BAYONNEHACKENSACK

HILLSDALEHOBOKEN/

9TH STREETABERDEEN/

MATAWANPALMYRA

PLAINFIELDRED BANKRIVERTON

RUTHERFORDTRENTON

TRANSIT-FRIENDLYCOMMUNITIES

FOR NEW JERSEY

PREPARED FOR

PREPARED BY

JULY 2002

TRANSIT FRIENDLYCOMMUNITIESFOR NEW JERSEY

HOBOKEN: CREATING A NEWNEIGHBORHOOD AROUND THE 9TH STREET HUDSON-BERGEN LIGHT RAIL STATION

NJ TRANSIT One Penn Plaza EastNewark, NJ 07105(973) 491-7000

CITY OF HOBOKENCity Hall, 94 Washington StreetHoboken, NJ 07030(201) 420-2059

PROJECT FOR PUBLIC SPACES, INC.153 Waverly PlaceNew York, NY 10014(212) 620-5660

REGIONAL PLAN ASSOCIATION4 Irving Place, 7th FloorNew York, NY 10003(212) 253-2727

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PROJECT PARTNERS

NJ TRANSITProject for Public Spaces, Inc.Regional Plan AssociationRutgers University Transportation Policy InstituteDowntown New Jersey, Inc. New Jersey FutureNew Jersey Office of State Planning

FUNDING This study was funded, in part, from a grant to NJ TRANSIT by theFederal Highway Administration under the Transportation andCommunity and System Preservation Pilot Projects program.Additional funding provided by NJ TRANSIT and the New JerseyDepartment of Community Affairs.

TABLEOF

CONTENTS9 COMFORT AND IMAGE10 ACCESS AND LINKAGES10 USES AND ACTIVITIES10 SOCIABILITY

INTRODUCTION

FINDINGS AND KEY ISSUES

1 ABOUT THE TRANSIT-FRIENDLY COMMUNITIES FOR NEW JERSEY PROGRAM

2 WHAT IS A TRANSIT-FRIENDLY COMMUNITY? 4 THE LOCAL CONTEXT6 THE STUDY PROCESS8 PLANNING FRAMEWORK: THE CONTEXT AND DEVELOPMENT

AROUND THE 9TH STREET LIGHT RAIL STATION

11 SHORT TERM IMPROVEMENTS12 Access and Linkages13 Comfort and Image13 Uses and Activities 14 LONG TERM IMPROVEMENTS 14 Comfort and Image14 Access and Linkages16 Uses and Activities17 POTENTIAL PARTNERS19 CONCLUSION

APPENDIX

OPPORTUNITIES

21 APPENDIX A: PLACEMAKING WORKSHOP RESULTS31 APPENDIX B: FUNDING SOURCES

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1

TRANSIT FRIENDLYCOMMUNITIES FORNEW JERSEYINTRODUCTION

ABOUT THE TRANSIT-FRIENDLYCOMMUNITIES FOR NEW JERSEYPROGRAMIn the last 15 years, NJ TRANSIT has spent over $7.5 billion torepair, rehabilitate, expand, and connect all of the State's passengerlines - built in the mid 1800's by competing rail companies -- intoone seamless transit system. Together, these connections,upgrades, and new light rail lines will result in an interconnected railnetwork with over 160 stations serving the majority of stateresidents. Despite this massive infusion of transit funding and com-mitment by NJ TRANSIT, there has been a lack of awarenessamong many New Jersey communities about how to leveragethese transit investments to revitalize their downtowns, encouragebusiness and local economic development, and reduce reliance onthe private car. This program - Transit-Friendly Communities forNew Jersey - is working with diverse community partners to developspecific ways that New Jersey towns and cities can become more"transit-friendly." Under this effort, NJ TRANSIT is working with aconsortium of non-profit organizations, the New Jersey Office ofState Planning, and local public and private sector partners on astatewide initiative, which includes educational workshops,technical assistance, and demonstration projects in eleven com-munities to shape a new vision for linking train stations tocommunity enhancement. This program allows NJ TRANSIT toleverage the talents and resources of its non-profit and govern-ment partners - leaders in smart growth, community revitalization,regional planning, and public education - to shape the future ofcommunities around NJ TRANSIT stations well into the 21stCentury. The result will be models for other New Jersey communi-ties to follow in future NJ TRANSIT projects; communities that un-derstand how transportation investments can enhance the environ-ment, create strong downtown centers, and improve quality of life.

The program received one of a handful of competitively selectedfederal grants under the Federal Highway Administration'sTransportation and Community and System Preservation PilotProject (TCSP) program. The TCSP program supports States, localgovernments and metropolitan planning organization initiatives"…to plan and implement strategies that improve the efficiency of

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the transportation system; reduce environmental impacts of trans-portation; reduce the need for costly future public infrastructure in-vestments; ensure efficient access to jobs, services, and centersof trade; and examine private sector development patterns and in-vestments that support these goals." The TCSP Program is au-thorized for $120 million from Fiscal Year 1999 through 2003.

WHAT IS A TRANSIT FRIENDLYCOMMUNITY?While there are many characteristics of "Transit FriendlyCommunities" that relate to major commuter rail stations or light railstations near downtown centers, the following are the characteris-tics that are most relevant to the proposed Hoboken 9th StreetStation, a neighborhood-scale light rail station to be located alongthe west side of the city, as part of NJ TRANSIT's Hudson-BergenLight Rail (HBLR) system, currently under construction:

A Transit Friendly Community Makes the Station a Place inItself. At the heart of a transit-friendly community is a station facilitythat is comfortable and convenient for the transit riders who use itevery day. Nearby retail uses that provide needed services fortransit riders also help animate and make a station more secure.Outdoor public spaces - such as a station plaza or nearbycommunity park - can make a rail station the visible focal point inthe community, while creating a venue for community activitiesand events which reinforce the central role of the station incommunity life.

A Transit Friendly Community Provides Balanced andConvenient Station Access for Pedestrians, Bicyclists andVehicles. Rail stations are centers of communities where manypeople pass through on a daily basis - often creating conflictingdemands among rail passengers arriving by car, by bus, on foot, orby bicycle. A balanced, local approach to both control and accom-modate these competing access demands is essential to thesuccess of neighborhood light rail stations like Hoboken's 9th Streetlight rail station. Implementing on and off street parking controls,

1 U.S. Department of Transportation Federal Highway Administration, Transportation and Communityand System Preservation (TCSP) Pilot Program Description. U.S. DOT FHWA web site: http://www.fhwa.dot.gov/tcsp.

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"traffic calming" devices and creating a pedestrian and bicyclefriendly street environment will go a long way to address the trafficand access needs around the station, thereby better connecting thestation area to the surrounding community.

A Transit Friendly Community Provides Local "Feeder" TransitService which Connects to Long Distance Rail, Reducing theNeed to Reach a Station by Car. Very often, community busservices are not geared to commuters going to or from a rail station.In many communities, local routes do not serve rail stations at all.While there currently exists excellent local and long distance busservice to, through and from Hoboken to points east, north andsouth (which also connect with NJ TRANSIT's historic HobokenRail Terminal, located along Hoboken's Hudson River waterfront),the location of the HBLR system along the western edge of the citypresents a different challenge in terms of providing a locally based,east-west community shuttle or "jitney" bus service to and from the9th Street HBLR station. The good news is that NJ TRANSIT isworking with the community to purchase local jitney vans to providecirculator service for commuters, residents and visitors between thelight rail and the downtown commuter rail station. These jitneyservices also reinforce the rail stations as community transit hubs.

