for the mid-jersey region. The City has excellent automotive and regional rail connections to New York City, Philadelphia, and Camden, as well as other destinations along Amtrak s Northeast Corridor. There are also clear opportunities to connect public transit to businesses and residents along the Route 1 Corridor. Internally, the city is walkable and with improvements could be very bikeable. Nonetheless, the City s surface infrastructure is often under-maintained and the bus network difficult to navigate. Parking in the Downtown is inefficient, needlessly occupies valuable land for development, and does not provide the level of service necessary to support a 24/7 mixed use district. Equally important, highway infrastructure has created physical barriers that prevent the City from capitalizing on major assets, the waterfront chief among them. In 2042: Trenton will distinguish itself by offering easy mobility between high-quality neighborhoods in a dense, mid-sized city environment. The City will be known as a place where people of all ages and abilities utilize a variety of mobility options to meet their transportation needs. Neighborhoods and the downtown will be a safe place to walk at all times. A network of easily identified and well-maintained bike lanes will make it easy for residents and visitors of all ages and genders to bike throughout the City. Public transportation, including buses, will provide residents commuting options that are quick and comprehensible. Likewise, the City will have strong links to its surroundings. The city will be connected into an extensive regional trail network (e.g. East Coast Greenway, Delaware Heritage Trail, and the D&R Canal Trail). The City will continue to support and expand rail and bus services that connect the City to regional and mega-regional destinations. In the event that high-speed rail is built, the City will have capitalized on the opportunity to expand its residential and economic base. Efforts to promote a multi-modal local and regional transportation network will have facilitated an efficient use of land for parking. As a result, there will be more space available for residential and commercial development, resulting in increased tax revenue and a larger residential population who can support local businesses. Nelson\Nygaard Consulting Associates Inc. 32

36 INVENTORY & MANAGEMENT Nelson\Nygaard Consulting Associates Inc. 33

37 PUBLIC PARKING SUPPLY Parking that is primarily provided for public use consists of on-street spaces and off-street parking lots and structured facilities maintained by the City and the Trenton Parking Authority. On-Street Spaces There are approximately 853 metered on-street parking spaces in the city s central business districts and commercial corridors. The location of these spaces within downtown Trenton is presented in the following map, including their meter rate and time-limit restrictions. (A table detailing the supply and regulation for each block is presented in the Appendix). Figure 15 Downtown s Metered On-Street Parking Supply Off-Street Spaces There are over 15,000 off-street, publicly available parking spaces in the study area: 12,631 are municipally owned (this includes those owned by the City, County, State, and TPA) and 2,778 are private. (Another 4,000 off-street parking spaces are not available for public use.) The location of all available off-street spaces within downtown Trenton, and those available to the public are presented in the following maps. (A table detailing the supply at each location, type of facility, and owner is presented in the Appendix). Nelson\Nygaard Consulting Associates Inc. 34

38 Figure 16 Downtown s Off-Street Parking Supply (Total) Nelson\Nygaard Consulting Associates Inc. 35

39 Figure 17 Downtown s Off-Street Parking Supply (Available to Public) GOVERNMENT-EMPLOYEE PARKING SUPPLY Trenton is both the seat of Mercer County and the capital of New Jersey. As such, it attracts thousands of commuters each morning, the majority of which drive to work from other cities. The City represents a third, large employer generating significant commuter activity. Over a thousand parking spaces have been constructed, and are maintained, to accommodate the combined commuter activity of these employers (see Figure 18Figure 18). Nelson\Nygaard Consulting Associates Inc. 36

40 Figure 18 Capacity and Location of State, County, and City Employee Parking Facilities While these spaces are generally reserved for employee parking during the daytime, they present a significant opportunity to expand public parking capacities during evenings and weekends, if and when shared parking arrangements can be secured. State-employee parking facilities, in particular, also present a potential opportunity to recapture valuable downtown real estate for redevelopment, if commuter parking demand can be reduced through increased use of drivealone alternatives. Nelson\Nygaard Consulting Associates Inc. 37

41 PARKING MANAGEMENT An inventory of current management and operations was completed for the Trenton Parking Authority in The following overview is based on information from that study s final report, as well as direct contact with the Trenton Parking Authority (TPA) and the Trenton Parking Utility (TPU). The information is presented as a comparison of operations for both TPA and TPU supplies, and includes the major categories of organizational structure, operations, enforcement, collections, meter maintenance, facility maintenance, and revenue and expenses. Organizational Structure TPA Today the TPA has a Director position that has been recently vacated. The Board is seeking a qualified candidate. Until then, all initiatives and decision making is provided by the board. There are three administrative and office personnel that assist with phone duty, general administration, and all of the back office functions TPU The Trenton Parking Utility (TPU) has no official Parking Director and the Mayor serves as the current Leader. 2 Bier and Associates, 2015 Nelson\Nygaard Consulting Associates Inc. 38

42 Operations: Off-Street Facilities TPA The TPA operates the following offstreet facilities: Broad and Front Garage (this facility has been closed for about three years). Lafayette Garage Liberty Commons Garage Warren St. Garage Merchant St. Lot The garages are open until 10pm, with the exception of the Lafayette Garage which is open 24 hours day seven days a week as it supports the hotel. Physical counts are normally done twice a day to establish current utilization. These are done by the booth attendants during the day. The garages have Federal/APD/3M equipment that is about years old. All the facilities have credentialed access with proximity cards. The garages and the surface lots have pay stations. There are nine booth attendants and two operational supervisors. There are no current parking rules other than the ten o clock required departure in the decks. TPA Parking Revenue is accounted for within the TPA TPA rates are set by the TPA TPU The TPU operates the following offstreet facilities: 83 metered spaces split between multiple lots TPU rates are set by Ordinance of the City Council. TPU off-street revenue, including parking leases, is accounted for by the Finance/Treasurer's Department. Nelson\Nygaard Consulting Associates Inc. 39

43 Operations: On-Street Meters TPA The TPA does not currently own or manage any on-street facilities. TPU TPU has 853 regulated metered spaces of which 783 or 92% had complete parking meter assemblies. 694 or 81% were fully functional. Meter placement and rates are set by Ordinance of the City Council. Enforcement is performed by municipal Parking Enforcements Officers, supervised and funded by the Police Department. Meter collection, maintenance, and repair is performed by City employees, under the supervision of DPW Traffic Division. Meter revenue is held by the Tax Collector. Sign and meter pole replacement is the responsibility of the Department of Public Works. Nelson\Nygaard Consulting Associates Inc. 40

