The Route 130/49 Corridor Study June 2005

Transcription

TMS
Pe n n s G r ove, Pe n n s v i l l e a n d
C a r n ey s Po i n t , N ew J e r s ey
TR
AN
RTAT I O N P L AN
SJTPO
S PO
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TION
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ANGLIN
LOPEZ
RINEHART
R
O
JACKSON
G L AT T IN G
KERCHER
June 2005
The Route 130/49 Corridor Study
JE
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SOUTH
The Route 130/49 Corridor Study
Table of Contents
Executive Summary
I. Project Coordination
1
II. Introduction
2
III. Land Use and Urban Design Context
4
IV. Socio-Economic Context
Statistical Overview
Environmental Justice
11
V. Public Involvement
14
VI. Roadway Characteristics
Functional Classifications
Traffic Volumes
Levels of Service
Travel Survey
Management Systems
Crash Clusters
NJDOT Desirable Typical Section
Recreational / Tourist Signing
17
VII. Pedestrian and Bicycle Accommodation and Safety
35
VIII. Transit Service
40
IX. Project Purpose and Need
43
X. Proposed Improvements and Alternatives
Sidewalk Improvements
Transit Improvements
Intersection Operational Improvements
Regional Improvements
Smart Growth Initiatives
Other Initiatives
44
XI. Implementation Plan
83
Route 130 /49 Corridor Study
June, 2005
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List of Figures
Figure 1:
Project Location
Figure 2:
Study Area Corridor
Figure 3:
Zoning
Figure 4:
Redevelopment Areas
Figure 5:
Functional Classifications
Figure 6:
Penns Grove and Carneys Point Crash Rates
Figure 7:
Pennsville Crash Rates
Figure 8:
Congestion Management System
Figure 9:
Pavement Management System
Figure 10:
Sidewalk Inventory, Penns Grove and Carneys Point
Figure 11:
Sidewalk Inventory, Pennsville
Figure 12:
Transit Routes
Figure 13:
Sidewalk Program, Penns Grove and Carneys Point
Figure 14:
Sidewalk Program, Pennsville
Figure 15:
Route 49/Main Street Roundabout Concept, Pennsville
Figure 16:
Route 49/South Road Restriping
Figure 17:
Route 49/Lippincott Modified Diamond Interchange
Figure 18:
Route 130 and 140/Plant Road Restriping
Figure 19
Route 140 and I-295
Figure 20:
Hollywood Avenue Concept 1
Figure 21:
Hollywood Avenue Concept 2
Figure 22:
Striping Plan, Georgetown Road
Figure 23:
Maple Avenue Roundabout Concept
Figure 24:
Route 130 Candidate Typical Section
Figure 25:
East Main Street/130 Restriping
Figure 26:
Triangle Area Circulation Plan
Figure 27:
Main Street Plan, Penns Grove
Figure 28:
Main Street Plan, Cross Section,
Figure 29:
Main Street Plan, Potential Off-Street Parking Locations
Figure 30:
Main Street Plan, Commercial Areas
Figure 31:
Street Network, Penns Grove
Figure 32:
Candidate Future Parking Structured Locations, Penns Grove
Figure 33:
Pennsville Town Center, Street Plan
Figure 34:
Route 130, Typical Section, Carneys Point
Figure 35:
Route 130, Candidate Typical Section, Carneys Point
Figure 36:
Circulation Plan, Part 1 North, Pennsville
Figure 37:
Circulation Plan, Part 2 South, Pennsville
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List of Tables
Table 1:
Table 2:
Table 3:
Table 4:
Table 5:
Table 6:
Table 7:
Table 8:
Table 9:
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Comparative Populations, 2000
Income and Poverty Distribution, 2000
Language Distribution
Age Distribution
Manual Turning Movement Counts
Peak Hour Intersection Volume
Average Daily Traffic (ADT) Volumes, August 2004
Average Daily Traffic (ADT) Volumes, April and October 2004
Historical Average Daily Traffic (ADT) Volumes
June, 2005
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Table 10:
Table 11:
Table 12:
Table 13:
Table 14:
Table 15:
Table 16:
Table 17:
Table 18:
Table 19:
Table 20:
Table 21:
Table 22:
Table 23:
Table 26:
Signalized Intersection LOS Criteria
Peak Hour Levels of Service
License Plate Survey, spring 2004
License Plate Survey, summer 2004
License Plate Survey Comparison
Average State-wide Crash Rates, 2000-2002
Pavement Quality, 2003
Crash Clusters on NJDOT System, 2001-2003
State Highway Desirable Typical Section by Route & Milepost
Pedestrian and Bicycle Accidents, 2000-2002
Ridership Summary for Routes 423 and 468, 1997-2004
Phase I Sidewalk Improvements
Phase II Sidewalk Improvements
LOS Comparison of Proposed Improvements:
Route 130, Route 140 and Plant Road
LOS Comparison of Improvement Options:
Route 130 and Hollywood Avenue
Route 130 and Route 48/Main Street
Implementation Plan
Appendices
Appendix A:
Appendix B:
Appendix C:
Appendix D:
Appendix E:
Chronology of Public Meetings
Stakeholder List
Project Surveys
Public Meetings
Project GIS Data
Table 24:
Table 25:
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Executive Summary
Located in western Salem County, New Jersey, the Route 130/49 Corridor study area is approximately
thirteen miles in length, and encompasses three municipalities – Carneys Point, Penns Grove and
Pennsville. The study area begins on Route 130 in Carneys Point and terminates at the Salem River.
As one travels the study area corridor, its character changes. Route 130 begins in Carneys Point
Township just north of County Route 607, and serves as the “Main Street” leading into Penns Grove
Borough. Route 130 terminates at Route 49 at the interchange of Route 40 and I-295 in Pennsville
Township, just east of the Delaware Memorial Bridge, where the context is considerably more rural and
development is freeway-oriented. Route 49 continues as the main roadway through Pennsville Township.
The Land Use and Urban Design Context of the study area are provided in Chapter III.
Stimulating and directing growth is a major issue in the region. Carneys Point, Penns Grove and
Pennsville are included in the “western economic growth and development corridor” targeted by Salem
County’s Delaware River and I-295/NJ Turnpike Planned Growth Corridor Study, which seeks to guide
further growth where infrastructure and major roadways already exist.
The public outreach process for the project (Chapter V) revealed that the three communities have mutual
needs and issues. Common themes were identified throughout the process:

Economic development will be enhanced by an improved transportation network.
I-295 creates a barrier between the communities impeding a “natural” flow of commerce and
traffic.
A proposed project, The Riverwalk, is unanimously viewed as the anchor for an economic revival
to the Penns Grove area.
A “ Main Street” redevelopment to complement the Riverwalk project will greatly enhance
revitalization of Penns Grove and the surrounding area.
Pedestrian accommodation and safety and improved traffic circulation is required along several
areas within the corridor.
The abundant natural and historic features in the area make the region a potential destination for
eco-tourism.
Transportation, land use, urban design context and economic development are all interwoven in the study
area’s problems and the solutions. This study was undertaken to address five objectives:

Regional Congestion and Delay
Safety
Mobility Deficiency
Smart Growth/Regional Growth and Future Capacity
Economic Development Goals
A detailed technical analysis was conducted with available accident, management system data,
supplemented field counts, and field views to gain an understanding of roadway characteristics (Chapter
VI). Six primary needs were identified for the Route 130/49 corridor:
June, 2005
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▪
Economic Development — The three municipalities within the corridor have experienced
little or no economic growth over the last decade, and when combined, have actually lost
population since 1990. Improvements or alternatives arising from this study support economic
growth in the desired Redevelopment Areas for consistency with the desires expressed in the
redevelopment plans for Carneys Point and Penns Grove.
▪
Promote Alternative Modes of Transportation — Missing or deficient stretches of
sidewalk throughout the corridor results in an incomplete sidewalk network, and discourages nonauto trip-making. This is especially significant in the more urban areas of the corridor, such as
Route 130 through Penns Grove and Deepwater or Route 49 through Pennsville. Sidewalk
improvements are proposed to help encourage non-auto trips and improve mobility for those who
choose to walk or use a bicycle. In certain locations, dedicated bike lanes are an appropriate
investment to encourage bicycle use.
▪
Roadway and Pedestrian Safety — Analysis of crash rate data, pedestrian accidents, and
accident clusters show that there are many locations throughout the corridor with unsafe
conditions, especially at signalized intersections. These locations are proposed for improvement,
whether through intersection improvements, sidewalk improvements, better signage, or other
means.
▪
Congestion Relief — Although automobile congestion is not a serious problem in this
corridor, there are specific locations where traffic conditions can cause delays. These locations
include intersections along Route 130 through Penns Grove and Carneys Point and intersections
along Route 49 through Pennsville. Access to Route 49 from intersecting side streets is a
reoccurring problem. Proposed improvements are designed to address these issues.
▪
Re-configure the “Triangle Area” — The confluence of I-295, the New Jersey Turnpike,
Route 130, Route 49 and Hook Road is the most important intersection in the corridor and
handles the greatest volume of traffic. This intersection also acts as the entrance into the
communities of Pennsville and Deepwater. In the long term, this intersection is proposed to be reconfigured to serve multiple purposes, including efficient flow of traffic, promoting
redevelopment along the major roadways, and serving as a gateway into the adjacent
communities.
▪
Smart Growth Objectives — As all of Penns Grove and parts of Pennsville and Carneys
Point are recognized as regional Smart Growth Centers, an objective of this study was to focus
new growth and encourage redevelopment within the urban portions of these municipalities.
An Implementation Plan for the project was developed, identifying sidewalk, intersection operational
improvements, regional improvements, Smart Growth and other initiatives for the study area. Chapter XI
contains a matrix of proposed projects and alternatives for each of these categories, with lead and support
roles identified and estimated costs.
June, 2005
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I.
Project Coordination
Project Advisors
The Route 130/49 Corridor Study was guided by the following team:

Michael Reeves, Project Manager, SJTPO
John Petersack, NJDOT
Ron Rukenstein, PP, AICP/Sandi Stark, Salem County Planning Board
Project Team
The Project Team consisted of:

Dave Cox, PE, Urban Engineers
Erika Rush, AICP, Urban Engineers
John Federico, PE, Urban Engineers
Joe Pavlik, PE, Urban Engineers
Jay Etzel, PE, Urban Engineers
Jennifer Caveng, EIT, Urban Engineers
Linda McDonald, Transportation Marketing Strategies
Ian Lockwood, PE, Glattting, Jackson
Raj Mohabeer, ASLA, Glatting, Jackson
A chronology of project meetings is provided in Appendix A.
Acknowledgments
The Project Team received support and input from the Salem County Steering Committee; the mayors of
Penns Grove, Pennsville and Carneys Point; the Pennsville Economic Development Commission; Penns
Grove Redevelopment Authority, the Salem County Chamber of Commerce; Legends Properties and the
Fenwick Commons LLC throughout the study. Their contributions to the study and its recommendations
were invaluable.
Urban Engineers, Inc.
June, 2005
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II.
Introduction
Located in western Salem County, the Route 130/49
Corridor study area is approximately thirteen miles in
length, and encompasses three municipalities –
Carneys Point, Penns Grove and Pennsville. The study
area begins on Route 130 in Carneys Point and
terminates at the Salem River. (Figure 1)
Route 130 constitutes approximately five miles of the
corridor, while Route 49 constitutes approximately
eight miles. The five-mile section of Route 130 begins
in Carneys Point Township just north of County Route
607 (Broad Street), which is the “Main Street” leading
into Penns Grove Borough. Route 130 terminates at
Route 49 at the interchange of Route 40 and I-295 in
Pennsville Township, just east of the Delaware
Memorial Bridge. Route 49 continues as the main
roadway through Pennsville Township. (Figure 2)
The study area’s three municipalities ─ Carneys Point,
Penns Grove and Pennsville - are home to
approximately 25,000 persons (as of the 2000 Census).
This reflects a loss of about 1,700 persons (6 percent)
total in these municipalities since 1990.
Figure 1: Project Location
Growth is a major issue in the region. Carneys Point,
Penns Grove and Pennsville are included in the “western economic growth and development corridor”
targeted by Salem County’s Delaware River and I-295/NJ Turnpike Planned Growth Corridor Study,
which seeks to guide further growth where infrastructure and major roadways already exist.
The objectives of this study are to address:

Regional Congestion and Delay — areas of current traffic congestion and delay and cause
for poor system performance.

Safety — areas where pedestrian and driver safety are of concern.

Mobility Deficiency — access to jobs, services and economic centers and the effectiveness of
the existing and proposed transportation system to meet the multi-modal mobility needs of the
local and regional travel market.

Smart Growth/Regional Growth and Future Capacity — growth is clearly desired in this
portion of the county. The ability of a range of proposed actions to satisfy future travel needs,
support planned growth and improve the area’s quality of life will be explored.