A Transit Friendly Community Revitalizes the DistrictImmediately Surrounding the Station and Encourages NewDevelopment. Improving the pedestrian environment around arail station creates an opportunity to revitalize a surrounding resi-dential or business district, attracting new residents and business-es and encouraging the rehabilitation of older or historic structures,as well as new construction. These districts can develop an identityof their own and can become popular destinations. Residential de-velopment is particularly important, not only to encourage transitridership, but also to allow people to take advantage of theirproximity to the station to reduce or even eliminate their need for acar.

A Transit Friendly Community Links the Rail Station to KeyDistricts Throughout the Host Community. Beyond the imme-diately adjacent district, there are opportunities to link other com-mercial, cultural, and mixed use districts to the station. Often,visitors and tourists arrive by rail. This makes it logical for a railstation to provide a welcoming presence and to act as a focal point

Pedestrian friendly entry toLaguna Beach, CA.

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for information and activities that are community-wide in focus.A Transit Friendly Community Involves an OngoingPartnership between NJ TRANSIT and the surroundingcommunity. Building a transit-friendly community requires anongoing partnership between NJ TRANSIT and stakeholders atthe local level. This not only affords an opportunity to pool limitedresources, but it encourages the coordination and collaborationnecessary for all of the pieces of a station district to fit together andto adapt to changes and new challengers over time.

THE LOCAL CONTEXTIn April 2000, NJ TRANSIT launched its new, state-of-the-art lightrail system - the Hudson Bergen Light Rail (HBLR). Currently, thesystem operates between East 34th Street in Bayonne and theHoboken PATH Station, as well as between West Side Avenue andExchange Place in Jersey City. Construction is now underway onthe next phase of the system, which, when completed next year, willprovide service into Hoboken at two new stations (2nd and 9thStreets). When the entire, 21-mile light rail system is completed, itwill provide fast, frequent quality transportation to the residents inboth Hudson and Bergen counties, by providing a vital connectionbetween communities, business centers, and transportation hubs.

In anticipation of the light rail system and in response to the contin-uing westward movement of development, the City of Hobokencreated the Northwest Redevelopment Area Plan ( see p.?) torezone underused sections of an older, now primarily defunct in-dustrial sector surrounding the proposed 9th Street light rail stationfor residential and commercial development. The goal of the rede-velopment plan is:

"…to improve the city's tax base, create locations for new job op-portunities of a type which are currently in demand, allow a limitedamount of enlargement of non-residential uses where it is related tojob expansion, create a reasonable level of residential developmenttied directly to provision of parking . . . create opportunities for large-scale retail (such as supermarkets), and encourage development ofmuch needed public parking garages."Within the redevelopment area and immediately adjacent to thestation is a proposed development to expand Monroe Center.

Pedestrian refuges in Paris improve acces-sibility for all pedestrians.

Hard to cross arterial. Buckhead, GA

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Currently, this development includes two five story industrialbuildings, formerly the Levelor Blind Company, which wasconverted to artist studios and small workspaces in the early1990's.

[NOTE: Monroe Center, LLC, which is proposing new housing,retail, and studio/offices - and a new public plaza space -- on vacantportions of their site adjacent to the 9th Street Station, initiated theoriginal "Transit-Friendly Communities" application to NJ TRANSITbecause of their strong interest in making sure the area around thelight rail station would be designed in a "transit friendly" way. Later,in coordination with the City of Hoboken, the idea for a community"place making" forum was developed to address issues and op-portunities for the quarter-mile walking distance around the stationwithin and adjacent to the City's Northwest Redevelopment Area.]

In a community planning workshop held on November 28, 2001 andattended by 25 invited residents, artists, city officials and represen-tatives from NJ TRANSIT, the Transit-Friendly Communities projectteam, lead by Project for Public Spaces (PPS) and Regional PlanAssociation (RPA), focused on identifying potential and existingpedestrian and bicycle links between new residential developmentssurrounding the 9th Street light rail station that could be enhancedto promote non-vehicular access to the station.

In the workshop, participants worked in teams and conductedPPS's "Place Performance Evaluation Game" on different streetsleading to the future station. The teams then summarized theirevaluations and perceptions of the areas and identified opportuni-ties for enhancing them. This report documents the findings andrecommendations generated by the "Place Performance EvaluationGame" and serves as a guide for future improvements to the areaaround the light station.

It should be noted that this community workshop, while useful andproductive, should be viewed as the first step in a continued col-laboration among the City, residents, developers, businesses, andNJ TRANSIT to ensure the area surrounding the 9th Street lightrail station becomes a transit friendly community.

People hop on and hop off the Hop Shuttlein Boulder, CO.

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THE STUDY PROCESSAs part of the November 2001 community planning workshop, par-ticipants were presented with a composite site plan prepared byRegional Plan Association showing the footprints of all approvedand proposed development projects within the NorthwestRedevelopment Area. Because most of this area has not yet beenfully redeveloped, participants were able to review the plan andbetter visualize what the area might look like in the future.

To conduct the "Place Performance Evaluation Game," participantsin the workshop were divided into five separate groups. Each groupwas assigned to spend approximately one half-hour evaluating the"performance" of one of five different locations in the vicinity of thefuture 9th Street light rail station, as listed below:

A.) 7th Street between Monroe and Adams StreetsB.) 8th Street between Monroe and AdamsC.) 9th Street between Jackson and AdamsD.) Jackson and Monroe between 7th and 9th E.) Madison and Monroe between 8th and 11th streets.

Participants were instructed to complete the evaluation forms indi-vidually, and had a choice to record comments individually or col-lectively. Upon returning to Monroe Center, groups reported theirfindings and observations, and were encouraged to further definetheir concepts and vision for each particular site and the light railstation area as a whole. Representatives from each group reportedback to the entire forum their findings and concepts (See map of theareas evaluated and the reported "Place Performance EvaluationGame" results).

PLANNING FRAMEWORK: THE CONTEXT OF DEVELOPMENT AROUNDTHE 9TH STREET LIGHT RAIL STATIONAs noted above, in preparation for the workshop, Regional PlanAssociation assessed how current development is occurring inHoboken and the implications this has for the development of a"transit friendly community" around the 9th Street light rail station.

Map of the areas evaluated in the "Place PerformanceEvaluation Game."

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Hoboken is distinguished by its dense, vibrant urban environmentcreated by its "zero lot line" buildings that are built up to thesidewalk and are shoulder to shoulder on almost every block.Many of these older structures are four and five stories tall, havefront stoops and rely upon on-street parking, which has become anincreasing problem throughout the city. The area around the future9th Street light rail station was once an active industrial area andcenter of employment and is in the process of rapid redevelop-ment pursuant to the City's recently adopted NorthwestRedevelopment Area Plan. While there are currently many vacantlots and buildings, most have been designated for some kind of res-idential or commercial redevelopment. Some industrial businessesstill operate in areas designated as non-residential by zoning.Immediately proximate the station, a sprawling complex of olderloft-type factories (once the Levelor Blind factory) has been adap-tively converted into Monroe Center, which contains artist studiosand small workspaces as well as a dance studio, kickboxing facility,etc. Overall, the area is in transition, which will be further facilitat-ed with the opening of the new light rail station.

Because the pressure for new residential development is so strong,Hoboken is one of the few places in New Jersey where new devel-opment consistently builds-out to the envelope prescribed by thezoning - each new building maximizes the coverage, height andbulk allowed on the site. This zoning allows taller buildings (140feet tall) around the station, with mid-rise, five story structures (60feet) in most of the rest of the redevelopment area. Design guide-lines promote contextual building facades and, for sites of a certainsize, suggest locations for lobbies and other ground floor activityspaces.