44 Enforcement TPA The TPA has no official enforcement function and no plans to have one. TPU Parking Enforcement Officers (PEOs) are employees of the Police Department and are primarily tasked to follow the municipal street sweeper and issue summonses to vehicles that have not vacated the curbside during alternate side of the street sweeping days and hours. PEOs are secondarily tasked to enforce Residential Parking Permit (RPP) zones. Compliance with onand off-street parking meters and parking lot rates is not a regularly scheduled task of the PEOs. Current staffing levels are 4 PEO s, with two of them on active duty. One PEO has retired and one is on sick leave. PEO s use handheld AOC ticketing devices. The two active PEO s issue an average of 21 summons per day per PEO. The Police Department has created a Sergeant's position in the Bike Unit. The Police Department is hopeful that supervision of the PEOs can be added to the Bike Unit Sergeant's responsibility. Due to staffing constraints, parking fee compliance at on-street parking meters and in parking lots is not enforced on weekends and weekdays after 4 PM. Nelson\Nygaard Consulting Associates Inc. 41

45 Revenue Collection TPA The booth attendants (currently nine on staff) at these facilities use a drop safe with a rotational collection done by Operational Supervisors. There are two operational supervisors on staff today. TPU On-street parking meters have a Closed Vault collection system, which collects deposited coins into a locked coin canister, located inside the meter's locked vault. The parking meter vault is unlocked by the meter collector. When the meter coin canister is removed from the collection cart, the coin canister has a spring activated mechanism which automatically locks the meter coin canister as it is removed from the docking port. After the meter route is collected, the meter collector brings the collection cart to the Tax Collectors Office. The Tax Collectors Office receives the locked collection cart and issues a receipt to the meter collector noting the collection cart number and the date received. Current staffing levels for the TPU is two Meter Collection/Repairers. Nelson\Nygaard Consulting Associates Inc. 42

46 Meter Maintenance TPA Meter maintenance and all general equipment maintenance is contracted out. TPU Meter maintenance and repair is conducted by a TPU senior meter collector, under the direction of the DPW Traffic Division. No formal Broken Meter Report or public reporting procedure for a broken meter currently exists. Meter repair is conducted daily, based upon observation of a malfunctioning meter by the senior meter collector while in the field. DPW workers are available to the Traffic Division to straighten meter poles, dig holes, and set poles for parking meter installation and replacement. Facility Maintenance, Cleaning, and Litter Removal TPA The TPA maintains its own facilities and has 1 FTE dedicated to most maintenance functions. If more is needed they would develop an RFQ. Best and Associates provide equipment maintenance to the Federal/APD/3M equipment. TPU At the present time, there is no formal maintenance, repair, and resurfacing program in effect for the municipal public parking lots. Nelson\Nygaard Consulting Associates Inc. 43

47 POLICY SUMMARY In any city, public policies, rules, and regulations that go beyond direct parking management will have a significant impact on parking conditions and management efforts. Some of the most important are listed below. Parking requirements for new/reuse development ADA parking policies and regulations Transportation Demand Management, particularly in the form of commuter benefits offered to incentivize non-driving options Revenue Generation and Return, including how much revenue public parking generates, if it is sufficient to maintain a well-managed public parking system, and how the revenue is invested. Various Parking Management and Transportation policies articulated in adopted plans and other official policy documents. Parking Requirements Parking requirements for new and reuse development projects are articulated in the City s Land Development Ordinance. In 2010, the City of Trenton revised the ordinance s parking requirements, particularly for its downtown areas. Key changes included reduced minimum requirements, the inclusion of maximums that limit the amount of parking provided, and the introduction of requirements to provide parking for bicycles. The new ordinance also introduced an In Lieu Fee which could be paid in lieu of providing the required parking. It also requires developers to compensate for the loss of on-street parking, either through provision of off-street parking that would be publicly accessible or through payment of the In Lieu Fee. As stated in the ordinance: Bicycle Parking Requirements have been established to make the use of bicycling a more convenient and accessible alternative in the Trenton Downtown. Minimum Parking Requirements have been established to ensure that there is sufficient parking to meet the goals of the City of Trenton for Downtown development and redevelopment. Maximum Parking Requirements have been established and are intended to: Preserve open space and limit impervious surfaces; Reduce congestion; Encourage attractive, pedestrian-friendly urban design; Promote non-automobile modes of transportation. Minimize costs for parking construction, operations and maintenance; Reduce traffic and traffic related costs; and Operate with a greater floor-to-area ratio, increasing leasable space. Distinct minimum parking requirements and other regulations are set for 10 Downtown parking districts, which are also defined in the ordinance. 1. West State St. Nelson\Nygaard Consulting Associates Inc. 44

48 2. State/Hanover 3. State House Area 4. Downtown 5. State Offices 6. Academy 7. East State 8. Mercer Jackson 9. Ewing-Carroll 10. Train Station Figure 19 Downtown Trenton Parking Districts Map Nelson\Nygaard Consulting Associates Inc. 45

49 Figure 20 Minimum, Maximum & Bike Parking Requirements for Downtown W. State Street State/Hanover State House Area Downtown State Offices Land Uses Min Max Bike Min Max Bike Min Max Bike Min Max Bike Min Max Bike Residential (per Unit) /ea bdrm> /ea bdrm> /ea bdrm> /ea bdrm> /ea bdrm> Office (per 1,000sf) Retail/ Commercial (per 1,000sf) Hotel (per room) Restaurant (per seat) Movie Theater (per seat) Conference/ Convention (per 1,000sf) Place of Worship (per seat) Other (per 1,000sf) Na Na Na Na Na Na Nelson\Nygaard Consulting Associates Inc. 46

50 DOWNTOWN PARKING STUDY EXISTING CONDITIONS REPORT Figure 21 Minimum, Maximum & Bike Parking Requirements for Downtown (Cont.) Academy E. State Street Mercer Jackson Ewing Carroll Train Station Land Uses Min Max Bike Min Max Bike Min Max Bike Min Max Bike Min Max Bike Residential (per Unit) /ea bdrm /ea bdrm /ea bdrm /ea bdrm /ea bdrm 0.40 Office (per 1,000sf) Retail/ Commercial (per 1,000sf) Hotel (per room) Restaurant (per seat) Movie Theater (per seat) Conference/ Convention (per 1,000sf) Place of Worship (per seat) Other (per 1,000sf) Nelson\Nygaard Consulting Associates, Inc. 47