Economic Development Goals — This study will examine to what degree economic
development is a component of Purpose and Need, and identify those transportation projects that
can contribute to redevelopment and smart growth objectives. Interviews with the Project Team,
Focus Groups and Working Group membership provided input for this objective.
June, 2005
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The Route 130/49 Corridor Study area is within the Penns
Grove, Pennsville and Carneys Point communities. The
project area's northern limit is Route 130 just north of
CR 607. Route 130 terminates at Route 40 at the
interchange of Route 40 and Interstate 295 in Pennsville.
Pe n n s G r ove
Pe n n s v i l l e
C a r n ey s Po i n t
The Route 130/49
Corridor Study
Introduction
Fig. 2: Study Area Corridor
III.
Land Use and Urban Design Context
The Growth Management Element of the Salem County Comprehensive Plan outlined a series of goals
and objectives related to its growth management plan, including preservation of open space, promotion of
economic development and growth in appropriate areas, and protection of the County’s rural character.
These goals and objectives reflect a growing consensus in the County that growth should be directed to
specific areas and strategies should be developed to protect and promote natural resources.
The Delaware River and I-295/NJ Turnpike Planned Growth Corridor Study reinforced these goals and
objectives. This report clearly indicates that the “western economic growth and development corridor”
consists of several roadways, including Routes 130 and 49 in Carneys Point, Penns Grove, and
Pennsville. (Figure 3) The Growth Corridor Study report concludes with identification of ten strengths
and weaknesses of this growth corridor. One of the strengths identified was that the growth corridor had
a “favorable regional location and transportation corridor”, including its proximity to the New Jersey
Turnpike, I-295, I-95, the NYC-Washington Corridor, and Conrail rail service.
Population growth within the Salem County has centered most recently and significantly in those
municipalities adjacent to Cumberland and Gloucester Counties. Pittsgrove, Upper Pittsgrove,
Pilesgrove, Oldman’s and Quinton Township were the only municipalities to show population growth
between 1990 and 2000. Growth and development is desired by Carneys Point, Penns Grove and
Pennsville and is reflected in local plans and policies. Each of the three municipalities in the study area is
discussed in more detail below.
Penns Grove Borough
Approximately one square mile in size, Penns Grove Borough is bordered by
the Delaware River and Carneys Point Township and home to nearly 5,000
people. SJTPO’s Regional Transportation Plan projects a marginal decrease
in population in 2025.
The Borough is urban in character, with over 98% of its land developed.
Approximately 70% of the land use is residential, with a variety of housing
types. The Borough’s housing stock is historic in nature and is an asset to the
town’s small town character. Most homes are on very small lots and are built
close to the street. About half of the dwelling units are rental.
Approximately 10% of the land uses are commercial, primarily small businesses. The Borough’s
downtown business district is clustered along the two main traffic arteries within the borough: Main
Street from Virginia Avenue to State Street, and Broad Street from Beach Avenue to Harmony Street.
According to the latest Census statistics, just over 20% of Penns Grove’s residents live below the poverty
level. The 2003 State Department of Labor Statistics indicate that Penns Grove had an unemployment
rate of nearly 15%. Between 1999 and 2003 unemployment rose over 4%. Job creation and economic
development are major priorities in Penns Grove. SJTPO anticipates an increase of only 45 jobs between
2000 and 2025.
Strengthening the economy is thus a major objective of the Borough. The Riverwalk at Penns Grove, a
riverfront entertainment center of nearly 200,000 square feet, has been proposed by Fenwick Commons,
LLC. This development presents an enormous opportunity for the Borough. With more than $20 million
in public and private funding commitments, The Riverwalk is expected to become a Delaware River
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The Route 130/49 Corridor Study area is primarily zoned
commercial or industrial. Growth and development is
desired by the municipalities, as reflected in the Growth
Management Element of the Draft Salem County
Comprehensive Plan and The Draft Delaware River
and I-295/NJ Turnpike Planned Growth Corridor Study.
The "western economic growth and development corridor"
in the Plan comprises several roadways, including Routes
130 and 49 in Carneys Point, Penns Grove, and Pennsville.
#
Fig. 3: Zoning
The Route 130/49
Corridor Study
Land Use and
Urban Design Context
Source : This map was prepared by Ron Rukenstein & Associates and George White
destination, attracting tourism and strengthening the Borough’s economy. The Borough has worked
closely with the Riverwalk developer, rezoning the waterfront into two marina districts and securing
$1,000,000 in New Jersey Department of Environmental Protection Green Acre funding for a Riverwalk
park to serve as a public amenity in concert with the development. The Borough is fully served by public
sewer and water, but upgrades to the municipal sewer plant are necessary to support the development’s
needs.
The Borough’s 1990 Master Plan recognized the Borough’s
declining property values, eroding tax base and tax burden
shift to homeowners. To address these problems, the Plan
identified three major goals:

Near-term: Develop methods and strategies to
encourage and facilitate commercial investment and
economic revitalization in Penns Grove.
Short-term: Improve the material appearance of
commercial establishments, storefronts and homes
along targeted sections of the two main commercial
arteries.
Long-term: Enhanced revitalization of the Borough
through high quality private investment, controlled
commercial growth, high standard land use controls,
and housing opportunities.
An important component to Penns Grove revitalization is its
Redevelopment Plan. The purpose of the Plan is to provide
direction for redevelopment so that the residential community
remains and employment growth for its residents is achieved.
The Penns Grove Redevelopment Area nearly encompasses
the Borough of Penns Grove. Of particular importance to the
Route 130/40 Corridor Study is the inclusion of Penns
Grove’s main commercial corridors – Main Street, Broad
Street, and Route 130 – within an approved Redevelopment
Area. These corridors were the primary determinant for the
Redevelopment Plan area boundaries, as much of the
Borough’s redevelopment efforts hinge upon effective,
comprehensive transportation improvements which support
local economic development. The Plan noted that:

A design for streetscape improvements for the Central Business District (Main and Broad Streets)
is needed to act as a uniform entry to the waterfront development.
As redevelopment occurs along the waterfront and the downtown business district, additional
parking areas — particularly in proximity to the Riverwalk development project — will be
necessary for economic development efforts to succeed.
Aesthetic and operational improvements to ingress and egress routes will be needed as
development is realized.
Pedestrian circulation needs must be addressed for the range of land uses that exist along the
commercial corridors.
Traffic calming measures are needed to improve pedestrian and automobile safety.
June, 2005
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Carneys Point Township
Located between Pennsville and Oldmans Township,
Carneys Point surrounds the Borough of Penns Grove.
The Township contains a significant amount of open
space, natural environmental features and recreation
opportunities.
Approximately 18 square miles in size, Carneys Point is
home to 7,684 people according to the 2000 Census.
The Township developed primarily as a DuPont
company town. Over the years, global competition led
to relocation of many of DuPont’s business lines,
greatly affecting Carneys Point’s economy. SJTPO
projects a population decrease of 292 people between
2005 and 2025, and an increase of almost 600 jobs
between 2000 and 2025.
I-295 and the New Jersey Turnpike run through the
center of Carneys Point. The town’s urban area is
located primarily along Route 130. Transportation plays
a significant role in Carneys Point’s planning efforts.
The township’s major focus has been to attract
industrial development along its major highway
corridors. To that end, a Redevelopment Area of 2,500
acres has been designated to direct more intensive
development, bounded by Shell Road/Route 130 on the
south, and Route 40 and North Game Creek Road to the
east. (Figure 4) The Redevelopment Area contains
three contiguous sub-areas:

Sub-Area 1 — 1,150 acres consisting of the DuPont Plan One site
Sub-Area 2 — Approximately 300 acres in the Township’s hospitality area, where the Holiday
Inn Express and the Flying J Truck Plaza are located.
Sub-Area 3 — Between 1,200 and 1,300 acres accessible to the NJ Turnpike and I-295
Interchanges. This land is primarily vacant with some contamination issues, and has proximity to
water, sewer and fiber optic infrastructure.
The Master Plan for Carneys Point established the following goals:

Create a strong and viable town center, while
preserving the character and special sense of
place of the township’s historic areas.
Provide a safe and convenient transportation
system, including improved circulation along
existing roadways such as Route 49/Broadway.
Develop mechanisms to allow clustered,
planned developments to maximize wise use of
land and existing utility infrastructure, and
preservation of natural resources.
Provide amenities in and to serve the Township,
including bike and pedestrian paths to link
centers and provide travel alternatives.
June, 2005
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Penns Grove Redevelopment Area
Sub-Area 1
Sub-Area 2
Sub-Area 3
Figure 4: Redevelopment
sources:
Penns Grove Redevelopment Area: “Penns Grove Borough Redevelopment Plan”, approved by the Penns
Grove Redevelopment Authority, August 1, 2001
Sub-Areas 1, 2 and 3: the Mayor’s Citizens Advisory Redevelopment Committee Report prepared for Carneys
Point Township, May 2002
Note: The Penns Grove Redevelopment Zone shown on this map is a generalized representation of the original
redevelopment zone, which was based on parcel boundaries.
June, 2005
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Pennsville Township
Pennsville Township is bordered by Carneys Point to the north, Salem City and Elsinboro to the south,
and Mannington to the east. According to the 2000 Census,
Pennsville boasts the largest population in Salem County
(13,194), and also has the distinction of being one of the most
geographically diverse municipalities in the state. About one
third of Salem County’s shoreline is in Pennsville, and the
township is home to a full range of passive recreational
opportunities, including national wildlife refuges, state parks
and historic sites.
Location is one of Pennsville’s greatest assets, with strategic
accessibility to the major roadways, the Delaware River, and
metropolitan markets. The Delaware Memorial Bridge is located its northern end, linking Pennsville to
Interstate 95; Wilmington, Delaware, and Philadelphia, Pennsylvania. Route 49 connects local traffic to
the Delaware Memorial Bridge to the west, and to New Jersey and the Delaware shore to the east.
Atlantic City and the Garden State Parkway are accessible via Route 40, with Interchange 1 providing
access to north and south destinations along the NJ Turnpike, Interstate 295 and Route 130.
Rail and water access are additional strengths. Pennsville contains three active rail lines, providing
freight service to Woodsbury, Salem City and the Port of Salem. The Port is designated as a Foreign
Trade Zone, offering increased potential economic benefit for the area.
Pennsville’s advantageous location has translated into successful highway-oriented commercial
development. To capitalize on this success, the Township has recently initiated a redevelopment planning
process for the surrounding area.
Pennsville is one of the few municipalities in Salem County that is considered “development ready”,
meaning that water and sewer infrastructure is both available and capable of meeting increased demand.
Fiber optic can be accessed along the NJ Turnpike/I-295 corridor. However, development is constrained
in Pennsville in that 57 percent of its land area is undevelopable wetlands.
As a result, Pennsville has concentrated its master plan
activities on providing controlled development of a compact
nature, consistent with County and State plans. The following
specific Master Plan recommendations are of importance to this
study:

Creation of a Central Business District.
Improved circulation along existing roadways such as
Route 49/Broadway.
Redevelopment of existing industrial areas.
Rehabilitation and in-fill housing in established
neighborhoods.
Commercial, office, and mixed use development in the Township’s limited developable vacant
land.
June, 2005
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Waterfront Development
The Delaware River is a significant resource for the study area
communities. The Riverwalk Project in Penns Grove and the
Riverview Beach Park and Main Street area of Pennsville are
important resources for redevelopment focused on this asset.
The Riverwalk project and Riverview area include
recreational, retail and entertainment activities that are
potential tourist-based destinations.
June, 2005
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IV.
Socio-Economic Context
Table 1 contains demographic data for race and ethnicity within the study area by municipality.
Pennsville has a predominately White population, with minorities representing just over 3% of the total
population. In contrast, both Penns Grove and Carneys Point have significantly higher minority
populations, with Penns Grove’s minority population exceeding 50%. Hispanic and Black ethnicities
comprise the bulk of the minority population in each of the study area municipalities.
Table 1: Comparative Populations, 2000
Municipality
Total
White
Black
Penns Grove
4886
2387
1942
Hispanic
%
or
Minority
Latino
120
845
51.1%
American
Pacific Other Two or
Asian
Indian
Islander race more
18
14
8
397
Carneys Point
7684
6034
1250
21
70
3
161
145
306
21.5%
Pennsville
13194
12756
127
21
127
2
51
110
211
3.3%
Study Area
25764
21177
3319
60
211
13
609
375
1362
17.8%
Source: US Census Bureau, Census 2000
Income and Poverty Distribution
The presence of low-income, below poverty persons within this study area is very evident. Overall, 2,481
individuals (nearly 10% of the study area) were identified as being below the poverty level. In particular,
Penns Grove has a disproportionately high poverty population (21%), while Pennsville falls below the
study area average (5%).
Penns Grove has the lowest median household and per capita income of the three municipalities, while
Pennsville has the highest. In general, low-income populations have lower rates of car ownership and thus
are more dependent on alternate modes of transportation.
Table 2: Income and Poverty Distribution, 2000
Penns Grove
Median
Household
Income
$26,227
Carneys Point
Pennsville
Census Tract /
Block Group
$13,330
Total
Considered
Population
4880
$41,007
$19,978
7684
808
10.5%
$47,250
$22,717
13245
653
4.9%
25809
2481
9.6%
Study Area
Per Capita
Income
Total below
Poverty Level
Percent below
Poverty Level
1020
20.9%
Language Distribution
Numerous languages are spoken throughout the study area, including Spanish, Indo-European languages,
Asian and Pacific Islander languages. There are just under 500 individuals that do not speak English
“well” or “at all,” which represents approximately 2% of the total study area population that is over the
age of five. Approximately 73% of these individuals are Spanish-speaking. A breakdown of the language
distribution in each municipality is shown in Table 3.
June, 2005
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Table 3: Language Distribution
Carneys
Point
Penns
Grove
Pennsville
Study
Area
Persons 5 years and older
7237
4494
12556
24287
Speak English only
6645
3720
11830
22195
Speak Spanish:
292
650
260
1202
Speak English very well
Speak English well
Speak English not well
Speak English not at all
Speak other Indo-European languages:
Speak English well
Speak Asian and Pacific Island languages:
Speak English well
127
49
45
71
234
175
33
26
0
40
23
5
7
5
336
136
114
64
112
79
22
11
0
6
6
0
0
0
159
39
62
0
350
203
99
48
0
107
18
56
33
0
622
224
221
135
696
457
154
85
0
153
47
61
40
5
Speak other languages:
26
6
9
41
Speak English well
Speak non-English languages (TOTALS):
Speak English well
5
21
0
0
592
330
108
78
76
6
0
0
0
774
427
158
125
64
9
0
0
0
726
389
194
143
0
20
21
0
0
2092
1146
460
346
140
Category
Age Distribution
Table 4 shows the age demographics for each municipality within the study area. The study area contains
a significant population over the age of 65 (15%) and under 17 (25%). These groups may have special
transportation and other social needs that are not characteristic of the rest of the population, including an
inability to drive and thus a dependence on alternate modes of transportation. Approximately 40% of the
total study area population falls into this category.
June, 2005
12
Table 4: Age Distribution
By year
Municipality
Total
5&
under
5-17
18-21
22-29
30-39
40-49
50-64
Penns Grove
4886
412
1199
279
483
690
650
597
576
33.4
Carneys Point
7684
467
1290
405
753
1056
1205
1265
1243
39.2
Pennsville
13194
758
2302
597
1166
1917
2008
2399
2047
39.3
Study Area
25764
1637
4791
1281
2402
3663
3863
4261
3866
37.3
65
Average
& over
Age
Environmental Justice
Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations and
Low-Income Populations, was issued in 1994 to ensure that the US DOT addresses as appropriate the
disproportionately high and adverse human health or environmental effects that transportation projects
will have on minority populations and low-income populations. These effects include social and
economic effects.
The term ‘Environmental Justice’ implies the full and fair participation by all potentially affected
communities in the transportation decision-making process, and aims to prevent the denial of, reduction
in, or significant delay in the receipt of benefits by minority and low-income populations. Environmental
Justice provides the community — including minority and low-income populations — with more access
to information and opportunities for public participation in matters that may impact human health and the
environment. At the beginning of the planning process it is important to determine if and where
Environmental Justice issues may exist, and continually work to include special populations through the
project’s development. Within the terms of Environmental Justice, a “Minority” includes all race and
ethnicity classes except for “White non-Hispanics.” Similarly, “Low-Income” for the purposes of
Environmental Justice is defined as “any persons whose household income is at or below the Department
of Health and Human Services poverty guidelines.”
Environmental Justice Assessment
The study area includes concentrated populations of minority and low-income individuals in both Penns
Grove and Carneys Point. Poverty and minority populations are also represented in Pennsville in a much
less level. Penns Grove was identified as a “Community of Concern” in the SJTPO –Environmental
Justice Evaluation and Strategy Report as it exceeds both minority and poverty thresholds. A
“Community of Concern” also indicates transit dependency and characteristics of a distressed community.
The Census identified over 500 individuals with little or no proficiency in English. Effective
communication with these individuals may require the use of an interpreter and the preparation of study
materials in an alternative, non-English format.
June, 2005
13
V.
Public Involvement
Public outreach and community involvement is an important and integral component of any transportation
project. The Route 130/49 corridor study is no exception. The project team developed a comprehensive
approach that endeavored to:

Inform the public about the corridor study’s purpose and intent
Solicit input from the public about transportation needs and solutions
Inform and explain the study results
Gauge public support
Build consensus for future corridor projects and implementation activities
Process Participants
An outreach program is a process as well as a communication initiative structured to reach and include as
many stakeholders and special interest groups as possible within the study area. The team developed a
comprehensive structure and process by which this broad spectrum of participants would collectively
offer a perspective of the critical issues involving the corridor study area. The Project Team first
developed a representative group of stakeholders encompassing public agencies/authorities, county and
local government/services, business associations, churches, educational institutions, churches, community
and neighborhood associations and Environmental Justice advocacy represented by the Salem County
Social Services and Office on Aging. The detailed listing is provided in Appendix B.
The Project Team received support and input from the mayors of Penns Grove, Pennsville and Carneys
Point; the Pennsville Economic Development Commission; Carneys Point Economic Development
Commission; the Salem County Chamber of Commerce; Legends Properties, and the Fenwick Commons
LLC. Their contributions to this study were invaluable.
Process Elements
In order for the outreach program to be effective and open to all possible interested parties, the Project
Team established consistent methods of communicating with the public through the following:

Working Group – The purpose of the working group was to provide feedback and guidance
during the project, help define the purpose and need and help shape the study. The Project Team
mailed a survey to the business community and other special interest groups/individuals to gather
initial feedback and identify key issues through the vetting process. (Appendix C) Survey
distribution included members of the Salem County Chamber of Commerce and the Salem
County Board of Realtors. Two Public Working
Group sessions were programmed. One was
held at the beginning of the study and one at the
conclusion to present the study’s findings and
recommendations.