However, the need to accommodate parking is the weak link in thisprocess. Parking ratios are low - approximately one car perdwelling unit. While this ratio would be considered an aggressivegoal for the other Transit-Friendly Communities project municipali-ties, the need to provide on-site parking for each new residential de-velopment is creating a street level pattern of intermittent buildinglobbies and entrances to parking lots or garages. The corners ofsome newly constructed buildings do contain small retail shops,which add vibrancy to the street level. Moreover, on site parking isoften screened in creative ways - including elaborate walls, falsewindows, and openings with decorative grills that are an integral

Washington Street, Hoboken.

Monroe Center, Hoboken.

New residential development, Hoboken.

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part of the overall design of the façade. But it is parking neverthe-less and a poor substitute for the stoops and windows of the historicresidential and commercial streetscape typical of the rest of theCity.

A few ambitious builders have tackled this problem by creating astepped section in which the on-site parking is located toward therear of the lot, just far enough back from the front building edge toallow a narrow "liner" of townhouse-type units to "wrap" the parkingand activate the sidewalk. Unfortunately, this is an expensivesolution that has been proposed on only a few blocks. Anotherexception is Monroe Center, which has proposed an expansion toinclude ground floor retail throughout most of the complex flankingthe light rail station between 7th and 9th Streets. Because most ofthe residential portion of the Center development will be provided intaller buildings that are permitted by zoning in this location, parkingcan be provided in central garages -- which are hidden byapartment units that face the street edges. Moreover, MonroeCenter is directly adjacent to the 9th Street light rail station andcan therefore take advantage of excellent pedestrian connectionsbetween the station and the development.

The new development plan above illustrates the consequences ofthe current development paradigm. This drawing is a compositeplan of current projects - proposed and underway - as well as illus-trative plans of what the likely build-out may look like under thecurrent station area redevelopment plan guidelines and develop-ment practices. In order to understand the pedestrian experience,any space that is active at the street level - the lobby to a residen-tial building, ground floor retail, community space - is rendered. Thesurface parking areas are rendered as solids to suggest the "blankwall" reality of the pedestrian experience.

The drawing illustrates how little ground floor activity there isthroughout the area, except at Monroe Center. The drawing alsoillustrates that the redevelopment strategy for this area does not yetaccount for the larger planning framework that would reflect thehierarchy of streets that link various destinations, and in particular,link the 9th Street light rail station to the rest of the city. Forexample, no special effort is made to respond to the significance of8th and 9th Streets as connectors from the station area east toWashington Street, the commercial core of the city.

Concept plan for Monroe Center, Hoboken.

Current development paradigm, Hoboken. Transit-friendly development alternative.

Mixed-use program, Hoboken.

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TRANSIT FRIENDLYCOMMUNITIES FORNEW JERSEYFINDINGS

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Good places can be recognized at a glance, although few peoplecan describe exactly what it is that distinguishes one. With 27years of experience studying and defining public spaces, PPS hasarticulated the basic qualities that make up a great place, anddistilled them into four basic ingredients.

The "Place Performance Evaluation Game" conducted as part ofthe community planning workshop in November 2001, included anevaluation section that asked participants to "rate this place" interms of four key qualities of good public spaces: Comfort andImage; Access and Linkages; Uses and Activities; and Sociability.Although not statistically significant, the generally low ratings are in-dicative of the significant problems and challenges facing the areasurrounding the future 9th Street light rail station. In fact, individualratings were significantly below average for almost all categories,as detailed below:

COMFORT AND IMAGEGood places are comfortable to use and help give the city a uniqueidentity. Amenities, such as seating, shade trees, bike racks, andbulletin boards, well designed and in the right place, are essentialin any good public space.

In this category, the lowest scores were given to 9th Street for at-tractiveness - a mere 1.33 on a scale from 1 to 5; Madison/Monroe-for feeling safe (2.50); 8th and 9th Streets for cleanliness and main-tenance (2.00); 7th Street for comfortable places to sit (1.00).Overall 9th Street received the lowest ratings for comfort and image(1.83).

The highest scores in the comfort and image category were givento 8th Street for feeling safe (3.25) and to Jackson/Monroe Streetsites for comfortable places to sit (3.33). It should be noted,however, that the Jackson/Monroe group gave the highest ratingsto the area in all categories. This was because, when faced withthe difficulty of rating a mostly undeveloped area, the group wasinstructed by their facilitator to imagine what the area would looklike once the light rail station was completed. In contrast, the lowratings for 8th and 9th Streets were for areas that are partiallydeveloped mixing existing older structures, new construction, andcurrent development.

Qualities of Good Public Spaces.

Looking NE on Monroe Street, Hoboken.

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ACCESS AND LINKAGES A good place is visible and easy to get to. For example, not only theentrance to the train station, but also the activities around it shouldbe visible and accessible to people passing by on foot and in cars.

In this category, which is critical for linking the 9th Street light railstation to the surrounding area, 8th Street received the lowest ratingfor being visible from a distance (1.75); and for walkability (2.25);9th Street was rated the lowest for connectedness to adjacentareas (2.50) and for adequate information and signage (1.33).

Overall 8th Street received the lowest average score for access andlinkages of 2.06.

USES AND ACTIVITIES A good place has a range of opportunities for people to participate ina variety of activities - from a farmers' market to a playground, acorner bar, or a sidewalk café, among others. These activities andthe variety of people participating in them keeps a downtown livelyat all times of day.

In this category, 8th Street received the lowest scores in the mix ofstores and services category (1.25) and in the active adjacent usescategory (1.75); 9th Street was rated lowest for events and activi-ties (1.00) and for economic vitality (2.00). The lowest averagescore of 1.69 for uses and activities was given to 8th Street.

SOCIABILITYA sociable place is one where people want to go to observe thepassing scene, meet friends, and interact with a wide range ofpeople that are different from themselves.

In this category, 8th Street again received the lowest ratings forpeople in groups and evidence of volunteerism - respectively 1.50and 1.25; 7th, 8th and 9th Street received the same rating of 2.00for sense of pride and ownership; 9th Street was rated the lowest

Intersection of Monroe Street and7th Street, Hoboken.

Looking towards the future light-rail station,corner of jackson and 8th Street, Hoboken.

Current uses Monroe Street, Hoboken.

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TRANSIT FRIENDLYCOMMUNITIES FORNEW JERSEYOPPORTUNITIES

for children and seniors present. 9th Street received the lowestaverage score (1.67) for sociability. 9th Street scored the lowestaverage of all four categories.

The entire study area received the lowest ratings for attractive-ness, mix of stores and services, people in groups and evidence ofvolunteerism.

OPPORTUNITIESOverall, participants in the community planning workshop envi-sioned -- individually and in their separate groups -- several majorfeatures that they would like to see in the area of the 9th Streetlight rail station. There was a general consensus on an overarchingvision for the area as a place that is attractive and encouraging forwalking, a place favoring pedestrians over vehicles. Another majoridea for the area was the need to create more public spaces,including a central neighborhood park.

Opportunities were divided into two groups -- those that could beaccomplished in the short-term (quickly implemented, at a relative-ly low cost, and without significant change to existing plans) andthose that would require more investment and time and be accom-plished over the longer term. It should be noted that the Transit-Friendly Communities project team has not evaluated the viability ofany of these particular options. Rather, this list should be seen asa starting point for the City to further study and implement improve-ments in the area, in partnership with local groups.