51 DOWNTOWN PARKING STUDY EXISTING CONDITIONS REPORT Options to Reduce Requirements The ordinance provides several options for a developer to reduce a project s minimum parking requirement, based on project characteristics that should be expected to reduce the amount of parking its land uses will generate. Shared Use Parking An agreement to share parking in a parking facility with other developments can be used to reduce a minimum requirement. Proximity to Transit A minimum parking requirement can be reduced by 10% for projects located within 600 feet of the Trenton Train Station or any Light `Rail Transit Station. Public Accessibility to Parking A minimum parking requirement in excess of 50 spaces can be reduced by 10% by entering into an agreement with the City to permit shared use parking on its property with a compatible development. This reduction will be permitted only if the Applicant is able to demonstrate to City planning staff satisfaction that there are periods where the parking will not be occupied by the proposed development. Additional Bicycle Parking A minimum parking requirement may be reduced by one space for every additional 5 bicycle parking spaces provided on the project site above the minimum number required. Unbundled/Priced Parking A minimum parking requirement may be reduced by 10% by agreeing to sell or rent all parking spaces separately from a lease or sale of building space. Rental Housing A minimum parking requirement for residential uses may be reduced by up to 10% based on the share of residential development space that is provided as rented versus owned units. Car Share Program A minimum parking requirement in excess of 20 spaces may be reduced by 5% if a car sharing service is located within 1,200 feet of the development, or by 4 parking spaces for each car share vehicle located in a residential building. Surface Parking Restrictions Certain areas of the downtown are intended for high density development and therefore are restricted from meeting minimum parking criteria through the creation of surface parking lots. Curb Cut Restrictions Where there is on-street parking on a street in the downtown, the introduction of curb cuts for driveways should be limited and located to minimize their impact to available on-street parking. Nelson\Nygaard Consulting Associates, Inc. 48

52 DOWNTOWN PARKING STUDY EXISTING CONDITIONS REPORT At the discretion of the City Planning or Zoning Board, the Applicant may be permitted to construct a driveway if fewer than the designated number of replacement spaces are created, provided that the Applicant pays a fee for each replacement space not created, in accordance with the then Applicable Parking Fee in Lieu of Minimum Spaces for the District in which the driveway is located see below. Restrictions on Location of Parking To preserve the urban streetscape, some parking in the downtown districts, whether surface or garage, is to be located at the rear of the development. Specific parking location restrictions are identified for each Parking District. These requirements also address if minimum parking requirements can be addressed off-site, and the maximum distance that the off-site parking can be located. Parking Fee In Lieu of Minimum Spaces If the individual or mixed use minimum parking requirement, or portions of the parking requirement, cannot be met, developers may purchase relief through the Parking Fee in Lieu of Minimums, at the rates per parking space provided in accordance with the In Lieu of Parking Fee Schedule maintained by the City of Trenton Planning Office. This fee will be deposited into the Trenton Parking Improvement Fund to be used exclusively for the development, improvement or maintenance of public shared parking in the Downtown. Differences in the Parking In Lieu of Fees between districts reflect the differences in cost of constructing surface parking versus structured parking and may reflect the difference in land costs in different Downtown Parking Districts. Nelson\Nygaard Consulting Associates, Inc. 49

53 DOWNTOWN PARKING STUDY EXISTING CONDITIONS REPORT Figure 22 Key Parking Regulations as assigned per Downtown Trenton Parking Districts District Surface Parking Counted Toward Minimum Requirement Off-Street Parking must be located within # of off-street spaces required/ on-street parking space removed In Lieu Fee per space W. State St Yes $6,000 State/Hanover Yes $15,000 State House Area Yes $15,000 Downtown No $15,000 State Offices No $15,000 Academy Yes $6,000 E. State St Yes $6,000 Mercer-Jackson Yes $6,000 Ewing-Carroll Yes $6,000 Train Station No $15,000 ADA Parking State of New Jersey law provides very generous parking benefits to drivers with ADA parking placards. Once they have deposited the maximum payment accepted at any parking meter, they may leave their car in place all day, without penalty for over-staying posted time limits. As many other cities have discovered, this well-intentioned policy has courted misuse of these permits, to an extent that is clearly visible along many of downtown Trenton s key commercial streets. Spaces that are metered to promote short-term parking in support of local businesses are commonly occupied all day long by commuters taking advantage of this law. The impact of these permits was much more modest until the State of New Jersey reduced the overall parking supply available to its employees. While the State still provides free parking for all its employees who drive to work, the convenience of this parking for many employees was reduced following the change. Subsequently, the volume of ADA placards used by vehicles parked on the street began to increase. Gradually, the area of impact expanded well beyond blocks immediately adjacent to large State buildings. Nelson\Nygaard Consulting Associates, Inc. 50

54 DOWNTOWN PARKING STUDY EXISTING CONDITIONS REPORT Figure 23 ADA-placard Use has Visible Impact Along Many Key Commercial Streets Transportation Demand Management (TDM) In 1984, in an effort to reduce traffic congestion and improve mobility in and around Mercer and Ocean counties, the Greater Mercer Transportation Management Association (GMTMA), a nonprofit public/private partnership, was established. The GMTMA provide variety of countywide commuter programs, services, and incentives for its members and their employees to help reduce dependence on single-occupancy automobile use, including ridesharing programs such as carpooling and vanpooling. Today, GMTMA s membership includes small and large businesses, local and regional governments, state agencies, and other public and private institutions. Registering with GMTMA s ridematch database is free to all employees of member companies/organizations. Registered carpoolers are eligible for benefits that include an online shopping discount, and use of the Home Free program which provides a free ride home on days when circumstances prevent use of the carpool at its regularly scheduled time. Registered vanpoolers receive these same benefits plus a $175 per month incentive to rent a vehicle from a third party provider, and an empty-seat subsidy that pays the share of a lost rider for up to three months. Vanpool users are also eligible for the commuter tax benefit. Nelson\Nygaard Consulting Associates, Inc. 51