Focus Groups — Invited participants from
the above noted groups provided their input
through a “visioning” process about the
corridors needs and possible solutions. The
team’s one-on-one dialogue with the
participants proved invaluable, greatly assisting
the Team in refining the specific corridor needs and developing recommendations. These sessions
were held over a two day period. Invited participants included: Salem County Historic Society;
June, 2005
14
Salem County Planning Board; Carneys Point Economic Development Commission; Carneys
Point Planning Board; Penns Grove Historic Society; Penns Grove Planning Board; Riverwalk
Development; the Mayors of Carneys Point, Pennsville and Penns Grove; the Puerto Rico Action
Committee (PRAC); Pennsville Economic Development Commission; local business interests
and the Salem County Chamber of Commerce.

Media — Several media venues were used to provide project information and involve the public.
Press releases announcing Public Meetings were issued, local press was contacted and attended
Working Group meetings and the SJTPO website was utilized. The primary newspaper source
utilized was Today’s Sunbeam, a local newspaper with wide distribution.

Web site — SJTPO’s (www.sjtpo.org) and Salem County’s (www.salemco.org) web sites were
used to post project information, including a press release for the project, information about the
first public meeting, and the questionnaire that was distributed at the first public meeting. The
websites were updated periodically to provide as much timely information as possible.

Public Access Television — The three municipalities have individual public access
television channels provided by the cable system provider that they use to post information
concerning local public affairs. Meeting announcement information and materials were provided
to these local channels.

Public Meetings — The first public working
group meeting was held on May 17, 2004 to
introduce the project team, describe the project
development process and schedule, and
provide an opportunity for the public to ask
questions. Prior to the meeting, a mailing list
was constructed of stakeholders that included
officials from the involved municipalities,
Environmental Justice advocacy groups, local
chambers of commerce, police and fire
departments. Additional notices about the
meeting were posted at public buildings, on the
SJTPO web site, and in Today’s Sunbeam.
The second Public Information Center was held on Tuesday, May 31, 2005 to provide an
opportunity for study area stakeholders to view the conclusions and recommendations outlined in
the Draft Plan. The public’s comments were gathered for consideration in the Final Report.
The study findings received unanimous and enthusiastic support from the Mayors and respective
economic development commissions. Seven individuals attended, representing citizens as well as
business, local government and the New Jersey Office of Smart Growth regional representative,
James Ruggieri. All were highly complimentary and supportive of the comprehensive approach
and practical recommendations outline in the Action Plan. More detailed information is provided
in Appendix D: Public Meetings.
June, 2005
15
Outreach Conclusions
The inclusive and comprehensive nature of the project’s outreach program revealed that the three
communities along the study corridor have mutual needs and issues. Common themes were identified
throughout the process:

Economic development will be enhanced by an improved transportation network.
I-295 creates a barrier between the communities impeding a “natural” flow of commerce and
traffic.
The Riverwalk project is unanimously viewed as the anchor for an economic revival to the area.
A “ Main Street” redevelopment to complement the Riverwalk project will greatly enhance
revitalization of Penns Grove and the surrounding area.
Pedestrian accommodation and safety and improved traffic circulation is required along several
areas within the corridor.
The abundant natural and historic features in the area make the region a potential destination for
eco-tourism.
June, 2005
16
VI.
Roadway Characteristics
The project area’s functional classification system shown in Figure 5 was developed in cooperation with
Salem County and SJTPO, and adopted in 2004. Categories of public roads based on the service they are
intended to provide. Smaller, less traveled roadways provide motorists with a high degree of access.
Larger roadways provide motorists with a high degree of mobility.

Route 130 is a two-lane, land service roadway classified as an Urban Minor Arterial that passes
through areas of rural, suburban and urban village land uses. Because it parallels both Interstate
295 and the New Jersey Turnpike, Route 130 predominantly serves local traffic and sometimes
functions as a diversion route when emergency conditions are experienced on those routes.

Route 49 has a north-south orientation between I-295 and Main Street in Pennsville before
turning eastward toward Salem City. Route 49 is a two-lane roadway that is classified as an
Urban Principal Arterial. The Route 49 portion of the corridor has eight traffic signals along its
eight-mile segment, and has wide shoulders for most of its length except at some of the signal
locations where turning lanes utilize the shoulder space.
Route 49 serves the commercial center of Pennsville and travels between Salem, Cumberland and
Cape May Counties. In the summertime, this route is used by a significant number of travelers
destined for the New Jersey Shore communities. Figure 5 illustrates the functional classifications
within the study area.
Other important routes are Route 48, 140, Hook Road (CR551), Pennsville-Auburn Road (CR551) and
CR540. All are two lane roadways functionally classified as Urban Minor Arterials.
Traffic Volumes
A baseline manual turning movement count was conducted on Saturday, August 7, 2004 at the
intersection of Route 49, Lippincott Avenue, and Hook Road (CR551) from 10:00 AM to 4:00 PM.
Manual turning movement counts were also conducted on typical weekdays (Tuesday, Wednesday, or
Thursday) during October 2004 at several locations within the project area, from 7:00 AM to 9:00 AM
and from 3:00 PM to 6:00 PM. Table 5 lists the locations where turning movement counts were
conducted:
Table 5: Manual Turning Movement Counts
Location
Date
US 130 and Slapes Corner Road (US 140)
US 130 and East Main Street (NJ 48)
NJ 49, Lippincott Avenue, and Hook Road (CR551)
NJ 49, Lippincott Avenue, and Hook Road (CR551)
Wednesday, October 6, 2004
Thursday, October 7, 2004
Wednesday, October 13, 2004
Saturday, August 7, 2004
June, 2005
17
TR
AN
SP
AT I O N P L A
O RT
NN
IN
G
R
O
SJTPO
TION
IZA
AN
G
SOUTH
JE
RS
EY
Route 130 is classified as an Urban Minor Arterial and
and Route 49 is classified as an Urban Principal Arterial
under NJDOT's Functional Classification System. This
system was developed in cooperation with Salem County
and SJTPO, and adopted in 2004.
source: NJDOT
&
The Route 130/49
Corridor Study
Roadway
Characteristics
Fig. 5: Functional Classification System
Table 6 summarizes the total intersection volumes at each location during the morning and evening peak
hours, with the actual peak hour listed after the volume:
Table 6: Peak Hour Intersection Volume
Location
Season
US 130 and Slapes Corner Road
US 130 and East Main Street
NJ 49, Lippincott, & Hook Road
NJ 49, Lippincott, & Hook Road
Fall
Fall
Fall
Summer
Morning Peak
Volume
Hour
1072
(8:00-9:00)
1035
(7:15-8:15)
1507
(7:15-8:15)
2012
(10:45-11:45)
Evening Peak
Volume
Hour
1451
(4:00-5:00)
1487
(4:45-5:45)
2188
(4:45-5:45)
1991
(1:00-2:00)
The Project Team collected Automatic Traffic Recorder (ATR) data for a typical weekday in both the
summer season (August) and the off-season (April and October) of 2004. Summer season counts are
summarized in Table 7, and off-season counts are summarized in Table 8.
Table 7: Average Daily Traffic (ADT) Volumes, August 2004
Average Daily
Traffic
3,803
5,331
5,275
7,159
6,444
5,371
5,946
3,235
3,127
Location
Ramp I-295 NB to NJ 49 EB
US 130 SB just north of I-295
US 130 NB just north of I-295
NJ 49 EB just south of I-295
NJ 49 WB just south of I-295
Hook Road (CR 551) SB at Lee Avenue
Hook Road (CR 551) NB at Lee Avenue
CR 540 EB at MP 4.8
CR 540 WB at MP 4.8
Percent
Trucks
2.9
2.4
2.8
2.3
2.4
3.8
3.0
3.6
3.1
Table 8: Average Daily Traffic (ADT) Volumes, April and October 2004
Location
Month
Ramp I-295 NB to NJ 49 EB
US 130 SB just north of US 140
US 130 NB just north of US 140
US 130 SB just north of US 140
US 130 NB just north of US 140
US 130 SB just north of Hollywood Ave. (CR 618)
US 130 NB just north of Hollywood Ave. (CR 618)
NJ 49 EB at William Penn Drive
NJ 49 WB at William Penn Drive
US 140 EB just east of US 130
NJ 48 WB just east of US 130
NJ 48 EB just east of US 130
October
April
April
October
October
October
October
April
April
April
April
October
October
October
Average
Daily Traffic
3,463
5,868
5,511
6,403
6,281
8,593
7,717
6,987
7,539
5,615
5,728
2,834
3,095
3,192
Percent
Trucks
3.3
2.0
2.8
3.2
4.1
15.2
4.1
1.8
3.1
3.8
3.6
8.8
2.4
7.7
The highest traffic volumes within the Route 130/49 corridor occur along Route 49 just south of I-295
and along Route 130 just north of Hollywood Avenue (CR 618). A comparison between the summer
June, 2005
19
counts and fall counts at the I-295 off-ramp to eastbound Route 49 shows a 10% increase in traffic during
summer months. Hook Road (CR 551) has similar season and off-season traffic volumes.
The high truck percentage on southbound US 130 just north of Hollywood Avenue (15.2%) may be
attributed to trucks who avoid the weigh station on I-295 by diverting to US 130.
Historical ATR data from was obtained from both NJDOT and SJTPO and is shown in Table 9. A
comparison between the historical data and the recent ATR data collected for this study shows that traffic
volumes have remained fairly constant along Hook Road (CR 551). Along Route 49, the summer 2002
traffic volumes just north of East Pittsfield Street were significantly higher than the summer 2004
volumes just south of I-295 and the off-season volumes near William Penn Drive.
Table 9: Historical Average Daily Traffic (ADT) Volumes
Location
Source
Date
US 130 SB just north of I-295
US 130 NB just north of I-295
US 130 SB just north of Hollywood Ave. (CR 618)
US 130 NB just north of Hollywood Ave. (CR 618)
NJDOT
NJDOT
SJTPO
SJTPO
March, 1999
March, 1999
August, 2002
August, 2002
Average Daily
Traffic
6,060
5,336
7,831
8,070
NJ 49 EB at William Penn Drive
NJ 49 WB at William Penn Drive
NJ 49 EB just north of East Pittsfield Street
NJ 49 WB just north of East Pittsfield Street
NJDOT
NJDOT
SJTPO
SJTPO
May, 2001
May, 2001
August, 2002
August, 2002
5,860
6,286
10,506
10,353
NJDOT
NJDOT
SJTPO
SJTPO
April, 2000
April, 2000
August, 2002
August, 2002
5,756
6,056
5,312
5,869
Source: NJDOT & SJTPO
A comparison between the historical ADT volumes and the ATR counts performed for this study
indicated (numbers represent total in both directions):