SHORT-TERM IMPROVEMENTSThe opportunities listed below were identified as those that thegroups felt could be implemented almost immediately to addressthe problems identified during the "Place Performance EvaluationGame."

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ACCESS & LINKAGESTo improve connections to the 9th Street light rail station, thedifferent "Place Performance Evaluation Game" participant groups(indicated in parentheses after each suggestion) suggestedstreetscape and sidewalk improvements, such as:

• sidewalk upgrade and repair (8th Street, Madison/Monroegroup);

• upgrade and repair of light fixtures (9th Street,Madison/Monroe);

• adding trash cans and benches (7th, 8th, Madison/Monroe);• plant trees (Jackson/Monroe, Madison/Monroe);• add and maintain landscaping (7th 8th 9th Streets);• signage showing renderings of development projects;• add directional and promotional signs / banners (7th, 8th,

Madison/Monroe); • "Coming Soon" signs and/or banners for the light rail as well

as for sites currently under construction.

Recommendations were made regarding short-term improvementsto parking:

• improving parking at the Citadel residential building; • adding more parking with minimal visual impact along 8th &

9th Streets - such as allowing more on-street parking, andscreening parking lots.

To reduce impacts of vehicle traffic and encourage more pedestri-an and bicycle use, suggestions included:

• adding striped bike-lanes connecting Washington Street withthe future 9th Street Light Rail Station;

• replacing missing "STOP" and "ONE-WAY" signs at keystreets and intersections throughout the neighborhood.

COMFORT & IMAGETo make the area more attractive, groups recommended:

Existing sidewalk amenities onWashington Street, Hoboken.

Landscaped entrance to new housing,Portland, OR.

Bicycle lane, Berlin, Germany.

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• clean-up sidewalks (7th, 8th, 9th, Madison/Monroe); • clean-up of constructions sites and vacant lots (7th, 8th, 9th);• enhance landscaping including trimming overgrown plants,

and weeds (7th, 9th);• paint fences of construction sites (7th, Jackson/Monroe,

Madison/Monroe);• paint murals or other art projects on blank walls (7th Street,

Jackson/Monroe, Madison/Monroe); and• upgrading dilapidated facades (i.e. the industrial building on

9th Street).

USES & ACTIVITIESProposals for short-term improvements to bring more street-levelactivities to the station area included:

• encouraging retail, especially of convenience goods; • re-designing of 1st floor garages in residential buildings to

add more activities; • using residential 1st floor to creating spaces for community

functions or conferences; • encouraging sidewalk cafés in new developments, and• adding cultural activities and community services to the area.

Art was seen as a major component of energizing the area usingmurals, sculptures and other appropriate street art. Suggestionsincluded:

• organizing neighborhood arts and crafts fairs; • sponsoring theater performances; and• sponsoring neighborhood arts competitions for both adults

and children.

Mixed-use development, Vancouver,Canada.

Mixed-use development with angle parking, San Rafael, CA.

Train Station plaza with sidewalk amenities,South Orange, NJ.

Curb extension on narrow sidewalkprovides space for outdoor cafe and servesas a traffic calming device, Amsterdam,Holland.

Street fair “fun house” for children, Vienna,Austria.

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LONG TERM IMPROVEMENTSThe long term success of the area surrounding the 9th Street lightrail station will depend on encouraging and fostering developmentthat will complement projects that are currently under way and willfurther the goal of creating more public, green and recreationalspaces, as well as encouraging and facilitating pedestrian connec-tions and access to the light rail station. The "Place PerformanceEvaluation Game" was successful in generating a range of ideas forlong term improvements, detailed in the following sections.

COMFORT & IMAGEStreetscape and beautification suggestions included morepermanent and capital intensive improvements including:

• widening sidewalks, using the 10 foot setbacks required byzoning on north-south streets to create wider sidewalks, andto create more pedestrian-friendly streets;

• repaving sidewalks using brick or other appropriate paving, • installing contextual historic lighting such as that used along

Washington Street; • installing appropriate lighting on the Palisades;• continual care and maintenance of landscaped areas; • making sure appropriate landscaping is added to new devel-

opment sites;• adding landscaping on the Palisades;• coordinating efforts with the planned elevator/stairs up the

Palisades to Jersey City;• utility relocation / burying utilities; and• using zoning to encourage the preservation and enhance-

ment of the historic character of the area through rehabilita-tion of existing buildings and for new construction.

ACCESS & LINKAGESTo provide better access to transit, groups suggested:

• establishing a shuttle or jitney service connecting the 9thStreet light rail station to Washington Street and downtown

Sidewalk paving and planter, Portland, OR.

Sidewalk amenities - benches,planters, lights, South Street Seaport,NYC.

Community shuttle service.

Intersection with bump-outs, FL.

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Hoboken;• extending existing city-bus loops; and• extending nighttime bus hours.

Participants were concerned with the potential growing volumeand speed of traffic in the area, and thus made a series of recom-mendations aimed at calming traffic and creating streets that favorpedestrians over vehicles including:

• paved crosswalks;• speed tables and sidewalk neckdowns or bump outs at inter-

sections.

Participants in all five groups made suggestions in order to facilitateand encourage cycling in the area:

• establish and signalize bike lanes/routes to the light railstation from downtown;

• establish and signalize bike lanes/routes connecting throughdowntown with the Hudson River Waterfront walkway;

• install bike racks at the light rail station as well as at appro-priate locations throughout the area.

Anticipating increased parking needs of both area residents andemployees in the area, several groups suggested creating central-ized, peripheral parking facilities within ¼ mile radius of a proposedresidential development, allowing ground floors of development tobe set aside for uses other than parking. Area residents present atthe workshop supported the idea, stressing that improved walka-bility of the area will make people more likely to use peripheralparking.

A major recommendation for improving public spaces in the areaconcerned signage and way-finding. Suggestions for signageincluded:

• directional signs for the light rail station and WashingtonStreet;

• information kiosks/maps at bus stops and appropriatelocations throughout the area.

Map and directional information attransit station.

Paved crosswalk with plantedsidewalk extensions, Clairemont, CA.

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USES AND ACTIVITIESCreating more neighborhood public spaces and parks in the vicinityof the 9th Street light rail station was deemed very important by allfive groups, especially the need to secure open space in the neigh-borhood as residential redevelopment continues to occur. Severalideas for increasing green space and recreational facilities werepresented at the public forum, as follows:

• Open the high school stadium to the public outside of schoolhours, on weekends, and during school holidays (it iscurrently walled off);

• Create a neighborhood "central" park space within theNorthwest Redevelopment Area. Participants in the publicforum offered as an example the existing Church SquarePark as a central park and a public open space successfullyinterfacing with surrounding private spaces in another sectionof the City. Sites suggested for the park included:

• Transforming all or part of block 86 (between 8th & 9th/Jackson and the railroad tracks) of the redevelopment area into a city owned park;

• Transforming the bus parking site at 15th Street into a park • Demolishing the industrial building at 9th and Monroe.

• Provide sufficient open space through the creation of "pocketparks" spread throughout the neighborhood. Suggestedways to create such spaces included:

• Asking the City to purchase certain lots to create the parks;and

• Requiring developers to make provisions for open spaces aspart of their plans.

Besides the creation of open space, participants suggestedproviding amenities in existing and future open spaces, such as:

• benches;• picnic and chess tables;• public restrooms;• modern recreational facilities for children and youth; • a gazebo;

Neighborhood playground, Cobble Hill, Brooklyn.

Pocket park with plantings covering ablank wall, Brugges, Belgium.

Pocket park with full size chess andchess tables in Morro Bay, CA.