55 DOWNTOWN PARKING STUDY EXISTING CONDITIONS REPORT Revenue Generation and Return Capturing parking revenue within a parking management system has been established as an important strategy for effective parking management, particularly when such revenue can be invested in transportation and mobility improvements. Demand for walkable and transit oriented downtown living, working, and recreational opportunities is strong and steadily rising. Capturing revenue from parking activity can be one of the most effective means of funding the infrastructure transformations necessary to reverse the impact that decades of catering to auto traffic and parking have had on downtown Trenton s intrinsic walkability and transit functionality. Trenton Parking Utility There is no current system for retaining any portion of parking revenues from TPU-managed assets specifically for the maintenance of the parking system. Rather, all revenue is directed into the City General Fund. Trenton Parking Authority By contrast, TPA revenue is retained specifically for the maintenance of their parking program. Policy Statements from Existing Plans and Policy Documents 2004 Transportation Master Plan Among the 10 Goals articulated in the 2004 TMP, the following directly or indirectly helps to define the role of parking as a citywide transportation and economic development resource. Goal 3 - Use transportation investments to support the centrality of downtown Trenton Goal 4 - Provide local transportation services that enhance the livability of Trenton's residential neighborhoods Goal 5 - Improve the frequency, attractiveness, and convenience of multi-modal transportation services to enhance the quality of life in Trenton Goal 6 - Use transportation to promote a safe, secure and healthy environment Goal 7 - Improve multi-modal connections between major destinations in the city including employment centers, recreation sites, and neighborhoods Goal 9 - Support sustainable growth & development of the surrounding region Goal 10 - Ensure that new investments equitably meet the transportation needs of all users The TMP also articulates the following, formal, parking-related Objectives. Encourage use of alternative transportation modes Encourage transit-supportive land use development Implement comprehensive program of parking supply and demand management strategies for downtown Trenton Redevelop surface parking lots into new commercial and residential infill development that reinforces downtown's fine-grain urban fabric Minimize new parking demand and traffic generated by new commercial and residential infill development Nelson\Nygaard Consulting Associates, Inc. 52

56 DOWNTOWN PARKING STUDY EXISTING CONDITIONS REPORT Land Development Ordinance As noted above, the City s Land Development Ordinance was updated in This update included the following stated objectives for three of its central components. Minimum Parking Requirements have been established to ensure that there is sufficient parking to meet the goals of the City of Trenton for Downtown development and redevelopment. Maximum Parking Requirements have been established and are intended to: Preserve open space and limit impervious surfaces; Reduce congestion, traffic, and traffic-related costs; Encourage attractive, pedestrian-friendly urban design; Promote non-automobile modes of transportation;and Minimize costs for parking construction, operations and maintenance. Bicycle Parking Requirements have been established to make the use of bicycling a more convenient and accessible alternative in the Trenton Downtown. It also articulated policy positions regarding the cost of redundant, private parking facilities in terms of reduced curbside parking capacities. On-street parking is an important resource to a vibrant downtown. On-street parking is a City asset and has a tangible value to the City. During any given day, if properly managed, one onstreet parking space can accommodate from 3 5 visitors to the downtown. Therefore, in addition to breaking up pedestrian flow and increasing the number of pedestrian and vehicle conflicts, the introduction of curb cuts for driveways diminishes a City asset and displaces 3 5 visitors who must seek an alternative parking accommodation. For these reasons, where there is on-street parking on a street in the downtown, the introduction of curb cuts for driveways should be limited and located to minimize their impact to available on-street parking. Trenton250 Vision Element The Trenton250 Vision Element outlines several guiding principles for achieving the 2042 vision for the city. Principle 8, in particular, summarizes current transportation and parking while identifying how changes to these conditions will be essential for achieving the overall vision for Trenton. In 2014: Located between New York and Philadelphia, Trenton is the natural center for Mercer County and uniquely situated to be the Downtown for the mid-jersey region. The City has excellent automotive and regional rail connections to New York City, Philadelphia, and Camden, as well as other destinations along Amtrak's Northeast Corridor. There are also clear opportunities to connect public transit to businesses and residents along the Route 1 Corridor. Internally, the city is walkable and with improvements could be very bikeable. Nonetheless, the City's surface infrastructure is often under-maintained and the bus network difficult to navigate. Parking in the Downtown is inefficient, needlessly occupies valuable land for development, and does not provide the level of service necessary to support a 24/7 mixed use district. Equally important, highway infrastructure has created physical barriers that prevent the City from capitalizing on major assets, the waterfront chief among them. Nelson\Nygaard Consulting Associates, Inc. 53

57 DOWNTOWN PARKING STUDY EXISTING CONDITIONS REPORT In 2042: Trenton will distinguish itself by offering easy mobility between high-quality neighborhoods in a dense, mid-sized city environment. The City will be known as a place where people of all ages and abilities utilize a variety of mobility options to meet their transportation needs. Neighborhoods and the downtown will be a safe place to walk at all times. A network of easily identified and well-maintained bike lanes will make it easy for residents and visitors of all ages and genders to bike throughout the City. Public transportation, including buses, will provide residents commuting options that are quick and comprehensible. Likewise, the City will have strong links to its surroundings. The city will be connected into an extensive regional trail network (e.g. East Coast Greenway, Delaware Heritage Trail, and the D&R Canal Trail). The City will continue to support and expand rail and bus services that connect the City to regional and mega-regional destinations. In the event that high-speed rail is built, the City will have capitalized on the opportunity to expand its residential and economic base. Efforts to promote a multi-modal local and regional transportation network will have facilitated an efficient use of land for parking. As a result, there will be more space available for residential and commercial development, resulting in increased tax revenue and a larger residential population who can support local businesses. Nelson\Nygaard Consulting Associates, Inc. 54

58 STAKEHOLDER INPUT Following is a summary of input from the following outreach efforts. Downtown Business Community Engagement Resident Survey Commuter Survey Visitor Survey BUSINESS COMMUNITY A Retailer Survey was distributed in 2015 and received responses from 20 downtown retail business owners representing Neighborhood Goods & Services (6 respondents), Food & Beverage (6 respondents), General Merchandise, Apparel, Furnishings and Other (GAFO): 8 respondents. The retailers were categorized in this way due to the variability in their product delivery needs, customer needs (including travel distance), and employee parking needs. Figure 24: Trenton Retailer Survey Response: How do your customers arrive? Patrons of Neighborhood Goods and Services retailers originate from within the neighborhood, as their businesses are convenience-based. Despite this reality, more than half of their customers arrive by car with only 40% walking or bicycling. Employees of the Neighborhood Goods and Services businesses tend to primarily drive to work, and 20% of them park on the street for the duration of their shift. Although most employees park in public lots or garages, and 66% of business transactions take 30 minutes or less, there is not enough meteredparking turnover to prevent retailers dissatisfaction with the amount of time customers have to complete their business relative to parking time limits. Half of the Neighborhood Goods and Services businesses receive deliveries throughout the day, and 100% of them receive them through their front door. This clearly demonstrates the need for reliable and available street access/loading-zones for deliveries. Patrons of Food and Beverage retailers are attracted from a larger area than Neighborhood Goods and Services businesses. This is especially true if the Food and Beverage establishments are clustered in a way that provides many choices within walking distance of each other. Nelson\Nygaard Consulting Associates, Inc. 55