At Route 130 just north of I-295, the August, 2004 volume (10,606) was 6.9% less than the
March, 1999 volume (11,396).
At Route 130 just north of Hollywood Avenue, the October, 2004 volume (16,310) was 2.6%
greater than the August, 2002 volume (15,901).
At Route 49 at William Penn Drive, the April, 2004 volume (14,526) was 19.6% greater than the
May, 2001 volume (12,146).
At Hook Road and Lee Avenue, the volume remained fairly constant between April, 2000 and
2004 (11,812 vs. 11,343) and August, 2002 and 2004 (11,181 vs. 11,317).
Levels of Service
As summarized in the Highway Capacity Manual 2000 (HCM2000), “level of service” (LOS) is a quality
measure describing operational conditions within a traffic stream, generally using service measures such
as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six
levels of service are defined and identified with a letter designation that corresponds to the operating
condition. Levels of Service range from “A”, which is the best operating condition, to “F”, which is the
worst.
June, 2005
20
At signalized intersections, factors that affect the approach capacities include: traffic volume, traffic
movements, traffic composition, geometric characteristics, arrival patterns, traffic signal timing, and
human factors. A descriptive mechanism has been developed which indicates, on the basis of control
delay per vehicle, the relative smoothness of intersection operation (described as “level of service”). The
various levels of service and delays are summarized in Table 10.
Delays cannot be related to capacity in a simple one-to-one fashion. It is possible to have delays in the
LOS “F” range without exceeding roadway capacity. High delays can exist without exceeding capacity if
one or more of the following conditions exist:

long signal lengths;
the particular traffic movement experiences a long red time; or,
the progressive movement for a particular lane group is poor.
Table 10: Signalized Intersection LOS Criteria
Level of Service
A
B
C
D
E
F
Expected Delay
Very low delay, good signal progression; most vehicles do
not stop at intersection.
Good signal progression; more vehicles stop at intersection
than Level of Service A.
Fair progression; significant numbers of vehicles stop at
intersection.
Unfavorable progression; congestion and cycle failures
become noticeable; longer delays; high v/c ratios; most
vehicles stop at intersection.
Considered the limit of acceptable delay; poor progression;
high v/c ratio; frequent cycle failures.
Unacceptable delay; poor progression; oversaturation; many
cycle failures; v/c ratios > 1
Average Control Delay
per Vehicle (sec)
< 10
>10 and < 20
>20 and < 35
>35 and < 55
>55 and < 80
> 80
Source: HCM2000
Table 11 summarizes the data for project area intersections where traffic counts were conducted.
Table 11: Peak Hour Levels of Service
Location
Season
US 130 and Slapes Corner Road (US 140)
US 130 and East Main Street (NJ 48)
US 130 and Hollywood Avenue (CR 618)
NJ 49, Lippincott Ave., and Hook Road (CR 551)
NJ 49, Lippincott Ave., and Hook Road (CR 551)
Fall
Fall
Fall
Fall
Summer
Morning Peak Evening Peak
Hour
Hour
B (14.8)
C (21.8)
B (14.8)
C (34.6)
B (10.5)
B (11.8)
B (16.6)
C (20.1)
C (24.9)
Overall, the intersections within the study area all perform at desirable levels of service (LOS C or better)
for both the morning and evening peak hours. The Route 130 and Route 48 intersection is the only
intersection that has poor levels of service on individual approaches. During the PM peak hour, the
intersection operates at an overall LOS C, but the northbound Route 130 approach operates at LOS E with
73.7 seconds of delay. A heavy flow of vehicles turning left in the combined thru/left lane is the cause of
June, 2005
21
this poor level of service. The LOS for the northbound is overstated because the analysis assumes that
through-vehicles will always be delayed by a vehicle in front staged to make a left. In reality, throughvehicles bypass stopped vehicles by entering the right turn lane and passing the stopped vehicles on the
right.
The Route 49 intersection with Lippincott Avenue and Hook Road performs at an acceptable B to C range
in both the summer and fall time periods.
Travel Survey
A license plate survey was designed and conducted to determine spring and summer recreational travel
patterns by out-of-state vehicles in the Route 49 and Hook Road (CR 551) corridor. The survey was
performed at two locations, one on Route 49 and one on Hook Road, where the origin state of vehicle
license plates was tabulated for the eastbound direction. The survey was performed for a four hour time
period between 9:30 AM and 1:30 PM on a Saturday.
Table 12: License Plate Survey, spring 20041
Station – Route 49
Time
9:30-10:00 AM
10:00-11:00 AM
11:00-12:00 PM
12:00-1:00 PM
1:00-1:30 PM
Total
Percentage
1
NJ
262
411
481
477
230
1861
81.2%
DE
18
33
37
28
11
127
5.5%
MD
7
11
10
18
4
50
2.2%
PA
30
26
34
29
7
126
5.5%
DC
1
1
1
1
0
4
0.2%
Other
12
16
16
21
10
75
3.3%
Truck
12
13
11
10
2
48
2.1%
Total
342
511
590
584
264
2291
100%
Station – Hook Road (CR 551)
Time
NJ
DE
9:30 -10:00 AM
106
19
10:00 -11:00 AM
202
29
11:00 -12:00 PM
280
29
12:00 - 1:00 PM
313
29
1:00 - 1:30 PM
146
22
Total
1047
128
Percentage
79.3%
9.7%
MD
2
3
2
3
6
16
1.2%
PA
12
18
14
26
9
79
6.0%
DC
0
1
1
1
1
4
0.3%
Other
4
8
9
5
3
29
2.2%
Truck
3
2
9
3
1
18
1.4%
Total
146
263
344
380
188
1321
100%
conducted April 24, 2004
The predominant license plate state of origin utilizing either Hook Road or Route 49 (with approximately
80 percent of the vehicles) is New Jersey. Delaware and Pennsylvania show the next highest
concentration of vehicles, each carrying about six percent of the vehicles overall. However, Delaware
vehicles tend to use Hook Road and Route 49 equally, indicating familiarity with the local roadway
system. Trucks and buses made up a small percentage of the overall traffic stream, generally about two
percent or less.
Sixty percent (60%) of the total 638 out-of-state vehicles were observed using Route 49.
The second license plate survey was conducted on a summer Saturday to gauge the effects of the summer
peak travel season. The survey was conducted at the same two locations over the same four hour time
period as the spring survey.
June, 2005
22
Table 13: License Plate Survey, summer 2004
Station – Route 49
Time
9:30 - 10:00 AM
10:00 -11:00 AM
11:00 -12:00 PM
12:00 - 1:00 PM
1:00 - 1:30 PM
Total
Percentage
NJ
175
241
382
404
255
1457
73.9%
DE
19
25
31
40
25
140
7.1%
MD
10
14
19
23
10
76
3.9%
PA
20
19
32
41
22
134
6.8%
DC
1
1
1
3
2
8
0.4%
Other
16
16
36
34
36
138
7.0%
Truck
2
5
2
8
2
19
1.0%
Total
243
321
503
553
352
1972
100%
Station – Hook Road (CR 551)
Time
NJ
DE
9:30 - 10:00 AM
91
20
10:00 -11:00 AM
215
41
11:00 -12:00 PM
232
42
12:00 - 1:00 PM
255
43
1:00 - 1:30 PM
119
12
Total
912
158
Percentage
74.8%
13.0%
MD
6
11
8
9
4
38
3.1%
PA
12
21
14
13
9
69
5.7%
DC
0
1
0
0
1
2
0.2%
Other
5
6
6
4
6
27
2.2%
Truck
2
3
4
4
1
14
1.1%
Total
136
298
306
328
152
1220
100%
1
conducted August 7, 2004
The predominant origin of license plates utilizing either Hook Road or Route 49 (with approximately 75
percent of the vehicles) is New Jersey. Delaware and Pennsylvania show the next highest concentration of
vehicles, in general carrying higher percentages than during the spring season.
Sixty percent (63%) of the total 790 out-of-state vehicles were observed using Route 49.
License Plate Survey Comparison
The overall recreational/out-of-state component of the travel population grows from about 20% in the
spring to about 25% in the summer months. There is little difference in route choice between the two
seasons. The percentage changes in comparative categories vary insignificantly. Out-of-state vehicles use
Route 49 during both the spring and summer season at a rate of approximately 6 in 10.
The total summer period traffic volume across both routes decreased by 382 vehicles (11%) over the
spring period. The total out-of-state portion of the summer traffic rose by 152 vehicles (24%) over the
spring survey period.
June, 2005
23
Table 14: License Plate Survey Comparison
Route 49
Route/Month Breakdown
Total In-State Vehicles
Total Out-of-State Vehicles
Total Vehicles
Percentage In-State Vehicles
Percentage Out-of-State
Vehicles
April
1861
382
2243
83%
August
1457
496
1953
75%
17%
25%
Vehicle Split
Percentage of Total Vehicles using Route 49
Percentage of Total Vehicles using Hook Road (CR 551)
Percentage of Out-of-State Vehicles using Route 49
Percentage of Out-of-State Vehicles using Hook Road (CR 551)
Hook Road (CR 551)
April
August
1047
912
256
294
1303
1206
80%
76%
20%
24%
April
63%
37%
60%
40%
August
62%
38%
63%
37%
Management Systems
Management System data was obtained from both NJDOT and SJTPO for the available years between
2000 and 2003. This data was analyzed for the major roadways within the Route 130/49 corridor,
including Routes 130, 48, 49,140 and 40. GIS-based maps were developed for each Management System,
as summarized below.
Safety Management System
Crash rate data was obtained from the NJDOT crash records database for years 2000 through 2002 and is
shown graphically in Figures 6 and 7. The New Jersey state-wide average crash rates (accidents per
million vehicle miles traveled) vary by year and by cross-section geometry as shown in Table 15.
Table 15: Average State-wide Crash Rates, 2000-2002
Cross-Section
Geometry
2 lanes with shoulders
2 lanes, no shoulders
4 or more lanes, grass
median, shoulders
Applicable Routes
US130, NJ49, NJ48,
NJ140 (majority)
US130, NJ49, NJ48,
NJ140 (minimal)
US40
Crash Rates per Million VMT
2000
2001
2002
2.68
2.71
2.82
4.62
4.08
4.72
1.73
1.77
1.95
Source: NJDOT Crash Rate Database

Route 130 — The crash rates along Route 130 either equaled or exceeded the state-wide
average through the entire borough of Penns Grove and along a 2,500-foot stretch in Pennsville.
The intersection of Route 130 and East Maple Avenue at the southern Penns Grove boundary had
significantly higher than average crash rates, while the signalized intersections at Georgetown
Road (CR 629) and Route 140 had moderately higher than average crash rates.

Route 48 — Portions of Route 48 exceeded the state-wide average, including short segments
near Dupont Street, Golfwood Road (CR 601), Stumpy Road, and at the intersection with Route
June, 2005
24
(accidents/million vehicle miles)
0.0 – 1.1
1.2 – 2.7
2.8 – 4.9
5.0 – 11.3
11.4 – 43.2
Signalized Intersection (date update)
Pedestrian Accidents (2000-02)
Figure 6: Crash Rates, Penns Grove and Carneys Point
Data source: NJDOT
June, 2005
25
Penns Grove Redevelopment
Area
Sub-Area 1
Sub-Area 2
Sub-Area 3
Data source: NJDOT
June, 2005
Figure 7: Crash Rates, Pennsville
26
140. Both the clover-leaf interchange at I-295 and the signalized intersection at
Hook Road (CR 551) experienced significantly higher-than-average crash rates.

Route 49 — For the most part, the urbanized area of Pennsville between Churchtown Road and
Fort Mott Road (CR 630) experienced above-average crash rates. While every signalized
intersection along Route 49 within the corridor exceeded the state-wide average, the signalized
intersections at Lippincott Avenue, South Road (entrance to the Pennsville Shopping Center) and
Main Street experienced significantly higher than average crash rates.

Route 140 — The highest crash rates within the corridor are concentrated along Route 140.
Crash rates exceeded the state-wide average along the entire stretch Route 140, but were
especially high at the signalized intersections with Route 130, Hook Road (CR 551), and Route
40.

Route 40 — The crash rates along Route 40 exceeded the state-wide average at the signalized
intersection with CR 540, the merge with Route 48, and a short segment near Sportsman Road.
Congestion Management System
Figure 8 shows the projected increase in average daily traffic (ADT) from 2001-2010. Route 48 between
I-295 and Route 40 is projected to have nearly a 10% increase in ADT. This is the largest percentage
increase within the corridor.
The remainder of Route 48 and the entire length of Route 130 show a projected increase of almost 8%,
while the entire lengths of both Route 49 and Route 40 show a projected increase of only 3.5%. The New
Jersey Turnpike and I-295 traffic is expected to grow at the highest rate – 11.2% for the Turnpike, and
14.6% for the Interstate over the 2001 to 2010 period.
Pavement Management System
The NJDOT 2003 Pavement Quality data incorporates the Aran Ride Quality Index (RQI) and the Surface
Distress Index (SDI) to develop a four-tiered ranking system, ranging from “good” to “very poor.” Table
16 provides a summary of pavement quality on the major roads. Most of the major roadway pavement
within the Route 130/49 corridor is in “good” condition. (Figure 9) The most significant exception is
along both directions of Route 48 just east of Penns Grove, where there are 7,392 feet of “poor” and 5,808
feet of “fair” quality pavement. Additionally, there are 13,728 feet of “fair” pavement along Route 130
and 4,752 feet of “poor” pavement along Route 49 through Pennsville. There are no instances of “very
poor” pavement within the corridor.
Table 16: Pavement Quality, 2003
Condition
Length of Pavement (feet / percentage)
US 130
NJ 49
NJ 48
NJ 140
US 40
Very Poor
0
0
0
0
0
Poor
0
4,752 (5.6)
7,392 (16.3)
0
0
Fair
13,728 (23.6)
2,640 (3.1)
5,808 (12.8)
528 (5)
1,584 (3.3)
Good
44,352 (76.4)
78,144 (91.4)
32,208 (70.9)
10,032 (95)
45,936
(96.7)
Source: SJTPO Pavement Management Systems, 2003
June, 2005
27
source: NJDOT
Percent Growth in Vehicle Miles Traveled (VMT)
P
NS
RA
AT IO N PL A
O RT
NN
SJTPO
IN
G
TION
SOUT H
JE
R
T
ZA
NI
GA
R
3.5%
7.8%
9.8%
11.2%
14.6%
O
SE
Y
2001-2010
The Route 130/49
Corridor Study
Roadway
Characteristics
Fig. 8: Congestion Management System
Most of the pavement in the study area is considered
good, although portions of Route 130 through
Penns Grove and Pennsville have a fair rating.
P
NS
RA
AT IO N PL A
O RT
NN
SOUT H
SJTPO
G
TION
1
2
3
4
IN
ZA
NI
GA
R
JE
R
T
O
SE
Y
source: NJDOT PMS Data
Ver y Poor
Poor
Fair
Good
The Route 130/49
Corridor Study
Roadway
Characteristics
Fig. 9: Pavement Management System
Drainage Management
While NJDOT system data did not report drainage problems within the study area, potential drainage
problems were identified in stakeholder interviews and investigation of crash data:

Route 130 and Maple Avenue, Penns Grove, M.P. 3.20
Route 130 in the vicinity of Route 48, Penns Grove, M.P. 3.66
Route 130 in the vicinity of CR 641, Pittman Landing Road, M.P. 4.09
Route 48 north of Route 130 in the vicinity of Gillison Avenue, Penns Grove, M.P. 0.10
June, 2005
30
Crash Clusters
Crash cluster analysis is useful to identify areas where operational and geometric characteristics of the
roadway contribute to crash occurrences. NJDOT crash data for the period 2001 through 2003 was
reviewed for areas where crash events exceeded ten in number, and were concentrated within
geometrically similar and short segments of the roadway. Ten events were considered a representative
threshold to trigger closer investigation. The crash cluster analysis results for the State system are shown
in Table 17.
The highest concentration of crash events (96) occurred on Route 49 in the Pennsville commercial district
between North Road and the Township building. The other highest two areas are on Route 40 and Route
140. The general area surrounding the interchanges areas for I-295 and the NJ Turnpike had 34 and 31
events respectively, for a total of 65 events. The highest crash occurrence on Route 130 was in the
vicinity of Hollywood and Bianca Road, with 27 reported events. A total of 27 events occurred in the
vicinity of the I-295 ramps and Lippincott Avenue on Route 49.
The section of Route 49 in Pennsville where concentrated crashes occurred is a two lane roadway with
intermittent on-street parking. Intersecting side streets generally do not make cross street connections.
Driveways are prevalent. Approximately 65% of crashes are same direction rear end or side swipe. These
crash types are typically due to driver inattention or improper passing.
The second highest location, the Route 140 and Hook Road intersection including the interchange areas
with I-295 and NJT is under study by NJDOT. Proposed improvements in this area will address safety.
Carneys Point police reported a total of 27 crashes were reported during the three year period ending
December 31, 2004 at the Hollywood and Bianca Road intersection with Route 130. Thirteen crashes
occurred in 2004. NJDOT statistics report two crashes involving pedestrians during the same period. The
existing geometry contributes to head-on type crashes, and approximately 40% of the events are head-on
type crashes. NDOT comparative statistics for total crashes at unsignalized intersections on the state
system for 2002 shows an average rate of less than 2%. Injury crashes were approximately 20% higher at
this location than the state average for intersections. Posted speed transitions from 50 mph to 35 mph.
In 2000 the Route 49 and Lippincott Road intersection indicated 80 crash events. A recent redesign by
NJDOT eliminated left turns into Lippincott Avenue, which has resulted in a significant reduction of
crashes. The year after the intersection was improved the annual crash occurrence dropped to 9 in 2002.
As currently configured, left turns can only be made onto Hook Road.
Route 49 in the vicinity of Main Street had 14 crash events with six involving single vehicles leaving the
roadway. Main Street intersects Route 49 on a curve, with a posted speed of 35 m.p.h. Chervon signs and
flashing yellow caution signals advise motorists of the curve in the roadway. Comparative statistics for
this type of crash averages approximately 10% of the total.
The ramp system connecting I-295 to Route 140 had 10 crashes involving access to and from the
Interstate. Access to southbound I-295 from eastbound Route 140 is provided by a left turn connection to
a loop ramp serving westbound Route 140 access. A separate left turn lane is not provided, so left turns
occur from the active through lane. Because of this configuration, eastbound vehicles will pass the left
turning vehicle using the shoulder area. High heavy truck volumes are present due to direct access to the
Interstate system and truck service depots. Increased occurrence of rear-end and side-swipe accidents has
occurred in the on-ramp area.
June, 2005
31
The southern portion of Hook Road (CR551) had a total of 21 crashes between Mahoney Road and Stone
Barn Road. Nine were due to poor or slippery road conditions brought on by rain, show or icing, and five
events involved deer. Along the length of Hook Road from Stone Barn Road to the Pennsville border deer
were involved in 11 crashes.
The segment of Broad Street (CR607) in Penns Grove had 16 crashes between East Line Street (CR641)
and Griffith Avenue. Nine of the 16 events were angle collision types involving vehicles entering or
leaving the side streets. Thirteen crashes occurred at the intersection of Broad Street (CR607) and Main
Street (CR675).
Table 17: Crash Clusters on NJDOT System, 2001-2003
Route
Location
# of Crashes
130
In the vicinity of Plant Street (Route 140)
In the vicinity of Hollywood Ave. (CR 618)1
In the vicinity of Georgetown Road (CR 629)
In the vicinity of Main Street (Route 48)
In the vicinity of CR 641
14
27
19
13
13
48
In the vicinity of I-295 ramps
In the vicinity of Pennsville-Auburn Road (CR 551)
12
12
49
Between NJ Turnpike & Lippincott Ave.
Between North Road & Lakeview Ave
In the vicinity of Main Street
In the vicinity of William Penn Dr. & River View Dr.
In the vicinity of Hook Road (CR 551)
In the vicinity of Lighthouse Road (CR 632) & Supawna Road
27
96
14
15
21
13
140
In the vicinity of the west-side I-295 ramps
Between the east-side I-295 ramps and the NJ Turnpike interchange
10
45
40
In the vicinity of the CR 540 & NJ Turnpike interchange
47
Source: Carneys Point Police Department Crash Report Summary, 2002-2004
June, 2005
32
NJDOT Desirable Typical Section
The NJDOT State Highway Access Management Code, Administrative Code Title 16, Chapter 47,
establishes by code a “Desirable Typical Section” (DTS) for every segment of the State highway system,
and can be changed by Departmental action. The DTS is the Department’s long range plan for highway
configuration and is used to determine level of service thresholds for access applications.
Within the study area, a DTS has been established for Route 40, 48, 49, 130 and 140. Table 18 shows the
number of through lanes included in the Access Code. The number of through lanes assigned to Route 40
and 140 are consistent with the present configuration. Route 48’s DTS changes from two to four lanes at
CR 551. Route 49’s DTS increases from two to four lanes at the urbanized boundary. Route 130’s DTS
is established at four lanes for its entire length throughout Carneys Point and Penn Grove.
Table 18: State Highway Desirable Typical Section by Route & Milepost
Route
Milepost
Begin
End
Limits
Quillytown Road (CR
540)
Quillytown Road Carneys Pt.
Boundary
1.85
5.47
5.47
6.30
0.00
0.66
0.66
2.10
2.10
4.26
0.00
6.29
6.29
8.30
130
0.00
5.28
Pennsville - Carneys
Point
140
0.00
0.48
Route 130 - I295
0.48
0.95
I-295 - Route 40
40
48
49
Route 130 - east of
Dupont Road
East of Dupont Road
– CR 551
CR 551 - Route 40
I-295 - east of
Supawana Road
East of Supawana
Road - Pennsville
Boundary
Desirable
Typical
Section (DTS)
Functional
Classification
(FC)
4 lane divided w/
shoulders
Rural Minor Arterial
4 lanes undivided w/
shoulders
shoulders
shoulders
shoulders
2 lanes undivided
existing condition
Urban Principal
Arterial
shoulders
4 lanes undivided w/o
shoulders
Urban Minor
Arterial
shoulders
shoulders
Urban Minor
Arterial
Rural Major
Collector
Urban Collector
Urban Minor
Arterial
Source: Appendix B, State Highway Access Management Code
Recreational / Tourist Signing
The Delsea Region of the Coastal Heritage Trail system includes Salem, Cumberland and Cape May
Counties. The trail links Coastal Habitat, Maritime History and Wildlife Migration theme destinations
through distinct roadside signing. Signing begins at the I-295 to Route 49 southbound ramp and follows
Route 49 through Pennsville. The trail sites and destinations in Salem County are the Alloway Creek
Watershed Wetlands Restoration Site and Stow Creek Viewing Area for coastal habitat theme areas and
June, 2005
33
the Alloway Creek Watershed Wetlands Restoration Site for wildlife migration. Theme area and
maritime history theme destinations are Fort Mott State Park, Finn’s Point National Cemetery, Finns
Point Rear Range Light, and the Hancock House State Historic Site. The Delsea Region Welcome Center
is located at Fort Mott State Park.
The Salem County area has other resources and destinations that could be eligible for the trail system.
Within the study area the Pennsville Township Historical Society is located in the Church Landing House
and Museum, 86 Church Landing Road, Pennsville. The farm house was built in the 1860’s and is a
significant local historic resource.
June, 2005
34
VII.
Pedestrian and Bicycle Accommodation
and Safety
Existing Sidewalk Network
The existing sidewalk network along Routes 130, 49,
and 48 within the limits of the study area was
inventoried in April of 2004. The presence of sidewalks
on both sides of the streets was recorded; however,
quality factors (such as condition), and design
characteristics (such as width or blockages) were not
evaluated at that time. The existing sidewalk network
along these major roads is illustrated in Figures 10 and
11, and described in more detail below.
Route 130 — The sidewalk network along
Route 130 is either non-existent or
discontinuous between the north boundary of
the study area (in Carneys Point Township) and the intersection with Main Street (Route 48). This
approximate 8,000-foot segment of roadway becomes fairly urbanized south of the intersection
with Broad Street (CR 607).
With the exception of several notable gaps,
sidewalks are in place for about 1,000 feet both
north and south of the Main Street intersection.
South of the intersection, a 2,700-foot segment
between Willis Street and Cypress Street does
not have sidewalks. The Penns Grove Middle
School and several businesses are located
along this portion of Route 130. Sidewalks
resume in both directions just south of the
intersection with Maple Street, and continue
down to the intersection with CR 618. The
sidewalk ends on southbound Route 130 at
Cleveland Street and does not extend past the
nearby NJ Transit bus shelter. On northbound Route 130, the sidewalk extends past the
intersection to the end of the Merion Gardens Assisted Living apartment complex at Merion
Avenue.
Route 48 — Heading west from the I-295 interchange, Route 48 is fairly undeveloped until the
intersection with Dupont Road. Sidewalks exist along eastbound Route 48 from East End Street
in Carneys Point, past Carneys Point High School, and through Penns Grove all the way west to
its terminus at the Delaware River. Sidewalks exist along westbound Route 48 from Miller Street
at the Penns Grove boundary all the way west to the Delaware River. There is a 3,500-foot
sidewalk gap between Miller Street and East End Street on westbound Route 48.
June, 2005
35
Route 49 — There are no sidewalks along
Route 49 from the intersection with I-295
south to Churchtown Road. This stretch is
largely undeveloped and rural but does contain
an NJ Transit bus shelter and several
businesses. Sidewalks are present in both
directions through Pennsville from
Churchtown Road to Fort Mott Road (CR 630)
with the exception of several notable locations:

Southbound Route 49 from Churchtown
Road to Benson Avenue (1,600 feet)
Southbound Route 49 between W.
Pittsfield Street and Ferry Street (400 feet)
Both directions at the intersection with Fort Mott Road (800 feet)
Approximately 10,000 feet of Route 49 between Fort Mott Road and the Pennsville municipal
boundary does not have a consistent sidewalk network. The only areas of sidewalk include an
800-foot segment on southbound Route 49 across from Mahoney Road and a 1,000-foot segment
on northbound Route 49 in front of the Laura’s Glen apartments.
June, 2005
36
Bus Shelter
Sub-Area 1
Sub-Area 2
Sub-Area 3
Data source: Urban Engineers
Figure 10: Sidewalk Inventory, Penns Grove and Carneys Point
June, 2005
37
Bus Shelter
Sub-Area 1
Sub-Area 2
Sub-Area 3
Data source: Urban Engineers
Figure 11: Sidewalk Inventory, Pennsville
June, 2005
38
Bicycle Accommodation
The Route 49 Bicycle and Pedestrian Compatibility Analysis Study (NJDOT, January 1999) found that
“the route cross section is highly compatible with bicycle use.” Individual constraints were found in the
Main Street area of Pennsville where narrow shoulders are present and the absence of shoulders on the
bridge over the Salem River. The bridge replacement project at the Salem River will eliminate the
constraint by adding 8 foot shoulders to both sides of the span. Access to Fort Mort State Park from Route
49 was also addressed. Recommendations included the installation of Share the Road signs and installing
bicycle safe grates. Bicycle compatibility was not addressed in the I-295, Lippincott Avenue and Hook
Road area. Route 130 and the other State Routes also have not received detailed study.
The Statewide Bicycle and Pedestrian Master
Plan – Phase 2, NJDOT, June 2004 identified
Route 40 and 49 as part of the statewide system
of Programmed Bicycle Facilities. Route 48,
Route 130, CR540, Hook Road (CR551) and
CR630 are identified as part of the statewide
system of proposed or planned facilities in the
same document.
Pedestrian and Bicycle Safety
Information on pedestrian injuries and fatalities
within the Route 130/49 corridor study area
were obtained from NJDOT for years 20002002. The locations of these accidents are also
shown on Figures 6 and 7. A summary of
pedestrian accidents is shown in Table 19.
Table 19: Pedestrian and Bicycle Accidents, 2000-2002
Year
Carneys Point
Penns Grove
Pennsville
2000
3
3
4
2001
3
3
0
2002
5
2
1
Total
11
8
5
Source: NJDOT Crash Records Database
The majority of pedestrian accidents in both Carneys Point and Penns Grove occurred along Route 130
and roads directly adjacent to Route 130. In particular, there were three pedestrian accidents at the
intersection of Route 130 and Main Street/ Route 48 and two accidents at the intersection of Route 130
and Willis Road. There were three accidents at the intersection of Broad Street (CR 607) and Main Street
(Route 48) in downtown Penns Grove. In the three year period from 2000 to 2002, the only pedestrian
fatality occurred on I-295 in Carneys Point.
In Pennsville, the majority of pedestrian accidents occurred along Route 49. Accident locations included
the Pennsville Shopping Center, the intersection of Route 49 and Union Street, and the Pennsville High
School parking lot.
June, 2005
39
VIII.
Transit Service
Existing Transit Network
NJ Transit bus routes represent the primary form of public transportation in Salem County. Figure 12
shows the bus routes that traverse the study corridor and the location of shelters. Route 402 is operated
directly by NJ Transit, while Route 423 and Route 468 are contracted out to the Salem County
Community Bus Service (SCOT). Following is a description of each alignment, including the specific
route through the study area corridor:
NJ Transit Route 402 is primarily a regional bus route running from Center City, Philadelphia
south through Camden to Pennsville. Within the study corridor, Route 402 enters Carneys Point
on Route 130 and then runs south along Broad Street (CR 607) through Penns Grove. The bus
makes a left onto Maple Street and then continues south through Carneys Point along Route 130.
After passing the I-295 interchange, the bus runs south along NJ 49 through Pennsville to its
terminus at the Ames Shopping Center. Route 402 has 60-minute headways on weekdays and
operates 4 buses per day on both Saturday and Sunday.
SCOT Route 423 is primarily a commuter route between the Route 130/49 Corridor and the
City of Wilmington. This route begins at the intersection of Route 130 and Main Street (CR 48)
in Penns Grove and circles through the borough using Sailor Street, Broad Street, and Maple
Avenue. Similar to Route 402, this bus continues south along Route 130/49 until it reaches the
Pennsville Shopping Center. Upon leaving the shopping center, the bus heads north on Route 49
and then merges onto I-295 and crosses the Delaware Memorial Bridge into the City of
Wilmington. On its loop through the downtown, Route 423 stops at both the Wilmington Rail
Station and Bus Terminal before crossing back into the study corridor and returning north to its
origin in Penns Grove. Route 423 operates four buses per day during weekdays which includes
two for the morning commute and two for the afternoon commute. Due to its primary role as a
commuter route, there is no weekend service.
SCOT Route 468 provides the greatest accessibility
and highest level of service through the 130/49
corridor. This route originates in Woodstown, Salem
County, and ends in Penns Grove. Specifically within
the study corridor, Route 468 enters Pennsville on
Route 49 and continues north to Carneys Point. Along
the way, this bus circles through the parking lots of the
three major shopping centers in Pennsville (Pennsville
Market, Ames Shopping Center, and Pennsville
Shopping Center). After passing through Deepwater on
Route 130 north, the route diverts to Route 140 east,
CR 551 north, and CR 618 north before returning to
Route 130 north. The bus then circles through Penns
Grove using Main Street and Broad Street before ending at the Sandy Ridge Apartments off of
Route 130.
Ridership Summary
SCOT provided monthly ridership totals and information for 1997-2004, along with average weekday and
Saturday totals. The ridership data is a combination of Routes 423 and 468; however, it was estimated
that Route 468 comprises 80-85% of the ridership. Ridership has been fairly steady at 170,000 yearly
riders over the last seven years, with the exception of a large increase in 2001. (Table 20) This increase
June, 2005
40
may have been due to a new connection with Route 402 or the unseasonably warm winter that occurred
that year. It was also estimated that weekday averages range from 600-750 passengers, while Saturday
averages range from 200-350 passengers. Although very few grade or high school students use these bus
routes to get to school, there are a significant number of college students using Route 468 for passage to
Salem Community College in Carneys Point and the Salem County Vo-Tech on Route 45.
Table 20: Ridership Summary for Routes 423 and 468, 1997-2004
Year
Total Ridership
Monthly Average
1997
1998
1999
2000
2001
2002
2003
168,568
168,448
173,443
170,785
191,337
172,361
175,851
14,047
14,047
14,454
14,232
15,945
14,363
14,654
Source: Salem County Community Bus Service
SCOT route fares are compatible with NJ Transit tickets/passes; however, SCOT only offers a three-zone
interstate for Route 423 and a three-zone intrastate for Route 468. Neither option would get a rider to
Philadelphia. Included in these numbers are approximately 5,000 tickets per month that Welfare Services
buys and distributes free to those in need.
Operations
The SCOT buses (Routes 423 and 468) re-fuel at the Salem County depot in Pilesgrove. Since this depot
is located along Route 468, it is convenient and thus does not present a cost or operational difficulty.
Traffic congestion within the study area also has an impact on bus operations. Route 468 regularly
encounters heavy traffic on Route 49 through Pennsville, especially between 2:00 and 5:00 PM. This
congestion can add roughly 15-20 minutes of delay to the schedule.
Bus Shelters
There are nine bus shelters in the study area. Currently,
there are no sidewalks in front of the bus shelter on
southbound Route 130 just north of the intersection with
Hollywood Avenue in Carneys Point. Similarly, the
shelter just south of Route 140 in the Deepwater section
of Pennsville does not have sidewalk access. Along
Route 49 in Pennsville between Lippincott Avenue and
Churchtown Road, there are bus shelters in each
direction without sidewalk access. Main Street at Broad
Street, Penns Grove is a high demand bus stop location
for the 402, 423 and 468 that does not have a bus
shelter. The Ames Shopping Center in Pennsville is at
the junction of the 401 and 468 Route services, and is
also without a shelter.
June, 2005
41
Bus Shelter
Route 402
Route 423
Route 468
Figure 12: Transit Routes
June, 2005
42
IX.
Project Purpose and Need
Six primary needs were identified for the Route 130/49 corridor. Most of these needs are inter-related or
even complementary. Coordination of the proposed recommendations will be necessary to create a
linkage between transportation, safety, and economic development improvements:
▪
Economic Development — The three municipalities within the corridor have experienced
little or no economic growth over the last decade, and when combined, have actually lost
population since 1990. Any improvements or alternatives arising from this study should support
economic growth in the desired Redevelopment Areas for consistency with the desires expressed
in the redevelopment plans for Carneys Point and Penns Grove.
▪
Promote Alternative Modes of Transportation — Missing or deficient stretches of
sidewalk throughout the corridor results in an incomplete sidewalk network, and discourages nonauto trip-making. This is especially significant in the more urban areas of the corridor, such as
Route 130 through Penns Grove and Deepwater or Route 49 through Pennsville. Sidewalk
improvements will help encourage non-auto trips and improve mobility for those who choose to
walk or use a bicycle. In certain locations, dedicated bike lanes are an appropriate investment to
encourage bicycle use.
▪
Roadway and Pedestrian Safety — Analysis of crash rate data, pedestrian accidents, and
accident clusters show that there are many locations throughout the corridor with unsafe
conditions, especially at signalized intersections. Safety in these locations should be addressed
and improved, whether through intersection improvements, sidewalk improvements, better
signage, or other means.
▪
Congestion Relief — Although automobile congestion is not a serious problem in this
corridor, there are specific locations where traffic conditions can cause delays. These locations
include intersections along Route 130 through Penns Grove and Carneys Point and intersections
along Route 49 through Pennsville. Access to Route 49 from intersecting side streets is a
reoccurring problem.
▪
Re-configure the “Triangle Area” — The confluence of I-295, the New Jersey Turnpike,
Route 130, Route 49 and Hook Road is the most important intersection in the corridor and
handles the greatest volume of traffic. This intersection also acts as the entrance into the
communities of Pennsville and Deepwater. In the long term, this intersection should be reconfigured to serve multiple purposes, including efficient flow of traffic, promoting
redevelopment along the major roadways, and serving as a gateway into the adjacent
communities.
▪
Smart Growth Objectives — “Smart Growth” is the term used to describe well-planned, wellmanaged growth that adds new homes and creates new jobs, while preserving open space,
farmland, and environmental resources. Smart Growth principles include mixed-use development,
walkable town centers and neighborhoods, mass transit accessibility, sustainable economic and
social development and preserved green space. In New Jersey, Smart Growth supports compact
development and redevelopment in recognized Centers, with existing infrastructure that serves
the economy, the community and the environment as outlined in the State Development and
Redevelopment Plan. All of Penns Grove and parts of Pennsville and Carneys Point are
recognized as regional Smart Growth Centers. Therefore, an objective of this study is to focus
new growth and encourage redevelopment within the urban portions of these municipalities.
June, 2005
43
X.
Proposed Improvements and Alternatives
The proposed improvements are summarized into six separate categories: Sidewalk System
Improvements, Transit Improvements, Intersection Operational Improvements, Regional Improvements,
Smart Growth Initiatives, and Other Initiatives.
Sidewalk Improvements
Land service roadways should have some type of walking facility out of the travelway. A separate
walkway is often preferable, but a roadway shoulder will also provide a safer pedestrian accommodation
than walking on the roadway. Sidewalks are considered warranted whenever the roadside and land
development conditions are such that pedestrians regularly move or will move along the highway. The
Route 130 corridor is generally deficient in pedestrian accommodation. A linear system of sidewalks is
not present in Penns Grove, the southern portion of Carneys Point and in Pennsville. Pedestrian
accommodation linking Route 130 and Route 49 in the area of I-295 is deficient.
Adjacent land uses consist of medium density residential, commercial and highway service, and schools.
The suburban corridor is economically stable and commercially vital. Pedestrians were observed traveling
throughout the developed portions of the corridor on routine field visits. Footpaths are present along the
highway border area indicating routine travel on grass or dirt. These conditions warrant improved
pedestrian accommodation.
There are numerous areas along Route 130, 49, and 48 where sidewalk should be added to complete the
pedestrian network. Along some segments, only a short length of proposed sidewalk would be needed to
“fill in the gaps.” These improvements generally fall into the “Phase I” designation, which implies a more
immediate need and greater user benefits. Phase II improvements generally provide either new sidewalk
at the fringe of the network, or connect relatively isolated sections of the network. The proposed sidewalk
program is shown in Figures 13 and 14.
The roadway right-of-ways vary by route and section. The presence of residential or commercial
activities, utilities, or other constraints will influence the potential NJDOT Pipeline assignment. The
presence of wetlands is also a potential concern along the corridor. Following is a description of where
sidewalk is needed along each of the major roads:
Route 130 — The addition of 2,800 feet of sidewalk on both sides of Route 130 between Willis
Road and Cypress Street would create a pedestrian connection between the dense residential
neighborhoods in Carneys Point and Penns Grove’s business district. Also, a short stretch of
sidewalk (200 feet) just south of the intersection with Main Street (Route 48) should be added in
both directions to complete the network around this intersection. North of Main Street, sidewalks
should be added on both sides of Route 130 up until the intersection with CR 607. Finally,
sidewalks should be extended on CR 618 south to the intersection with CR 629.
Route 48 — The addition of 3,800 feet of sidewalk along Route 48 eastbound between Torton
Street and East End Avenue would result in a continuous sidewalk network along Route 48 from
the Delaware River on the east side to East End Street on the west side (approximately 1.75
miles).
Route 49 — Currently, there is no pedestrian connection between the Deepwater section in
north Pennsville and the rest of Pennsville south of I-295. The addition of 4,100 feet of sidewalk
along Route 130 (starting at Route 140) and another 10,300 feet on Route 49 (ending at Benson
June, 2005
44
Bus Route
Municipal Boundary
Existing
Phase I
Phase II
Figure 13: Sidewalk Program, Penns Grove and Carneys Point
June, 2005
45
Bus Route
Municipal Boundary
Existing
Phase I
Phase II
Figure 14: Sidewalk Program, Pennsville
June, 2005
46
Road) would complete this connection. Through Pennsville, only 400 feet at the Main Street bend
would be needed to complete the network south to Fort Mott Road (CR 630). South of CR 630,
the land uses become primarily rural.
Hollywood Ave (CR618) — Approximately 6,500 feet of sidewalk on both sides of
Hollywood Avenue is proposed to connect the Salem County Community College campus with
the Route 130 system.
The total length of additional sidewalk needed is approximately 62,500 feet (12 miles), at an estimated
cost of $1,220,000. Because the total need for sidewalk improvements in the corridor is large, the
additional sidewalk is presented in two phases. A breakdown for each phase by roadway is shown in
Tables 21 and 22.
Table 21: Phase I Sidewalk Improvements
Route
Route 130
Route 49
Route 48
Total
Length
(feet)
14,900
17,700
300
32,900
Length
(miles)
2.8
3.4
0.1
6.3
$290,000
$345,000
$5,000
$640,000
Length (feet)
Length (miles)
Cost
8,000
11,600
3,500
6,500
29,600
1.5
2.2
0.7
1.2
5.6
$156,000
$226,000
$69,000
$127,000
$578,000
Cost
Table 22: Phase II Sidewalk Improvements
Route
Route 130
Route 49
Route 48
Hollywood Ave. (CR 618)
Total
Transit Improvements
Discussions between SJTPO and the Salem County Planning Board identified the Pureland Industrial
Complex and the eastern half of Salem County as areas in need of additional transit service. However, it
should be noted that a past route between Woodstown and Elmer was discontinued because it only
recovered 2% of its operating costs from fares. With respect to potential service or operational
improvements to the existing SCOT routes, it was indicated that both routes are already stretched thin and
have relatively few riders; thus, additional service would be difficult to justify or implement.
Improvements should be made to increase accessibility and safety at bus shelters throughout the Route
130/49 corridor. These improvements fall into two categories: ensuring adequate sidewalk access to
existing shelters, and adding new shelters in strategic locations. Safety and convenience is compromised
for transit users who are forced to walk in the street or along the grass to reach bus shelters. Likewise,
long distances between shelters can be a hardship in bad weather for those dependent on transit.
Currently, there are no sidewalks in front of the bus shelter on southbound Route 130 just north of the
intersection with Hollywood Avenue in Carneys Point. Similarly, the shelter just south of Route 140 in
June, 2005
47
the Deepwater section of Pennsville does not have sidewalk access. Along Route 49 in Pennsville
between Lippincott Avenue and Churchtown Road, there are bus shelters in each direction without
sidewalk access. Sidewalk installation at these locations should be an immediate priority among the
Phase 1 sidewalk improvements program.
In Penns Grove, new bus shelters should be considered at Main Street and Broad Street. The location is
high demand stop for Routes 402, 423, or 468. A permanent shelter or multi-use patron service area
designed into a building should be a consideration in the development of the Main Street Plan. In
Pennsville, new bus shelters should be placed in the Pennsville and Ames Shopping Centers. A shelter in
the vicinity of Hollywood Avenue to serve the Salem Community College is a candidate site. Route
modifications and new bus shelters should be considered to serve job access needs at the proposed
Riverwalk development at the Delaware River.
Intersection Operational Improvements
The following operational improvements are proposed to address geometric, safety and operational needs
in the study area. The concepts are consistent with growth expectations and designed to meet future
performance standards:
Route 49 and Hook Road (C551), Pennsville — This intersection is the convergence of two
primary through travel routes. Hook Road is an important alternative route through the study area.
Signage directs northbound traffic destined for the Delaware Memorial Bridge and the New Jersey
Turnpike onto Hook Road. The right turn lane from Route 49 to northbound Hook Road operates on
the same phase as Route 49. Right turn on red is permitted.
Commercial and residential land uses are clustered at the intersection. A regional shopping center
(Pennsville Market Place) housing Walmart and Super Fresh occupies the southwest edge of Route
49. A gasoline service station sits in the acute angle corner and residential units occupy the obtuse
corner along the northeast edge of Route 49. Driveways serving the service station and residential
units occur on Hook Road within the intersection. Conflicts with queued southbound vehicles occur
as vehicles enter the service station via left turns from the active single lane on northbound Hook
Road. Vehicle attempting left turns from the service station onto northbound Hook Road cross the
queued southbound lanes.
Signing should be installed to prohibit left turns into the station and onto Hook Road from the station.
If signage is not effective, application of a positive median treatment could be considered.
Route 49 and Main Street, Pennsville — This intersection is the historic downtown in
Pennsville. Pennsville’s previous City Hall building is located on Route 49 north of Main Street.
Main Street provides access to the Delaware River, Pennsville Park and commercial areas along the
river. The Delaware River waterfront is a potential site for expanded commercial and recreational
activity due to its historic use as a ferry depot and the existence of riparian lands.
The Main Street intersection is unsignalized and intersects Route 49 on a curve. Overhead flashing
yellow warning signals and chevron signage are in position caution vehicles and manage speeds on
the approach to the curve. Pittsfield Road intersects Route 49 north of Main and is one of the few
connecting routes to Hook Road. Pennsville recently completed a project to reconstruct Main Street
west of Route 49 and converted the roadway to one-way westbound away from Route 49.
June, 2005
48
A total of 14 crash events with six involving single vehicles leaving the roadway occurred in the Main
Street over the three period, 2001-2003. Managing speed, preventing crashes and improving access to
and from Route 49 are design objectives for this location.
Figure 15, next page, employs a roundabout concept as a potential alternative treatment to reduce
vehicle speeds and improve side street circulation. A roundabout is an unsignalized intersection
improvement that operates with yield on entry to vehicles in the roundabout.
June, 2005
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June, 2005
50
Figure 15: Route 49/Main Street Roundabout Concept, Pennsville
Route 49
Route 49 and South Road, Pennsville — The South Road intersection is signalized and is the
primary egress/access to the Acme Shopping Center / Pennsville Plaza. Route 49 north of the
intersection is approximately 32 feet wide for a short segment. The additional width is used for a
southbound right turn only lane into the shopping center. The center lane in both directions
accommodates offset left turning movements. The northbound approach is has two lanes, one left and
a shared through and right.
The accident pattern for the area around this intersection and Route 49 to the south is for a high
incidence of rear end and same direction side swipe, typical for segments with high left turn
occurrence and passing left turning vehicle on the right.
Re-striping the Route 49 approaches of the intersection to present a head-to-head left turn lane is
recommended as conceptually shown in Figure 16, next page, to reduce conflicts and delay.
June, 2005
51
Route 49
South Avenue
Figure 16: Route 49/South Road Restriping
June, 2005
52
Route 49, Hook Road (CR551) and Lippincott Avenue, Pennsville — This intersection is the
first signal on Route 49, and is immediately south of I-295, the New Jersey Turnpike and the connecting
roadway system with the Delaware Memorial Bridge. The intersection is 1,000 feet from the freeway and
involves the ramps off the Interstate. It has had a history of safety, access, geometric and operational
issues. The intersection was redesigned by NJDOT in 2001 which resulted in a 90% reduction of crashes.
Left turns into Lippincott Avenue were eliminated in the redesign in favor of isolating left turns only into
Hook Road.
Commercial land uses are clustered around the intersection. The west side of Route 49 has a variety
of uses (Hampton Inn, Cracker Barrel, McDonalds) targeted to serve the Interstate travel market. The
traffic signal facilitates access/egress to this side of Route 49. The absence of a left turn opportunity
from southbound Route 49 into Lippincott Avenue has been reported to affect access and
development of parcels in that quadrant of the intersection. Much of the surrounding land remains
underutilized.
The existing problems at this location are not easily remedied. Any improvements to the intersection
would need to consider land use policy, Interstate access, potential reconfiguration of major systems,
and integration of local street networks. There are significant wetland resources in the immediate area
that factor into development of conceptual improvements. This project would advance at NJDOT as a
Pipeline 2 assignment and study a variety of potential concepts. A modified diamond interchange
concept was developed for this study and is shown in Figure 17, next page. Features of this plan are:

Elimination of the ramp system serving the on and off movements on the south side of the
interchange to create separation from the interchange area and Lippincott Road signal.
Replacing the two ramps serving eastbound off and on for I-295 with a single diamond type
ramp to eliminate the current problematic merge and weave conditions and create a improved
connection and access to Hook Road.
Realigning Hook Road to converge at a new intersection with the realigning the on-ramp to
eastbound I-295 and off-ramp extension to Hook Road to disburse traffic and create improved
frontage and access opportunities for parcels in the southeast area.
June, 2005
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AN
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SJTPO
IN
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SOUTH
JE
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TR
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O
Existing Traffic Signal
Intersection Improvement
Existing Roadways
Proposed Concept Roadways and Network Linkages
Proposed Access Improvements
Ro
ut
e
49
Ro
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30
Ho
ok
Ro
ad
I-29
5
55
1
#"
Fig. 17: Route 49/Lippincott/Hook Road
The Route 130/49
Corridor Study
Proposed Improvements
and Alternatives
CR
Route 130, Route 140 and Plant Road, Carneys Point — This intersection serves as the
principal truck access to the Dupont Deepwater facility and a primary connection to I-295, truck
service areas and the New Jersey Turnpike. Trucks are 9% of the total AM peak traffic volume and 47% of the PM peak period volume. It has single lane approaches on all four legs. Although LOS is
acceptable under its current configuration, conflict and congestion occur from shared through and left
operations from a single lane. The presence of a high percentage of heavy duty trucks increases the
conflicts within the intersection. Same direction-rear end and side-swipe crash types dominate and are
indicative of single lane configurations.
The proposed short term improvement is to modify the existing lane striping to create a separate leftturn lane and a shared through-right on each approach. The area to the north of Route 140 and on both
sides of Route 130 is targeted for redevelopment by Carneys Point Township. This area is a candidate
for a mix of light industrial and commercial growth. Increased heavy truck and site traffic is
anticipated from development. The curb radii on the southeast and northeast corners do not permit
heavy truck turning without encroaching on the opposing side street lanes. The curb radii should be
increased in advance of the proposed development. Improvements shown in Figure 18 will result in
the LOS gain shown in the following table.
Table 23: LOS Comparison of Proposed Improvements:
Route 130, Route 140 and Plant Road
Route 130 and Route 140/ Plant Road
AM
LOS
Existing Conditions
Proposed Geometry
B
A
PM
Delay
(sec)
14.8
9.0
LOS
Delay (sec)
C
B
21.8
13.6
Route 140 and Interstate 295 Ramps, Carneys Point — Access to southbound I-295 from
eastbound Route 140 is provided by a left turn connection to a loop ramp serving westbound Route
140 access. A separate left turn lane is not provided, so left turns occur from the active through lane.
Because of this, eastbound vehicles will pass the left turning vehicle using the shoulder area. High
heavy truck volumes are present due to the desire to access the Interstate system and service facilities,
such as truck service depots.
Increased occurrence of rear-end and side-swipe accidents have occurred in the area of the on-ramp.
A separate left turn lane along eastbound Route 140 is recommended, as shown in Figure 19.
June, 2005
55
Plant Road
Route 130
Route 140
Figure 18: Route 130 and 140/Plant Road Re-striping
June, 2005
56
Route 140
I-295
Figure 19: Route 140 and I-295
June, 2005
57
Route 130, Hollywood Avenue (CR618) and Bianca Road, Carneys Point — Route 130 and
Hollywood Avenue form a three-legged intersection. Hollywood Avenue northbound projects tangent to
the northern leg of Route 130. Route 130 is an obtuse angle through the intersection, bending to the west
on the southern leg. The speed limit posting transitions from 50 mph to 35 mph south to north as vehicles
leave a rural environment and enter an urban setting. The intersection is unsignalized. Due to the
geometry, left turns from northbound Hollywood Avenue onto southbound Route 130 are not permitted.
Bianca Road intersects Route 130 at a stop controlled T-intersection approximately 250 feet north of
Hollywood Avenue. Hollywood Avenue is an important component in the local roadway system. It is one
of the four east – west roadways traversing I-295. It connects with CR 551 and CR601 to form a
supplementary and supporting regional network to Routes 130, 48 and 140.
Land uses along Hollywood Avenue include Salem Community College, a golf course and residential
neighborhoods. Hollywood Avenue serves as a primary access opportunity for residential and
commercial uses between Route 130 and CR601, and the area continues to grow. Salem Community
College is located on Hollywood Avenue between Route 130 and CR 551. Currently, the College
enrolls approximately 1,200 students each semester. In recent years, the College has adopted new
vision and mission statements, resulting in a comprehensive strategic plan. The plan has guided the
establishment of new degree and certificate programs, including glass art, computer graphic art and
process technology; the expansion of over $1 million in instructional technology; and the completion
of over $6 million in facility renovations and new construction. The result of these efforts has been
continued enrollment growth.
New residential developments have also been planned and approved with access to Bianca Road and
Hollywood Avenue. Hollywood Avenue is immediately north of the boundary for Carneys Point
Redevelopment Zone #2 and links Redevelopment Zones #1 and #3.
The existing geometry contributes to head-on type crashes. Approximately 40% of the events are
head-on type crashes. NDOT comparative statistics for total crashes at unsignalized intersections on
the state system for 2002 shows an average rate less than 2%. Injury crashes were approximately 20%
higher at this location than the state average for intersections.
Two typical concepts were developed and are shown in Figures 20 and 21. Figure 20 would remove
the southbound Route 130 movement onto Hollywood Avenue and realign and connect the roadway
at a tangent section of Route 130 south of its current location. The first concept would be current or
future signalization with proposed separation to allow for adequate sight distance considerations on
approach to the signal. Pedestrian accommodation in the area of Bianca Road is a factor. The second
concept, Figure 21 is a roundabout replacing the current three-legged intersection. This concept
would accommodate pedestrians where crossings occur, and also serve to calm traffic as vehicles
enter the developed portions of Carneys Point.
June, 2005
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Bianca
Hollywood Ave./CR 618
Route 130
Figure 20: Hollywood Avenue, Concept 1
June, 2005
59
Bianca
Route 130
Hollywood Ave./CR 618
Figure 21: Hollywood Avenue Roundabout, Concept 2
June, 2005
60
A traffic signal warrant was performed and the intersection satisfies warrants 1, 2, and 3. HCS analysis
was performed on the proposed realigned signalized condition and SIDRA was used to analyze the
roundabout.
Table 24: LOS Comparison of Improvement Options: Route 130 and Hollywood
Avenue
Route 130 & Hollywood Avenue
AM
Existing1
Signalized – Figure 20
Roundabout – Figure 21
PM
LOS
Delay
(sec)
LOS
Delay
(sec)
B
C
A
10.5
28.4
3.1
B
C
A
11.8
24.8
3.4
1
Existing values are for Hollywood Avenue Approach
Route 130 and Georgetown Road (CR629), Carneys Point — Georgetown Road is an
important east-west regional roadway that links CR551, CR601 and Route 130. The intersection with
Route 130 is in an urban environment surrounded by schools, churches, commercial uses, and
residential uses. Traffic control officers are present to assist school children crossings.
The Route 130 approaches operate as a single lane, while the Georgetown Road approaches are
striped for separate through-right and left turn lanes. Re-striping both Route 130 approaches to create
opposing left turn and through-right lanes is recommended to reduce conflict and delay. The revised
striping plan is shown in Figure 22.
June, 2005
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Georgetown Road/ CR 629
Route 130
Figure 22: Georgetown Road Re-striping
June, 2005
62
Route 130 and Maple Avenue (CR615), Penns Grove — Maple Avenue intersects Route 130
under stop and yield control on a curve. Painted and raised islands separate Maple Avenue side street lane
movements. The intersection performs adequately to terms of vehicle safety and processing. Islands and
lane separation encourage high speed merge conditions.
The posted speed on Route 130 in this area is 35 and 40 mph. However, Route 130 with a crosssection at this location of approximately 76 to 82 feet wide encourages higher vehicle operating
speeds. The open nature of the roadway section does not relate to the existing urban environment.
Pedestrian activity is heavy. The Penns Grove Middle School occupies the northwest corner and a
YMCA is in the southwest corner. The sidewalk system is incomplete and permanent traffic protected
crossings are not provided. A crossing guard is stationed near Iona Avenue to assist student crossings
of Route 130.
The intersection is a candidate for a roundabout treatment as shown in Figure 23 to address pedestrian
needs, reduce excessive vehicle speed through traffic calming and improve the urban environment.
The concept would fully accommodate pedestrians, with pedestrian crossing markings and island
refuge areas both in the roundabout and in elements of the roadway cross-section. The segments of
Route 130 and Maple Avenue extending from the roundabout would have typical sections as shown
in concept in Figure 24. The objective of the proposed improvement is to accommodate school
pedestrian activity and to promote traffic calming and slower traffic speeds.
June, 2005
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Route 130
Maple Ave./ CR 615
Route 130
Figure 23: Route 130/Maple Avenue Roundabout Concept
June, 2005
64
Figure 24: Route 130 Typical Section
Route 130 and Route 48 / Main Street (CR675), Penns Grove — The intersection is the
highway commercial center of Penns Grove. Main Street is the principal access to the downtown area
of Penns Grove and the planned mixed-use commercial Riverwalk project. Route 48 provides for
regional east-west access by linking Route 40 with Route 130, regional access through Interchange 4
of I-295 and local service to the regional high school and Carneys Point Township Building.
Under current relatively light traffic volumes, the intersection operates at a satisfactory LOS. The
geometric configuration is outdated. The three approaches for Main Street and Route 130 operate as a
single lane through and left with a separate right lane. Re-striping to create opposing left turn and
through-right lanes is recommended to reduce conflict and delay. The revised striping plan is shown
in Figure 25. Widening of the eastern Route 48 approach is necessary to accommodate the additional
westbound lane. Re-striping of Route 130 and Main Street (CR675) can precede any widening.
Three bike/pedestrian crashes have occurred at this intersection in the three period 2001-2003. The
cluster of crashes should be investigated.
The proposed lane modification would improve LOS over existing conditions.
June, 2005
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Main Street/ CR 675
Route 48
Route 130
Figure 25: East Main Street Re-striping
June, 2005
66
Table 25:
Route 130 and Route 48/Main Street
Existing Conditions
Proposed Geometry
Route 130 & Route 48 / East Main Street
AM
Delay
LOS
(sec)
B
14.8
B
11.4
PM
LOS
C
B
Delay
(sec)
34.6
11.1
Route 48 and CR551, Carneys Point — This unsignalized intersection is in a rural portion of
the study area east of I-295, and adjacent to the Conectiv Industrial Park. The two roadways cross at
an acute angle. The southwest and northeast corners form the most severe approach angles.
In consideration of future development and the desire for heavy duty truck access to the site from the
Interstate, the southwest corner radii should be enlarged to improve truck right turn maneuvering.
Regional Improvements
Triangle Area
The “Triangle Area” is generally known as the area surrounding the convergence of the New Jersey
Turnpike and I-295 as it approaches the Delaware Memorial Bridge. The area includes Routes 40, 49,
140, 130, CR540 and Hook Road (CR551) and the ramp system serving as access and egress to the
freeway system.
The incremental building of the freeway system, beginning with New Jersey Turnpike and later I-295, has
had the effect of altering the connectivity and fabric of the local roadway network. In some cases –
CR551 and Route 40 are examples — elements of the local roadway system have been absorbed into the
freeway network. To complicate matters, the many ramp connections present a confusing set of options
for local and regional travelers attempting to interchange with the freeway elements of the network.
From a community perspective, the “Triangle Area” as it performs today has created a phenomenon of
isolation, disconnectedness, and unserviced areas. The economic development normally stimulated by
Interstate access and its location as a portal to the State has not been realized. The present road system
has been, in reality, a detriment to potential economic development.
The development of improvement concepts had three primary objectives:

Reconnect the system of roadways supporting local circulation — The basis of this
objective is to reconnect a local network surrounding the interchange so that it operates
independently from the freeway system. Shadows of the pre-Interstate configuration are visible
and provide a partial template for a potential new framework. Concepts were identified which in
essence build a local roadway grid around the Interstates by extending the present day grid.
June, 2005
67
The concept illustrated in Figure 26 has three primary features:

An extension of Route 40 from CR540 to Hook Road and CR551. Uplands appear to be
present within the possible alignment.

CR551 on separate alignment from the Interstate ramp system. It aligns CR540 with the
northern leg of CR551 and re-aligns and extends Route 140 parallel to the NJTP.

A Route 40 extension is the preferred first phase in either scheme as it solves a problematic
regional network condition.
Route 140 is the only east-west roadway opportunity between Route 48 in the north and Salem City
in the south. All traffic becomes focused into the CR551 and Route 140 interchange area. It would
provide relief to the congested Route 140, I-295 and CR551 area and improve regional east west
access circulation.

Simplify and reduce the footprint of the ramps system — The clover leaf layout of the
existing interchanges consumes a tremendous amount of land, and affects economic development
by presenting challenges to create access to land parcels in and around the interchange area. A
signalized diamond design is proposed at Route 140 and I-295, CR540 and the New Jersey
Turnpike and I-295 and Routes 49/130.