Pocket park with decorative landscaping,Freibourg, Germany.

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• a dog run; and• spaces for active recreation.

POTENTIAL PARTNERSOne of the major goals of the "Place Performance EvaluationGame" is to encourage participants to think about possible part-nerships that will transform their vision for the area into reality.There were many local, city, and state groups and organizationspeople felt should or could be involved in improving the area, aslisted below:

• The Artists of Monroe Center;• Residents;• Tenants and homeowners associations;• Developers; and• Store and business owners.

Among the specific local groups identified (usually in connectionwith a specific project or idea) were:

• St. Anne's Church societies; • Italian-American civic associations; • Local soccer clubs;• Local garden clubs;• Chess clubs;• The local symphony orchestra; and• The local acting troupe.

City and statewide groups that could be tapped for support andpossible funding included:

• The Hoboken Historical Society• The Chamber of Commerce• City Hall / Mayor's Office• The City's Cultural Affairs Office• Community Development Corporations • Stevens Tech• The Hoboken Coalition for a Better Waterfront

Neighborhood park with gazebo, Bar Harbor, ME.

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• Jersey City• Union City• NJ Conservancy• NJ Department of Environmental Protection- Green Acres• NJ TRANSIT;• NJ Department of Transportation;• NJ Department of Community Affairs;

(A list of potential federal and state funding assistance programs isincluded herein as Appendix A).

CONCLUSION

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In addition to suggesting the City explore partnerships with the localand statewide civic, institutional, and government entities listedabove, participants also suggested the City consider forming a part-nership of local stakeholder groups to work together on an ongoingbasis to improve the area. The stakeholders involved in this projectshould reconvene, with city direction, and strategize how they mightevolve into a more formalized group that can help guide the im-provement of the area around the 9th Street Light Rail Station. Withthe approval of the Monroe Center plan, this effort could be evenmore timely as construction of pedestrian improvements will soonbe undertaken with this pivotal project.

The current update of the Hoboken city master plan is another op-portunity to address these issues is more detail. A workshop, infact, for this district is planned for early in 2003 and the partnershipgroup should work closely with the city to help develop a workshopthat can involve even more members of the community and help setthe stage for creating one of the great new neighborhoods ofHoboken.

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APPENDIX AHoboken "Transit-Friendly Communities for New Jersey"Community Planning Workshop - November 28, 2001"Place Performance Evaluation Game" - Group Summaries

7th Street Group

1. Liked Best• 24 hr. A+P• Quiet• Sidewalks - wide• Lighting• Possibilities• It's Hoboken - churches, schools• It's a street

2. Short Term Improvements• Clean-up overgrown edges• Clean-up vacant lots• Police presence - create a sub-station• Signage:

i. Post "coming soon" signs for light railii. marketing for light railiii. get people excited about light railiv. show renderings of projects

• Bike racks• Reuse sidewalk space at citadel• Fix-up blank walls: use artists for murals / a+p• Arts + crafts

3. Long Term Improvements• Landscaping / Lighting• Redevelopment sites• Promote public activity• Need for night time activity• Pocket parks

i. Provide incentives for developers to allow spacesii. Benches in plazas

• Openings in blank walls

APPENDIX APLACEMAKING

WORKSHOP RESULTS

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4. Interview (not applicable)

5. Partners• Artists' group• St. Ann's societies• Italian Associations• Soccer clubs• Shop Rite & A+P

6. Linkage Issues• Extend city bus loop

i. Night time bus• Pedestrians v. cars

i. Problem with running stop signs1. enforcement2. lights

• 7th Street is one of the important E-W connectors (middle oftown)

8th Street Group

1. Liked Best• Quiet• Emptiness• Not overcrowded• Green corner• Small scale• New sidewalks• Landscaping

2. Short Term Improvements• Well maintained landscaping• Dog run• Fix sidewalks• Clean-up area (including construction sites)• Create incentives for retail growth• Add signs / banners• Stripe bike lanes• Kiosks

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3. Long Term Improvements• Contextual lighting matching Washington Street lights• Restore building keeping the historic character of Hoboken

(include new development)• Build "hidden" parking (e.g. garage on 9th & Garden Streets)• Slow-down / control residential development• More open space• More modern recreational facilities for children & youth• Install accessible water-feature at project plaza (8th &

Adams)• Organize / bury electric/phone wires

4. Interview (not applicable)

5. Partners• Artists from Monroe Center• Hoboken Historical Society• Gardening Groups• NJ Conservancy• Green Acres

6. Linkage Issues• Not connected to adjacent areas• Sidewalks connecting to Washington Street are narrow• Not a pleasant walking experience to downtown

9th Street Group

1. Liked Best• Openness / Potential• Palisades cliff view• 10' setback on new development• New development density around / near the station• Potential for park at / near station

2. Short Term Improvements

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• Clean-up area (garbage, tires, debris, overgrowth of weeds)• More lighting• Upgrade the façade of the "Yarn building"• Add landscaping• Put stop signs

3. Long Term Improvements• Eliminate / "raze" Yarn building create office space• Bike cops / patrols• Public art installation• Bike lanes (over drainage ditch) linking to downtown

4. Interview• Likes:

• Walkable to everywhere in town• Improve:

• Need for bike lanes / designated streets for bikes• Don't want the "quietness" of the area to go away withmore development

5. Partners• Artists from Monroe Center• Local garden club• Chess clubs• Historic museum• Local Symphony• Local acting troupe• Residents:

• Homeowners• Tenants

• School (Clinton & 10th)• NJ TRANSIT• NJ DEP / Green Acres• NJ DCA (New Jersey Department of Community Affairs)• City Cultural Affairs Office

• Stevens Tech• Jersey City & Union City

6. Linkage Issues• 8th, 9th, Monroe, Jackson, Adams streetscape improvements

necessary for edges

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• Bike paths• Beautify palisades (outcropping, community seed plan).

7. Public Spaces / Parks• Sites are near station• Yarn building site• Block 88 - "Central" park• Create a vertical station ID / art element

Jackson / Monroe Group I

1. Liked BestNow

• Openness space• Quiet• Potential• Palisades / East view• Little traffic• Monroe Arts Center

Later• Access to light rail• Palisades• Stairs / connection to Jersey City

2. Short Term Improvements• Use spaces for performing arts• Landscape "restoration", habitat re-creation• Tree planning (funding)• Add seating• Bike racks• Mural• Sculptures• Something for kids / swings / small parks / tot lots• Dog run• Galleries / theater• Community function space / conference space• One way street signs

3. Long Term Improvements• Larger centralized park space / public open space interfac-

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ing with private spaces like Church Square Park• Picnic tables, chess tables• Fountain• Public restrooms that are open• Recreation for kids (basketball?)• More police that is part of the town• Bury utilities underground• Sidewalk improvement - extend sidewalks• Setback to make street friendly• Bumpouts / traffic calming• Intersections must be easier to cross• Provide kiosks, community map, directory• Peripheral parking with trolley shuttle to station• Nice lighting - not glaring

4. Interview• Dog run• Parks• Peripheral parking

5. Partners• Artists from Monroe Center• Green acres • Tree planting• City Hall• Community talents drawn out• Local businesses - restaurants, retailers

7. Linkage Issues• Parking on ground floor - don't see people on sidewalks, ugly

at night• Traffic calming / sidewalks:

i. Less driving - more walkingii. Peripheral parking (1/4 mile rule not just to station but toparking)