59 The majority of these customers arrive on foot or by bike with only 16.7% driving and an additional 16.7% arriving by transit. This is partly explained by the reality that half of the Food and Beverage retailers patrons work in the neighborhood, and the other half live in the neighborhood. Although these survey responses support only a minimal need for local parking, 75% of food and beverage retailers do not believe that parking is adequate to serve their customers. To illustrate the importance of perception versus reality in this context, see the sidebar below. Restaurant Patron Parking: Perception vs Reality Excerpted from Bikenomics 1 According to legend, the owner of a fancy restaurant in Manhattan objected strenuously to plans to replace some of the street parking on his block with a separated cycle track. 90% of his customers arrived by car, he claimed, and the new street configuration would put him out of business. Upon hearing this, transportation commissioner Janette Sadik-Khan sent a staffer to stand outside that restaurant that night and ask every customer who walked through the door how they had arrived. Only 10% had driven. 1 Blue, Elly. Bikenomics: How Bicycling Can Save the Economy. Portland, OR: Microcosm Publishing, The parking needs of Food and Beverage employees are different from those of customers. Sixty percent of Food and Beverage business employees drive to work, and the majority of those who drive, park on the street. Food and Beverage employees choice of parking location likely relates to the shifts they work. The Neighborhood Goods and Services employees are more likely to work conventional business hours than food and beverage employees who arrive at work on shift schedules when on-street parking may be more available. The potential for downtown Trenton s Food and Beverage establishments to expand their market to visitors from more distant neighborhoods or towns, however, may be stunted by limited nearby parking options. Indeed, the results of the visitor survey that follow, will show that only 21% of visitors to Trenton come to the City for dining. General Merchandise, Apparel, Furnishings, and Other (GAFO) retailers include clothing stores, furniture stores, bookstores, jewelry stores, gift boutiques, pet stores, sporting goods stores, home good stores, craft stores, antique shops, electronics stores, auto parts stores, and the like. They have the ability to attract customers from long distances and, in fact, report that 31.6% of their consumer base lives outside the neighborhood. GAFO customers arrive primarily by car, their average transaction takes 30 minutes to one hour (the longest average time among the three retailer categories), and 63% of the retailers in this category feel that the availability of and time limits imposed on parking are inadequate. The visitor survey results that follow later in this section, will also show that only 8.3% of visitors to Trenton come specifically for the purpose of shopping. The highest percentage of visitors come to seek government services (31%), for culture and entertainment (25%), dining (20%) or do business in Trenton. Business owners overwhelmingly discussed the lack of parking, particularly in the afternoon during prime business hours. Multiple F&B retailers reported the limited street parking near their stores filled by 8AM, indicating that parking is being used by local workers, thus limiting the space available for visitors. A lack of enforcement of parking contributes to the lack of available Nelson\Nygaard Consulting Associates, Inc. 56

60 parking, or even discourages customers from returning according to the Business Community surveys, and as will be clear in the next section, are echoed in the Trenton Resident, Commuter and Visitor surveys. RESIDENT, COMMUTER AND VISITOR SURVEYS To better understand the travel and parking preferences, behaviors and concerns of Trenton s residents, commuters and visitors, three separate Parking and Mobility Surveys were distributed to them in the spring of The resident surveys received the most responses (166), followed by the commuter and visitor surveys, with 94 and 68 responses, respectively. Resident Survey Summary Although more than half of the survey s respondents live within walking distance of a River Line station or the Trenton Transit Center and work in Trenton, they primarily drive alone to work especially if they work in Trenton. The majority are satisfied with their drive-alone commute. Slightly more Trenton residents do or would feel more safe bicycling than walking, and 70% do or would feel safe using transit but feel the scheduling and accessibility of transit are prohibitive, and only use transit rarely. A significant majority (79%) of trips between home and other frequently visited destinations in Trenton are attained by driving alone followed by 14% on foot. Over 80% of respondents have one or two cars, and the majority park on-street. The majority of respondents find it significantly more difficult to find available parking near their home in the evenings (64%) than at any other time although 38% also find it difficult on weekends. Twothirds of respondents would not consider reducing the number of vehicles in their household if provided with convenient access to an affordable car-share service in their neighborhood. Without access to a car, respondents felt the most significant impacts on their quality of life would be no (or limited) access to work and groceries/pharmacy, and that their ability to transport kids or other dependents to school, activities and appointments would be negatively impacted. They were also concerned about access to medical and other appointments and perceived that their transportation costs and travel times would increase. The most preferred alternative to driving is transit, followed by walking. A higher percentage of respondents chose transit relative to walking as their preferred alternative for work trips than for other kinds of trips. Lack of parking permit enforcement especially in the Mill Hill neighborhood, safety, and parking availability were raised as concerns at the end of the survey when respondents were asked for any additional comments. Home location and travel mode The first several questions on the survey established respondents home location-by neighborhood as well as their proximity to transit, work location, travel mode to work and other frequently-visited destinations, and perceptions of safety. The highest percentage of respondents live in Mill Hill (28%) followed by South Trenton (10%) and Villa Park (6%). More than half work in Trenton and consider their home to be within walking distance of a River Line station or the Trenton Transit Center. Nelson\Nygaard Consulting Associates, Inc. 57