• Amenities - benches, trash cans, trees, lighting• Directional signs

8. Public Spaces / Parks• Need a large park - use industrial sites• Open high school stadium to public

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• City should buy land for park• Other park areas - bus parking• Mini spaces• Transit station• City incentive for upkeep of private gardens

Jackson / Monroe Group II

1. Liked BestFuture possibilities

• Supermarket• Development• 9th & Monroe lot• Landscaping opportunities

2. Short Term Improvements• Street lighting• Street clean-up• Street furniture:

i. Benchesii. Trash receptacles

• Sidewalk improvements and repair• Roadway repair (potholes)• Temporary improvements:

i. While under construction to make it attractiveii. Art work on fencesiii. Keep it safe for kids

• Art contests for art fences:i. For artistsii. For kids

• Advertising on fences• Activities - street fairs• Murals on buildings

3. Long Term Improvements• 9th Street entrance to supermarket - pedestrian• Park / open space

i. Like Church square parkii. Place for chessiii. Gazeboiv. Dog runs

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v. Youth activities• Screen Doric Apartment House Parking deck on Palisades

i. Ivyii. Planter boxes

• Attract more religious institutions to area• Shuttle / Jitney to connect West side & LRT Rail to

Washington Street & center of Hoboken• Make stations park of community• 2-way Monroe & Madison? revisit widths• Bike lanes & bike route thru downtown to Waterfront walkway• Streetscape improvements:

i. Wider sidewalksii. Brick paversiii. Historic lighting - gas lights

4. Interview (not applicable)

5. Partners• Artists from Monroe Center• Coalition for a Better Waterfront • Chamber of Commerce• St. Anne's• Developers• City to find $ for street improvements• DOT (NJ Department of Transportation)• Local Community Development Corporation• Mayor

6. Linkage Issues• Jitney buses / circulators• Bicycle lanes, ways, routes, parking for bikes• Limit use of cars & space for cars

i. Pedestrian & bicycle priority over cars• Lower speed limit

i. Speed bumps (tables)ii. Traffic calming devicesiii. Widen sidewalks

• Information centers at the stations• Info kiosks at bus stop & throughout the area• Taxi drop-off area

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• Police patrols circulating in the area

7. Public Spaces / Parks• Tree planting• Talk to developers and find out what are their open / green

space plans • Advocate for green space as part of new developments in the

area• Good signage - attractive and complementary

i. Directionalii. Transit stationiii. Wayfinding

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TRANSIT FRIENDLYCOMMUNITIES FORNEW JERSEYAPPENDIX B

APPENDIX BFUNDING SOURCES

FOR PEDESTRIAN AND

BICYCLE PLANNING,PROGRAMS AND

PROJECTS

Funding Pedestrian and Bicycle Planning, Programs and Projects

A Compilation of Funding Sources

Bill Feldman

New Jersey Department of Transportation

September 2, 1997 (Revised October 8,1999)

Introduction/Acknowledgements

This paper presents a compilation and brief description of sources of funding which have been or could be used to fund pedestrian improvements in New Jersey. The list is not exhaustive- but there has been an attempt to identify all major funding sources that can be utilized to fund bicycle and pedestrian planning and project development activities, as well as funding construction. In some cases these funds may also be used to fund programmatic activities, as well. There is an emphasis on those funding sources that have been utilized in or are unique to New Jersey. Much of the material for the original version of this paper was taken directly from a Memorandum on Funding Sources for Innovative Local Transportation Projects prepared by the Tri-State Transportation Campaign, and a paper on bicycle and pedestrian funding within ISTEA prepared by the Bicycle Federation of America. Virtually all of the funding sources which were available for bicycle or pedestrian projects or planning under ISTEA have been continued under the new Federal transportation funding legislation: the Transportation Equity Act for the 21st Century (TEA-21). Additional material has been taken from the USDOT publication: A Summary; Bicycle and Pedestrian Provisions of the Federal-Aid Program. This paper should continue to be viewed as a "work in progress" to be updated as new sources are identified.

Funding of Planning and Programmatic Activities

Federal and/or State Funded Programs Technical Studies Program This program provides federal grants for (consultant based) planning, engineering, design, and evaluation of transportation projects, i.e., studies, not capital improvements or operating costs. Applicants for grants can include state or local governmental entities. Funding can be used to fund pedestrian and bicycle planning activities. Monmouth County has received approval to carry out a planning study to address pedestrian needs and opportunities in several major corridors in the County. Somerset County has received funding for a traffic calming study of selected locations in the county. Supportive Task Grants A portion of PL funds passed through to the MPO to support MPO planning activities is, by agreement in the NJTPA passed through to the sub-regions (counties) to fund staff planning activities. Monmouth County has used this funding source to carry out a county-wide pedestrian facilities inventory. The inventory is being used as a basis for developing local lead projects. Transportation Management Associations In New Jersey, Transportation Management Associations receive substantial funding assistance through the Department of Transportation. In recent years, these funds have been from Federal sources (CMAQ, or STP). (In the past, funding came from State sources). TMAs have considerable latitude in developing annual work programs to implement Travel Demand Management strategies. TMAs have carried out and are encouraged to continue to develop and undertake work program elements involving the promotion of bicycling and walking, development of bicycling suitability maps- promotional efforts aimed at increasing bicycling and walking, effective cycling presentations, etc.

Local Planning Assistance This program provides funding to retain consultant assistance for the purpose of fostering sound transportation planning at the local level. The Department partners with municipalities who desire to develop Access Management Plans, local circulation plans and other transportation related plans SDRP designated centers and target neighborhoods under the Governor s Urban Strategies Initiatives receive priority. This funding source could be used to develop local pedestrian/bicycle circulation plans and facilities inventories. To date, none of the studies funds have been of this type. This program is administered by the Division of Transportation Systems Planning, Bureau of Mobility Strategies, New Jersey Department of Transportation. Local Bicycle/Pedestrian Planning Assistance The Department of Transportation has retained the services of consultant teams with expertise in pedestrian and bicycle planning. The consultants are available to provide technical planning assistance to counties and municipalities who wish to develop pedestrian and bicycle local circulation plans and other related studies. Guidelines for participation in the program are available from the Department's Bicycle/Pedestrian Advocate. This program is administered by Division of Transportation Systems Planning, Bureau of Mobility Strategies, New Jersey Department of Transportation. Corridor and Regional Planning Studies (TDM) Component) The NJDOT Division of Transportation Systems Planning carries out numerous corridor and regional planning studies to determine transportation needs and develop project proposals to address those needs. It is the current policy of the Division to take a multi-modal approach in all planning activities in the Division. The Department has retained the services of consultant teams with expertise in Travel Demand Management (TDM) strategies, including walking and bicycling, to participate in and support other planning activities in the Division. These consultant teams are available to undertake planning studies which examine multi-modal solutions to transportation needs. This could include the accommodation of bicycle and/or pedestrian travel needs. This program is administered by Division of Transportation Systems Planning, Bureau of Mobility Strategies, New Jersey Department of Transportation. Other Sources of Funding Bicycle and pedestrian planning activities and programs can and have been funded through local funds budgeted through county and municipal budgets.

Funding of Projects Federal Funding Under TEA-21 All the major funding programs under TEA-21 include bicycle and pedestrian facilities and programs as eligible activities. National Highway System (NHS) The NHS is comprised of the 42,000 mile Interstate system and another 113,000 miles of roads identified by the states based on their importance to the national and regional economy, and their connectivity. NHS funding-for project on NHS roadways- can be used for bicycle and pedestrian improvements on or on land adjacent to any highway on the NHS system, including Interstate highways. This includes incidental improvements within larger projects which enable bicycle compatibility (e.g. paved shoulders, bicycle safe drainage grates, etc., designated bicycle facilities (i.e. bikeways: signed routes, bike lanes, paths), and pedestrian accommodations such as sidewalks, signals, overpasses, crosswalks, etc. It also includes the funding of independent bicycle and pedestrian projects along (within the right of way) or in the vicinity of (associated with) NHS roadways. Independent bicycle and pedestrian projects would be those initiated primarily to benefit bicycle and pedestrian travel. Projects could include shoulder paving, bicycle safe drainage grates, construction of sidewalks or bikeways, installation of pedestrian signals, crosswalks or overpasses. Surface Transportation Program (STP) Funds A broadly defined program giving states wide flexibility to invest in a wide variety of transportation activities. Bicycle and Pedestrian facilities and walkways are specifically listed as eligible activities under this program. As with NHS, pedestrian and bicycle improvements may be incidental improvements within larger projects which establish bicycle compatibility (e.g. paved shoulders, bicycle safe drainage grates, etc.), or designated bicycle facilities (i.e. bikeways: signed routes, bike lanes, paths), and pedestrian accommodations such as sidewalks, signals, overpasses, crosswalks, etc. It also can include the funding of independent bicycle and pedestrian projects along (within the right of way) or in the vicinity of (associated with) roadways. Independent bicycle and pedestrian projects would be those initiated primarily to benefit bicycle and pedestrian travel. Projects could include shoulder paving, bicycle safe drainage grates, construction of sidewalks or bikeways, installation of pedestrian signals, crosswalks or overpasses. Under TEA-21, it is specified that these funds may be used for the modification of sidewalks to comply with the Americans for Disabilities Act. A number of projects initiated by NJDOT as bike/pedestrian new starts in FY97 utilizing CMAQ funding (see below) have been programmed (subsequent phases of project development) in out years with STP funds. It should be noted that STP funds may be used for non-

construction "projects" (such as maps, brochures, public service announcements) related to safe bicycle use and walking. Local Scoping and Local Lead Projects The Local Scoping program (in the MPOs) provides a set aside of federal (STP) funds directly to the sub regions for the advancement of project proposals through the NEPA process, ultimately making that project eligible for inclusion in the TIP (as a Local Lead project). Subregions (counties) apply for inclusion in the program, which are screened through a competitive selection process. Once scoping is completed, projects may advance as local lead projects. Projects that clearly have no significant adverse environmental impacts may be eligible to move directly to the Local Lead program. Counties (plus municipalities partnering with counties) can receive STP funds for final design and construction of projects that are included in the TIP. Local Lead projects are selected via a competitive selection process. Each of these sources of funds can be used to advance bicycle or pedestrian projects. As yet. only a handful of local scoping/local lead projects have directly addressed non-motorized needs as independent projects. Local Scoping/Local lead projects can also benefit the non-motorized modes if they incorporate, incidentally, features that address bicycle and pedestrian travel needs. Transportation Enhancements This is probably the best known source of federal funds available for pedestrian and bicycle improvements. In each state, ten percent of STP funds must be allocated to a set of 12 specific types of projects known as Transportation Enhancements. Pedestrian and bicycle projects and the conversion of abandoned railway corridors to trails are two of the 12 project types. Other project types, including landscaping/scenic beautification, rehabilitation and operation of historic transportation facilities, such as canals, tow paths, bridges, viaducts, may directly benefit or provide for bicycle and pedestrian needs. A multi-discipline Committee reviews the projects and makes recommendations to the Commissioner of Transportation who makes final selections. The program is administered by NJDOT's Division of Local Government Services. Hazard Elimination Program Another STP program set aside, 10% of the STP program is to be used to fund Safety projects. Funding is provided for safety oriented improvements. Improvements that either directly or indirectly improve conditions for pedestrians can be funded. In New Jersey, the program is administered by the NJDOT Bureau of Traffic Engineering and Safety (in the near future it will be transferred to a new Bureau of Safety Programs. In

general, projects are selected on the basis of excessive occurrence of a particular accident type at a given location. This often involves some sort of intersection modification such as resurfacing with a skid resistant pavement surface. In some cases safety improvements have included the installation of pedestrian signal heads NJDOT is revising its project selection process. The new process will include specific accident categories for which projects are to be funded. One of these categories will be pedestrian related accidents. Congestion Mitigation and Air Quality (CMAQ) As was the case under ISTEA, under TEA-21, pedestrian and bicycle improvements are amona the types of projects eligible for CMAQ funding. In New Jersey, for FY97, the NJDOT initiated approximately a dozen independent bicycle and pedestrian projects utilizing CMAQ funding Later phases of the projects were funded with STP funds. National Recreational Trails Fund (Symms Trails System Act) An annual sum is apportioned to the states for use in developing trails related projects many of which benefit bicyclists and pedestrians. Funding is from federal motor fuels taxes collected on sale offael for motorized recreational vehicles (ATV's, off road motor cycles, snowmobiles) The program (including solicitation of projects and project selection is administered by the Office of Natural Lands Management in the Department of Environmental Protection. State county, local governments, and non-profit organizations are eligible for funds. Scenic Byways A small grant program under which pedestrian projects may be funded if they are in fulfillment of a management plan for a designated scenic byway. Designation of the scenic bywav must be in accordance with a Scenic Byways program developed and adopted by the state. New Jersey has adopted a Scenic Byways program, and, as a case study, a management plan for the first proposed scenic byway in the state (State Route 29, in Mercer and Hunterdon Counties along the Delaware River). Benefits of adoption as a Scenic Byway under the Program could include direct funding of projects (assuming the passage of federal transportation legislation which includes Scenic Byways funding); and, through preferential treatment in the funding/selection process for other funding sources administered by the Department, for projects which are in fulfillment of a scenic byways management plan.

Section 402 Safety Funds Funds administered by National Highway Traffic Safety Administration (NHTSA) to be spent on non-construction activities to improve the safety of the traveling public. Pedestrian and bicycle projects are on the NHTSA priority list. In each state, the program is administered by a designated Highway Safety representative. In New Jersey, the designated representative is the Director of the Division of Highway Traffic Safety in the Department of Law and Public Safety. Pedestrian projects have been funded, including the development and dissemination of brochures and PSAs promoting safe pedestrian practices and a 3-E (Engineering. Enforcement, Education) program in cooperation with the City of Trenton which includes road signs and crosswalk marking. Recently, cooperative pedestrian safety programs have been implemented with Jersey City and Elizabeth. This program may be repeated in other communities with high pedestrian accident experiences, where there is local support. Federal Transit Administration Funds Title 49 U.S.C. (As amended by TEA-21) allows the Urbanized Area Formula Grants, Capital Investment Grants and Loans, and Formula Program/or Other than Urbanized Area transit funds to be used for improving bicycle and pedestrian access to transit facilities and vehicles. TEA-21 also created a Transit Enhancement Activity program with a 1% set-aside of Urbanized Area Formula Grant funds designated for, among other things, pedestrian access and walkways and bicycle access, including storage equipment and installing equipment for transporting bicycles on mass transit vehicles. Federal Community Development Block Grant (CDBG) Program Federal block grant funding from the Department of Housing and Urban Development can and has been used to fund pedestrian improvements. Projects must occur in an eligible low or moderate income areas (as defined by HUD) or benefit special needs groups. Funding flows directly to counties and municipalities. In Monmouth County, for example, a compact of 49 of the 53 municipalities works together to identify and select eligible projects (in 1997, $ 3.854 million was available to fund projects. Some municipalities receive funding directly. Examples of projects funded which benefit pedestrians has included streetscape improvements. Sidewalk installation, curb ramps, and building modifications to meets ADA access requirements.