61 Seventy eight percent of Trenton residents drive alone between their home and their work location in Trenton. 3 When their work destinations are expanded to include locations outside Trenton, the drive alone rate is only 60%. This could be because free parking is provided at many Trenton work sites, in contrast to costly parking at Philadelphia or NYC work sites. Given the choices of Public Transit, Bike, Walk, None, or Other, as modes you prefer to use more frequently to get to work? the majority of respondents chose None, I am satisfied with my current commute mode. Perceptions of safety Over half of Trenton s residents do not feel safe walking to their workplace, but the same number feel safe biking there. Seventy percent do or would feel safe travelling there by bus or the River Line. One respondent noted: The street lights along Market Street south of Broad Street have been out for three years. The South Market Street passage under U.S. 1 is dark and poorly lit. There are a lot of homeless people living on the slope to the U.S. 1 bridge deposit their litter on the street. Travel mode rationale In response to the open-ended question [of the transportation modes you would prefer to use more frequently to get to work] What most prevents you from using this mode more frequently to get to work? The most common answers to this question revolved around schedule and accessibility (of transit). The next most common response was that nothing prevents me from using another mode of transportation. Distance to transit or total distance to work was the next most frequently-provided answer, followed by concerns about parking cost and availability, safety, weather and an unfriendly pedestrian and cycling environment. The next part of the survey asks about travel between home and other frequently visited destinations in Trenton (79% drive alone followed by 14% walk), and perceived safety of the various travel options. The same percentage (57%) of respondents agreed that it does not feel safe to either walk or bike, but 72% feel safe traveling by bus or the River Line. Almost half of respondents asked how often they use public transit for any trip purpose said they do so rarely. Car ownership per household and ease of parking Forty two percent of households have 2 cars and 41% have 1 car. The majority of respondents park on-street (curb parking), followed by off-street (on a private property, a garage, or parking lot). Respondents find it significantly more difficult to find available parking near their home in the evenings (64%) than at any other time although 38% also find it difficult on weekends. Sixty four percent of respondents can find parking on my block on weekdays, but slightly less (60%) can 3 This is slightly higher than the national average drive-alone rate of 76.4%. Nelson\Nygaard Consulting Associates, Inc. 58

62 find parking there on weekday evenings. On weekends, 58% of respondents can find parking on my block, with an additional 31% able to park close. One respondent noted: Each house has a minimum of two vehicles per household. Some maxing at five vehicles per household. Also there are commercial vehicles parked during the weekday and weekends. They save parking spots for each other by improperly parking until the roommate comes home. Asked If you had convenient access to an affordable car-share service in your neighborhood, would you consider reducing the number of vehicles at your household? 66% responded no, and 23% were not sure. Beyond Driving Many emphatic responses were received to the open-ended question If you were without access to a car, what would be the most significant impact on your quality of life? The most common responses, in descending order, were no (or limited): Access to work Access to groceries / pharmacy Ability to transport kids or other dependents to school, activities and appointments. Respondents were also concerned about access to medical and other appointments and perceived that their transportation costs and travel times would increase if they did not have access to a car. As many people responded that it would be impossible to get anywhere without a car as responded that it would have no significant impact. Three respondents said that they would ride their bicycles more and get more exercise without access to a car. The modes of travel that survey participants would likely begin using more frequently to go to work if they didn t have access to a car were public transit (47%), followed by walking (24%). For other purposes (ie: destinations besides work), 43% would use public transit and 35% would walk if they didn t have a car. Additional Comments The end of the survey asked Trenton residents for any additional comments. The top three issues voiced here related to parking permit enforcement, safety, and parking availability. Respondents discussed the lack of parking in the downtown and surrounding areas, and noted that permits and general parking policies should be better enforced as many drivers (State workers and people in office buildings were mentioned in this context) abuse permit regulations or print fake permits. Almost 20% of respondents voiced concerns about safety in Trenton, pointing to specific concerns about lighting, drugs, crime, and dangerous intersections. Ten percent of respondents hoped for better multi-modal options and infrastructure such as bike lanes, more transit, and improved sidewalks. Key Responses to Open-Ended Questions Those who provided written comments noted that: Walking (or walking to transit) and cycling are unsafe because the streets leading to transit or other destinations are in a poor state of repair and/or are littered, as well as Nelson\Nygaard Consulting Associates, Inc. 59

63 suffering from crime, poor lighting, homeless population, and/or may require passing under Route 1 Transit is an unattractive option because of the schedule and accessibility (distance, no parking available or payment for parking required) and perception that it is expensive More police enforcement of crime and parking permit violations is necessary Bicyclists are very concerned about bicycle theft Grocery shopping and access to a pharmacy would be difficult or impossible without a car, as would access to work To increase transit options and reduce pressure on downtown parking, one respondent suggested: If it hasn't been incorporated into conversations already, I'd personally highly recommend leveraging local businesses and churches as well as the Mercer County Bus Service via GMTMA to bring together a viable ride-sharing and part-rental transit option for residents. Other than that, there's definitely room to create a local business out of this need for residents willing to lead it and/or to reach out to corporate entities like Amazon to extend their shuttle-like service beyond Hamilton Marketplace. Commuter Survey Summary Commuters in Trenton value flexibility and efficiency in their daily commutes. The traffic and poor conditions of the roads in Trenton, however, are issues commuters are most frustrated with. Additionally, many commuters noted that they would prefer to take an alternative mode of transportation to work for more down time and productivity, exercise, and low cost, but they are deterred from doing this because of inconvenience, lack of alternative options near them, travel time and/or inefficient timing of transit. This indicates that better, more efficient public transportation and pedestrian/bike infrastructure in Trenton could positively impact commute behavior. There was only one response to several open-ended questions at the beginning of the Commuter survey regarding bicycling and walking to work indicating that survey respondents do not see those modes of transportation as viable for commuting purposes. There is a direct correlation between the degree to which free parking is provided and the degree to which commuters drive alone. A causal relationship also exists between the lack of employerprovided services such as pre-tax savings or subsidies for transit, carpool and vanpool benefits, and facilities for bicyclists and pedestrians and the lack of participation in those modes of transportation. Home and work location, and travel mode The first several questions on the commuter survey established where survey respondents work, what zipcode they commute from, and what mode of travel they use to get to work. The highest percentage of respondents work for a not-for-profit business or organization (35%), including New Jersey Future and PlanSmart NJ, followed by 21% working for the State of New Jersey. Nelson\Nygaard Consulting Associates, Inc. 60

64 Eighty-seven percent of commuters surveyed drive alone to their jobs. The next highest response was driving or riding with a friend or in a carpool or vanpool at 6%. Commuters most often park off-street, in a space provided or arranged for by their employer much less frequently on-street. Seventy percent of commuters are able to park close either at their work location or a very short walk. The next most common response was pretty close a short walk away. Only one person commented on this question and said: Varies, very limited on-street metered parking also used by residents. Asked if they use any alternate modes of transportation for their commute at least once a month, or "in season," about half of the commuters who responded said they drive or ride with a friend or in a carpool or vanpool followed by walking or using transit (20% and 19% respectively). The majority of commuters reported that they reside in the Mercer County communities of Hamilton, Ewing, and Lawrence. 7 Carpoolers, 4 Transit Riders, 0 Bicyclists, 0 Walkers Only 7 of the 94 respondents responded to questions about carpooling. None receive discounted parking, a free gas card or similar cost offset, or receive assistance in finding or establishing a carpool or vanpool that meets their commute schedule and route needs. Four of the seven respondents have access to a special parking space or location, three do not. Saving money on travel costs (gas, tolls, vehicle maintenance, etc.) was the most common reason for carpooling, followed by providing a break from driving all the time. Although no commuters answered questions about bicycling, one commuter commented that: The single most-effective thing my employer could do to encourage more bike commuting is more bike lanes. There were no responses to questions on the survey about walking to work indicating that none of the 94 survey respondents walks to work with the exception of those who walk from a transit stop or station. Four (out of ninety four) commuters responded to questions about transit. Of the four transit riders, two use the River Line, one uses SEPTA, and the fourth uses another form of transit. Three out of four transit riders said that their place of work is not very close a more than 10-minute walk from where the train or bus drops them off. All respondents walk to travel this distance. Commute Costs and Benefits When asked to estimate monthly commute-related costs, respondents provided these average amounts: Nelson\Nygaard Consulting Associates, Inc. 61

65 Estimated monthly commute costs (average) Fuel $87 Parking $14 Transit Fares $9 Tolls $7 Miscellaneous $11 Asked if their employer provides commute-related benefits, 90% of commuters answered that they receive free parking. This corresponds very closely to the percentage of commuters who drive alone to work (87%). Although fifty percent can park a bike in or near the building in which they work, the fact that few respondents: can pay for transit with pre-tax income receive a direct discount or subsidy for transit expenses receive better and/or cheaper parking options if they car- or van-pool have facilities to shower and/or change clothes after a biking or walking commute. have been provided information on carpooling, guaranteed-ride-home, or other services provided by Greater Mercer TMA further substantiates a commuter s decision to drive alone. Figure 25: Does your employer provide any of the following commute-related benefits? Commute Satisfaction Asked what aspects of their commute respondents liked the most, the majority of respondents (16) noted flexibility. Others (13) commented on the amount of time their commute takes. Asked what aspects of their commute respondents liked the least, the majority of respondents (40) comment on traffic. 12 people comments on the poor conditions of the roads, and 9 Nelson\Nygaard Consulting Associates, Inc. 62

66 commented on the time of their commutes. However, respondents identified the biggest factors that keep them from using this mode more frequently as commute time (12), lack of flexibility (8), and the lack of alternative modes near them (7). Exactly half of respondents to the question Would you prefer to use any of the following commute options more than you do today? responded that there are none, and I am happy with my commute the way it is, or do not feel I have any appealing alternatives. The next most selected option was driving alone at 15%, followed by transit at 14%. In response to the follow up open-ended question: What most appeals to you about this commute option, commuters noted that the most appealing qualities are exercise, followed by flexibility and down time to be productive/read, and then cost. Following that question, respondents were asked to identify the biggest factors keeping them from using this mode as frequently as they would prefer. These factors are: commute time, followed by lack of flexibility and the lack of alternative modes nearby. Visitor Survey Summary The majority of visitors to Trenton experience difficulty in finding a legal parking space. Visitors indicated that they prefer free parking close to their destinations, and that the parking situation could be improved, in general, by adding more spaces (especially by opening lots that are private or closed at night), and improving wayfinding and signage throughout the city. Visitors also commented on the possibility of improving Downtown Trenton overall with the addition of new restaurants, shopping, and nightlife. Many also commented on the lack of safety measures that exist in Trenton s downtown making them feel unsafe. These responses to the Visitor Survey question what single improvement would most improve the overall quality of your next Downtown Trenton visit summarized many respondents comments: Complete overhaul of pedestrian environments to and from destinations in Trenton; sidewalks, crosswalks, lighting, trash receptacles, police presence, everything! Give us more parking Improve quality of parking lots and the quality of destinations to bring people in so they use the parking lots. Home location, travel mode, frequency and reasons for visiting Over 70% of visitors to Trenton arrived by driving alone, followed by 16% who drove or rode with someone. Few (6%) walked, and 3% took a NJ Transit train. The majority of visitors reported residing in Princeton, Hamilton, Ewing, and Lawrence/Lawrenceville. Asked, do you ever travel to downtown Trenton via other modes, just over half responded that they drive or ride with someone. The next most frequent response was walk, followed by NJ Transit. Nelson\Nygaard Consulting Associates, Inc. 63

67 The majority of visitors to downtown Trenton do so several times a month (38%), followed by a few times a year or less. (29%) Thirty-one percent of visitors to downtown Trenton do so to seek government services. The next most frequent reason visitors come to downtown Trenton is for culture/entertainment (25%), followed by dining (21%). Only 8% of respondents visit downtown Trenton for shopping. The visitor parking experience More than half of the visitors who drove to downtown Trenton parked on-street during their last visit. The next most frequent response was public parking lot or garage. The majority of visitors reported that they were able to park for free, while several reported paying $1 or less. Other visitors reported paying up to $12 (and sometimes more than $12). When visitors to Trenton were asked what the best part of their parking experience was, there was a clear divide between those who were satisfied by close proximity to their destination (28%) and those who said nothing was good about their experience (also 28%). Others expressed satisfaction with free parking (18%), while out of the 54 respondents, 6 people made remarks about the challenge of finding a legal spot. This same issue rose to the top in the next question which asked visitors to explain the worst part of their parking experience. Almost half noted how difficult it was to find a parking space in general. Seven respondents noted the space they found was far from their destination, and another seven noted that the cost was unsatisfactory. Additionally, five people remarked that the conditions seemed unsafe. One visitor, who drove alone to downtown Trenton from Willingboro, NJ provided the following comment: Please make parking garages open at night! It will generate another source of income for the parking authority. The same respondent spent $0.75 to park for 1-2 hours, one block away. The worst part of this visitor s parking experience was stated as finding a place to park. Parking duration and proximity Forty percent of visitors park for 1-2 hours when they visit downtown Trenton. The next most frequent parking duration is 2-3 hours at 13%, followed by a tie for third most frequent parking duration of 3-4 hours and less than 15 minutes. Only 5% of respondents park from 4-8 hours, and no visitors who responded to the survey park for more than 8 hours. Thirteen percent of visitors to downtown Trenton are able to park right in front, and almost half of all visitors were able to park on the same block as their destination or one block away. Only 20% of visitors have to park 3 or more blocks from their destination. Suggestions for improvement Visitors were then asked what single improvement they would suggest to improve their next parking experience. Thirteen of the 55 respondents desired more parking spaces in general. Five expressed interest in wayfinding and signage to make finding parking and getting around town less confusing. Other themes that came up were maintenance of parking and meters, night parking/shared parking for lots that are closed at night or private, and improved safety measures. Another visitor, who drove alone to downtown Trenton from Princeton, and comes several times a month for business meetings, noted that the worst part of the parking experience was the: Look and feel of Lafayette Yard lot and Warren St. Public Lot. Vaguely menacing. Slightly surly. Scolding notices taped to elevators. Generally Nelson\Nygaard Consulting Associates, Inc. 64