State Funding Local Aid for Centers of Place A New Jersey Department of Transportation funding program designed to assist municipalities who have formally participated in implementation of the New Jersey State Development and Redevelopment Plan (SDRP). Such participation entails designation as a Center by the State Planning Commission, preparation of a Strategic Revitalization Plan and Program which has been approved by the Commission, or entrance into an Urban Complex, which has been approved by the Commission. The program provides the opportunity to apply for funds to support non-traditional transportation improvements that advance municipal growth management objectives as outlined in the action planning agenda of the municipality. Participation of municipalities in the SDRP ensures eligibility to compete for funds in the program. Typical projects include: • pedestrian and bicycle improvements • adaptive reuse of abandoned railway corridors (pedestrian and bicycle trails) • scenic or historic transportation improvements • landscaping/beautification of transportation related facilities (streetscape improvements) • rehabilitation of transportation structures In general, eligible projects are similar to Transportation Enhancements projects, but only SDRP municipalities are eligible to apply for funding. Allowable costs include preliminary engineering, design and construction. An annual solicitation for project proposals sent to all eligible municipalities. The program is administered by the NJDOT Division of Local Government Services in cooperation with the Bureau of Statewide Planning. County Aid Program This program provides funding to counties for transportation projects. These funds are allocated to New Jersey's 21 counties by a formula that takes into account road mileage and population. Annually, each county develops a Capital Transportation Program that identifies all projects to be undertaken and their estimated cost. Projects may include improvements to public roads and bridges under county jurisdiction, public transportation or other transportation related work. Funding can be used for design, ROW, and constriction.

Independent pedestrian and bicycle projects can be funded under the county aid program; however, few independent pedestrian and bicycle projects have been funded. The challenge is to encourage counties to include pedestrian and bicycle projects among those which they propose to fund. As "state funded" projects, all projects funded under county aid program are subject to the NJDOT policy that requires that all "...bicycle and pedestrian traffic should be incorporated into the planning, design, construction and operation of all projects and programs funded or processed by the NJDOT." The Department of Transportation will continue efforts to encourage counties to comply with this policy mandate. Municipal Aid Program The Municipal Aid Program provides funding to municipalities for transportation projects. Funding is made available for municipalities in each county based on a formula that takes into account municipal road mileage within the county and county population. These funds are allocated to individual projects within various municipalities through a competitive process. Funding is allotted to municipalities that qualify for Urban Aid under N.J.S.A. 52:D-178 et seq. All 566 municipalities may apply. Projects may be improvements to public roads and bridges under municipal jurisdiction. Applications are solicited, evaluated, and rated by NJDOT staff. The results are presented to a Screening Committee comprised of Municipal Engineers and Department Staff- appointed by the Commissioner. The Committee evaluates the projects and makes recommendations to the Commissioner for approval. The Department will pay 75% of the award amount at the time that the award of construction is approved by the Department. The remaining amount is paid upon project completion. As is the case with the County aid program, independent pedestrian and bicycle projects can be funded under the municipal aid program; however, few if any independent pedestrian and bicycle projects have been funded through this program. Municipalities need to be encouraged to include pedestrian and bicycle projects among those which they propose to fund, and make such adjustments in the program and project selection process so that these projects are ultimately selected and funded. As with county aid projects, all projects funded under municipal aid program are subject to the NJDOT policy which requires that all "...bicycle and pedestrian traffic should be incorporated into the planning, design, construction and operation of all projects and programs funded or processed by the NJDOT."

Discretionary Aid Program The Discretionary Aid Program provides funding to address emergency or regional needs throughout the state. Any county or municipality may apply at any time. These projects are approved at the discretion of the Commissioner. As "state funded" projects, all projects funded under the discretionary aid program are subject to NJDOT policy which requires that all "...bicycle and pedestrian traffic should be incorporated into the planning, design, construction and operation of all projects and programs funded or processed by the NJDOT. " The Department will pay 75% of the award amount at the time of the award of construction with the remaining amount to be paid upon project completion. In FY98 and FY99 this program was used a significant funding source for independent pedestrian and bicycle projects. In FY98, the Commissioner has earmarked a minimum of $1.5 million of Discretionary Aid to be used for pedestrian projects. In FY99 $1.5 million was earmarked for pedestrian projects, and $10.0 million was earmarked for bicycle projects. Now, two new state funded programs, described below, are available for locally initiated bicycle and pedestrian projects. Locally Initiated Bicycle Projects This is a new program for FY2000 which provides funds for municipalities and counties for the construction of bicycle projects. These could include roadway improvements which enable a roadway or street to safely accommodate bicycle traffic, or designated bikeways (signed bike routes bike lanes or multi-use trails). The solicitation for project applications occurs at the same time as the solicitation for municipal aid projects. Applications are solicited, evaluated, and rated by NJDOT staff. Based on this evaluation, a list of recommended projects is proposed to the Commissioner of Transportation, who makes the final selection. The program is administered by NJDOT's Division of Local Government Services. Locally Initiated Pedestrian Projects This is a new program for FY2000 which provides funds for municipalities and counties for the construction of pedestrian access and safety improvements. The solicitation for project applications occurs at the same time as the solicitation for municipal aid projects. Applications are solicited, evaluated, and rated by NJDOT staff. Based on this evaluation, a list of recommended projects is proposed to the Commissioner of Transportation, who makes the final selection The program is administered by NJDOTs Division of Local Government Services.

County or Municipal Capital (Public Works) Funding County or Municipal funding can be used to fund pedestrian improvements sidewalks trails crosswalks signals, traffic calming, etc, on rights of way under county or municipal jurisdiction by including the project in the municipal (or county) budget, or bonding for it. just as they are used to fund the construction and rehabilitation of roadway improvements for cars. Pedestrian improvements can be fully or partially assessed against the property owners along whose frontage the improvement (ordinarily a sidewalk) is placed. As with other categories of funding, bicycle and pedestrian improvements may be incidental to (a part of) larger, roadway projects; or they can be independent, i.e. solely to address pedestrian needs. Even small amounts of funding in county or municipal sources can be very important since they may be used to leverage or show local commitment in applications for other funding sources (e.g. TE, Local Aid For Centers, etc.). Special Assessment Districts Another form of Municipal funding is through the creation of a local Special Assessment District. The Borough of Fair Lawn (for example) established a Special Improvement District in which assessments are made on those seeking to develop or improve property. The Borough provided $100.000 in matching funds. The funding is used for infrastructure improvements including pedestrian improvements within the district. Here, also, funding can be used to leverage or show local commitment in applications for other funding sources. Transportation Development Districts (TDD) A Joint state/county program in New Jersey in which transportation improvements within a defined growth area are funded through a combination of public funding and developer contributions (for new developments) within the district. Theoretically, independent pedestrian improvements can be included in the infrastructure improvement plan developed through a joint planning process for the district, and funded through the TDD. Green Acres State Green Acres grants and loans can and have been used to fund pedestrian projects such as multi use trails and trail head facilities. Funding for state, county and local governments (and non-profits - acquisition only with a 50% match) is available for land acquisition and facilities development. The source of these funds are state bond issues.

The program is administered by the Green Acres Office m the Department of Environmental Protection. Developer Provided Facilities The current Residential Site Improvement Standards currently in effect in New Jersey require new residential developments to include sidewalks. Other municipal and state zoning or access code regulations have been used to require developers to provide both on site and off site improvements to benefit bicycle and pedestrian traffic.