68 unpleasant, evidencing low grade management and care. The same respondent spent $8.00 to park for 2-3 hours 2 blocks away. What would improve this visitor s next parking experience is Evidence of better care, maintenance, management of all facilities. More convenient payment mechanism. Completion of long unfinished sidewalk construction around Lafayette Yard. Additionally, visitors were asked what single improvement would most improve the overall quality of their next Trenton visit. The majority of the 52 respondents expressed interest in a new and improved downtown, commenting on the possibility of better nightlife, restaurants, and more relevant shopping experiences. Additionally, 13 respondents commented on the need for more parking, seven commented on the need for better wayfinding and signage throughout downtown, and 6 commented on the need for better safety measures. Responses at the end of the survey generally centered on the similar themes of safety, improving downtown, and adding more parking options including automated payment methods. One visitor commented: Just a gut feeling, but there should be a walkable and well-pathed (i.e. with a map, clear street line painting, lightning) route from the transit center to the downtown area. Walk-maps and walk-apps should be created to make Trenton easy to navigate - including the vibrant East and South Trenton neighborhoods. Lightning and consolidation of parking options (such as with higher-capacity low-fee parking garages) to areas that are most visited would also free up lots for new real estate development. Another comment: I would much prefer to travel to Trenton via public transportation, but transit services for the last mile to get from train station to downtown destinations is not conducive or frequent enough for business travel or visitors. KEY FINDINGS A synthesis of the survey responses and comments reveals a number of common observations and findings which can inform the City on how best to proceed with addressing the many issues involved with establishing a more efficient and effective parking management plan Although many of the respondents noted that the downtown commute and parking may be a nuisance (poor roads, traffic, broken meters, lack of available parking, poor roads), it is not to a degree that would compel them to abandon their cars and consider another mode of travel. Flexibility of commute and safety are two major concerns of the survey respondents, which are best met through personal automobile travel. Many of the respondents want free or low cost parking which is presently provided to State of New Jersey, Mercer County and City of Trenton employees. Many on-street parking spots are essentially free parking for commuters as there are an abundance of broken parking meters, areas with little or no enforcement, and stretches of certain streets overly populated with hanging handicap parking placards or photocopied residential parking permits. Nelson\Nygaard Consulting Associates, Inc. 65

69 Although crime rates are low in the downtown, there is a lack of safety measures in place (lighting under bridges, repaired sidewalks eliminating tripping hazards, management of panhandlers) to encourage commuters to park off-site from their work location. Until safe and visually pleasant corridors of pedestrian travel are established, linking remote parking lots with major employment destinations, commuters will continue to pursue available on-street parking spaces closer to their work. Poor signage prevents drivers from maneuvering their way into and out of the city and locating available and legal parking locations. Once they have found a parking spot, many of them complain of little directional information at the street level. Nelson\Nygaard Consulting Associates, Inc. 66

70 DOWNTOWN PARKING STUDY SCENARIO WORKSHOP CONDITIONS OVERVIEW Image: WRT Nelson\Nygaard Consulting Associates Inc. 67

71 DOWNTOWN PARKING STUDY SCENARIO WORKSHOP CONDITIONS OVERVIEW Following is a summary of vision statement elements, goals and objectives, issues, and opportunities, as identified in background documents reviewed for the Downtown Parking Study, that informed discussions planned for the Scenario Workshop. Living Trenton: The Downtown Capital District Master Plan Vision Elements The relocation of surface parking lots into mixed-use parking structures. A parking structure lined with office use is envisioned for the surface parking lot located at the southwest corner of North Willow and West Hanover Streets. A new parking structure is proposed behind the Courthouse complex, fronting onto South Warren Street. This is the site of the vacant County jail facilities. Replacement is proposed for surface parking lots along the Riverfront District, with strategically located parking structures and mixeduse office, commercial and residential buildings. Downtown Parking and Sidewalk Design Standards Issues Parking provided/managed for State of New Jersey employees accounts for over 70% of downtown s structured spaces and over 80% of its surface lot spaces. For the most part these spaces are under-utilized, especially during evenings and weekends, despite efforts to establish effective sharedparking arrangements at these times. Existing State-controlled surface lots comprise a substantial amount of downtown land that could be available for development. Insufficient on-street parking is available in the downtown area during weekdays. This may be a function of parking abuse through all-day use of on-street spaces. Enforcement of on-street parking regulations appears to be minimal in many locations in the downtown. It is apparent that long-term parkers (downtown employees) occupy on-street spaces, making the spaces inaccessible for short-term users. Some areas have unclear, inconsistent, or missing signage regarding parking restrictions. The downtown area experiences widespread free parking by vehicles with handicapped placards at on-street parking spaces. Numerous metered spaces have missing or broken meters. Nelson\Nygaard Consulting Associates Inc. 68

72 DOWNTOWN PARKING STUDY SCENARIO WORKSHOP CONDITIONS OVERVIEW Parking, evidently with city acquiescence, occurs on plazas and sidewalks, which impedes pedestrian flows and detracts from the streetscape. The lack of designated loading zones for trucks and vehicle passengers contributes to double parking and traffic congestion in some areas. The value and importance of properly managing on-street parking is not well understood in the City. Opportunities Downtown has more available parking resources than it needs to support substantial residential and commercial growth, if effective sharedparking practices can be established. Nelson\Nygaard Consulting Associates Inc. 69

73 DOWNTOWN PARKING STUDY SCENARIO WORKSHOP CONDITIONS OVERVIEW 2012 Technical Assistance Tool: Parking Audit Issues Field surveys found that on most blocks, the majority of parked vehicles were displaying a handicapped hangtag. Handicapped permits allow holders to pay the maximum amount at a metered space (as low as $0.50 for a 30 minute space) and incur no penalty for staying in the space 24 hours. Nelson\Nygaard Consulting Associates Inc. 70