Provide for access to potential local redevelopment areas by extending roadways
—An extension to CR551 between Route 130 and I-295 would open access to Carneys Point and
targeted Redevelopment Zone 2, provide network linkage through the parcel to intersect with
Route 130 and tie into the potential Deepwater site (Redevelopment Zone 1). An additional
concept roadway intersecting with CR551 and Route 140 would serve as access to
Redevelopment Zone 3.
June, 2005
68
TR
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IN
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SJTPO
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SOUTH
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Intersection Improvement
Existing Roadway
R
ou
te
49
Ro
ut
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30
H
oo
kR
o
ad
CR
551
R
ou
te
14
0
CR
54
95
0
New
$'
Fig. 26: Triangle Area Circulation Plan
The Route 130/49
Corridor Study
pike
urn
ey T
40
Jers
Route
and Alternatives
I-2
Smart Growth Initiatives
This group of projects addresses the mobility and safety needs while supporting the redevelopment and
smart growth objectives established for the corridor.

Main Street (CR675), Penns Grove — The Riverwalk project and Main Street are important
assets in the redevelopment of Penns Grove. Stakeholder interviews universally identified the
Riverwalk project to be the most significant economic stimulus to energize the redevelopment of
Penns Grove and Main Street. The
Riverwalk project is located on the
Delaware River and is expected to
include a hotel, restaurants, and 30 to
40 shops clustered on 14 acres along
the southern edge of Main Street and
north of Railroad Avenue.
Redevelopment of the historic pier
would add an additional 12 acres with
the potential for a State of Delawarebased casino operation or possible tall
ships attraction.
Penns Grove Borough is supporting
the Riverwalk project with grant
monies to build the boardwalk
component of the project along the
river’s edge. Penns Grove’s objectives
for Main Street are to retain and build
upon its historic context and re-create
a vibrant downtown, with a mix of
commercial, civic and residential
activities. Main Street retains many of
the historic residential, civic and
commercial buildings of its past. The
100% historic corner was the
intersection of Broad Street and Main
Street. Today, buildings with historic
character occupy three of the corners.
Penns Grove’s 100% corner at the intersection of Broad
and Main Streets
Main Street is approximately 2,700
feet in length from Route 130/Virginia
Avenue to the Delaware River, with two travel lanes and parking lanes along its length. The
Route 130 and Main Street intersection is the 100% highway commercial center of Penns Grove
today. A retail food shopping center, pharmacy, gasoline service center and restaurant occupy the
four corners. Between Virginia Avenue and Broad Street is a mix of uses ranging from storefront
churches to used car sales and service. The area is interspersed with vacant parcels and
underutilized commercial space. The Broad Street intersection is the historic center of town and
commercial activity and is the eastern boundary of the potential historic district extending to the
Delaware River.
June, 2005
70
A schematic plan for Main Street, Penns Grove was created to address in concept the
transportation needs and economic development and redevelopment objectives of the community.
(Figure 27) Streetscape improvements, pedestrian accommodation, on – street and off – street
parking, in-fill land uses, building design standards and orientation, and traffic circulation were
design elements incorporated in the creation of a “Main Street” environment.
Figure 27: Main Street Plan
June, 2005
71
Phase I Recommended Activities
1.
Devise and implement a Main Street Plan
The Main Street plan should include a pedestrian and parking component. Pedestrian
elements — continuous and functional sidewalks and protected pedestrian crossings
— should be provided and sufficient on and off street parking located and sized for
demand should be planned. A typical roadway model cross section is shown in
Figure 28. A candidate off street parking plan is shown in Figure 29.
Figure 28: Main Street, Cross Section
Figure 29: Candidate Off-Street Parking Locations
June, 2005
72

2.
Main Street should be the focus of civic activity that could include parades and the
venue for other special community events. An organization should be established to
manage and sponsor the regular creation and scheduling of community events
entertained on Main Street. “Main Street” designation by the NJ Department of
Community Affairs should be a goal of the organization. The Penns Grove
Redevelopment Authority could be the sponsor of the “Main Street” organization.
Adopt market-savvy zoning
Current zoning allows for commercial use for the entire length of Main Street. The
mass of commercial zoned land exceeds the expected need for commercial service
industry for the area. The distributed pattern of commercial zoning sustains marginal
uses, leads to the sporadic development of isolated parcels and hampers the
conversion of vacant parcels into productive use. The commercial areas should be
focused into three primary areas – Riverwalk, Broad and Main Streets and the
Virginia Avenue intersection (Figure 30). The areas between commercial nodes
could be targeted for development of housing, social/community and recreational
uses. A comprehensive land use plan should be developed for the corridor.

3.
Figure 30: Penns Grove Commercial
Areas
Develop the street network
The Penns Grove street network evolved from its earliest times to serve the mobility
needs of the community. The railroad has in some areas bisected the network.
Reconnecting roadway segments or establishing new linkage should be investigated
to serve current circulation needs.
The Riverwalk project offers a unique opportunity to establish an urban network
were it previously did not exist and form the road fabric of a downtown area. Figure
31 shows a modification to the existing Riverwalk plan and a potential connected
street system integrating the project into the Downtown by providing connections
between Main Street and Railroad Avenue. The project should take full advantage of
the adjacent road system (Railroad Avenue) for access and egress in order to spread
June, 2005
73
and diffuse traffic. The areas to the north of Main Street are primarily residential and
should not be included in the principal circulation requirements necessary to serve
Riverwalk.
Main Street
Railroad Avenue
Figure 31: Street Network

Figure 32, below, advances the project plan to include two future parking structures
and a development patterns oriented to the street.
Main Street
Parking
Structure
Parking
Structure
Railroad Avenue
Figure 32: Candidate Future Structured Parking Locations
June, 2005
74
4.
Adopt context-sensitive codes
Codes should be adopted to protect and sustain the traditional context of the
downtown and Main Street environment. Infill conducive to the historic character
should be established through design standards. Suburban site plans disrupt the urban
building line, introducing excessive driveways and conflicts with pedestrians. A
zoning code specific to the Main Street corridor should be developed with attention
to:
historic preservation
scale and massing
building placement
architecture

Phase I Recommended Activities
Phase II recommended activity is advancing design and construction of the streetscape,
pedestrian and parking project for the length of Main Street. The design effort should
follow and adopt the Main Street design and functional elements established in the Phase
I activities.

Pennsville Town Center Street Plan, Route 49
A conceptual Town Center Plan for the area around the Pennsville Shopping Center is shown in
Figure 33. Additional roadways are added parallel to Route 49 to create a denser north-south
linear grid pattern. East-west side streets (e.g. North, South, Heron) are extended to intersect with
the new north-south roadways. The grid system creates developable blocks. The orientation of
infill development is toward the street edge. Existing buildings in some cases could be modified
to adapt to the block front and dense system of roads.
June, 2005
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Figure 33: PennsvilleTown Center Street Plan
Route 49
June, 2005
76

Route 130 Street Plan, Penns Grove and Carneys Point
Route 130 from Hollywood Road to just south of Maple Avenue is generally considered Carneys
Point’s “Main Street” or downtown area. Figure 34 shows a potential typical cross section
including parking, pedestrian and landscape elements for the segment of Route 130 from the
vicinity of Hollywood Avenue to Maple Avenue.
Figure 34: Proposed Typical Section, Carneys Point Main Street
Figure 35 shows a potential wider typical cross section for Route 130 in Penns Grove and the
balance of the route within the northern portion of Carneys Point. In addition to the physical
design elements of the “Street Plan”, a corridor land use plan should be developed as a
companion to this project that address land use, zoning, site zoning and parking regulations,
pedestrian and bicycle circulation and accommodation, driveway management and access control
and serve as a mechanism to prioritize and phase the programming.
Figure 35: Proposed Typical Section for Route 130,
Penns Grove and Carneys Point
June, 2005
77
Pennsville Circulation Plan
Route 49 and Hook Road are the primary north-south roadways serving Pennsville. Route 49
corridor is in the residential and commercial core area of Pennsville. Intersecting side streets and
driveways are frequent along most of the northern segment. Side street delay is prevalent where
the typical main line two-way traffic is sufficiently dense enough to inhibit left turns entering the
traffic stream on a routine basis. Summer season traffic to the shore areas increase side street
access difficultly and delay. Hook Road is in a primarily rural setting and is an efficient northsouth route. Approximately 37% of the seasonal traffic uses Hook Road as an alternate to Route
49. Shore Point destinations signing should advise the use of Hook Road at the foot of the
Delaware Memorial Bridge.
Congestion relief, accessibility, safety and capacity increases are important objectives supporting
economic growth in Pennsville. Strategies that provide major increases in capacity to Route 49,
would require additional right of way, have significant impacts to existing land uses, and have
unwanted affects on the character of the area. Therefore, major increases in capacity for Route 49
are not appropriate solutions. Enhancing the network through the addition of new supplemental
links to provide alternative route choices and opportunities will spread and diffuse traffic, is more
compatible with local context, and supports local goals. The following strategies are
recommended to improve traffic circulation:

Signing — Approximately 37% of the seasonal traffic uses Hook Road as an alternate to Route
49. Shore Point destinations signing should prominently advise the use of Hook Road at the foot
of the Delaware Memorial Bridge to maximize the peak period through traffic diversion to Hook
Road. Intelligent traffic signing (ITS) systems including Variable Message Signing (VMS) could
dynamically advise travelers of congested periods and events and present messages advising
Hook Road as the preferred route opportunity. The system could be fully mechanized. Monitoring
traffic volumes on Route 49 or the ramp from I-295 to Route 49 could initiate alternative signing.
This type of signing strategy has the advantage of not establishing a permanent signing regime
that may be objectionable to the business community of Pennsville.

Local Network — Enhance the local road network to create alternative connecting routes off of
Route 49. In many areas of Pennsville a dense grid pattern network is in place that provides route
choices parallel to Route 49 and offers different locations to enter and cross the highway. In other
areas connecting systems offer little choice but to use Route 49 for all travel. A system of
collector roadways that support north-south travel and focus traffic to candidate signal locations
should be created. Particular attention should be directed to areas of potential future development
in the northern and southern portions of Pennsville.

Signalization — Increase the traffic signal density on Route 49. Additional signals at approved
locations would increase side street access and circulation and improve pedestrian crossing
opportunities. NJDOT standards regulate the warrant and spacing of traffic signals on Route 49.

Access Management — Link driveway and parking areas to permit movement between
businesses via cross connecting or lateral driveways or municipal streets.
Figures 36 and 37 show conceptual plans of connecting streets and intersecting roadways. As wetlands
and other constraints are significant concerns in the area, studies to identify environmental resources,
alternative alignments and project feasibility are necessary to establish specific alignments. The concept
plan is intended to show where opportunities might be advanced.
June, 2005
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SJTPO
IN
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Candidate Signal Location
Route 49
Existing Roadways
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Fig. 36: Pennsville Area Plan Par t 1 Nor th
The Route 130/49
Corridor Study
and Alternatives
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SJTPO
IN
G
TION
ZA
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SOUTH
JE
RS
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Candidate Signal Location
Route 49
Existing Roadways
Mahoney
Corson
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Win
Laura Glen
ute
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Sinn
49
icks
on
Hook
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e
Road
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Fig. 37: Pennsville Area Plan Par t 2 South
The Route 130/49
Corridor Study
and Alternatives
Go
Key features of the plan are:

Create a roadway network that supports and serves access to Route 49 — Creating
a parallel roadway connection on the western edge of Route 49 from the intersection of
Lippincott Avenue to Brandrift Avenue. Portion of the roadway would occur as streets and in
other areas cross easements through parking areas would provide connectivity. A parallel
roadway on the eastern edge of Route 49 connecting Union Avenue to Oliver Avenue should be
considered which would provide access to the signal at Oliver and Jenkins Avenues. Union
Avenue at the southern end of both eastern and western access road treatments would be a
candidate for future signalization to serve the concentrated demand for access to Route 49.

Create a grid network of roadway in the Churchtown Road, Hook Road, I-295 and
Route 49 quadrant that can support future development — A system of local connector
roads should be developed which links Churchtown Road with Hook Road in the north-south
direction and possible extension of Orchard Road in an east-west direction potentially connecting
Hook Road and Route 49 at a candidate signal location that includes Church Landing Road.
Other segments of the network — Kent Road, Lippincott Road, King and Leap Avenues —
would supplement and infill the system.
Extend Wingate Road across East Pittsfield Road to connect with Route 49 —
Wingate is a north-south roadway between Route 49 and Hook Road and the extension would
create needed additional capacity. Union and Glenwood Avenues should connect to the Wingate
Avenue extension. South of East Pittsfield Road Wingate could connect to William Penn Road at
another potential candidate signal location on Route 49. A signal at this location also provides
improved access to the underutilized Caldor Shopping Center and may improve the
redevelopment potential of the site.
Create a grid network of roadway in the Mahoney Road, Hook Road, Fort Mott
(CR630), Goose Road and Route 49 southern quadrant that can support future
development — The objective similar to the other areas is to provide network that reduces the
dependence on Route 49 alone for inter-municipal travel. Figure 37 shows a sample roadway grid
that provides two parallel north-south alternative roadways to Route 49 and creates two additional
east–west connections between Route 49 and Hook Road. The scheme also reconnects the
Laura’s Glen neighborhood to the adjoining network and obviates its total dependence on Route
49.
Other Initiatives
ITS/VMS Travel Advisory
Travel advisory signing should prominently advise the use of Hook Road at the foot of the Delaware
Memorial Bridge to maximize the peak period through traffic diversion to Hook Road. Intelligent traffic
signing (ITS) systems including Variable Message Signing (VMS) could dynamically advise travelers of
congested periods and events and present messages advising Hook Road as the preferred route
opportunity. The system could be fully mechanized. Monitoring traffic volumes on Route 49 or the ramp
from I-295 to Route 49 could initiate alternative advisory signing.
Regional Ferry System Planning
The Riverwalk Project in Penns Grove and the Riverview Park and Main Street area of Pennsville are
important resources for redevelopment focused on the Delaware River. The Riverwalk project and
June, 2005
81
Riverview Park include recreational, retail and entertainment activities and are potential tourist-based
destinations. Access to these destinations via expanded ferry service connections to the DRBA operated
system or a service oriented to the development along the Gloucester County Delaware River shore,
Camden waterfront and Penns Landing in Philadelphia could have the potential to be an economic
benefit. At the appropriate time Salem County and the SJTPO with participation by DRBA, should
initiate study of the potential for expanded ferry service.
Regional Bike / Pedestrian Circulation Plan and Suitability Maps
Salem County should prepare develop a Bicycle Plan to include State Routes 40, 48, 49 and 130 and CRs
540, 551 and 630 to provide a system of regional bicycle routes. Local systems should also be developed
the provide access to important local commercial, historic, natural and recreational uses. Routes should
include ferries routes as points of departure and legs of the route. Various themes could be developed to
attract eco-tourism market. Stakeholders would like to see bicycle system planning take advantage of the
Delaware River as a potential parallel travel corridor.
The townships should develop programs to require sidewalks on all but the Interstate systems as
appropriate to facilitate walking.
Recreational / Tourist Signage Update
A comprehensive signage program should be developed that captures the important Salem County area
natural and historic resources and destinations. Redevelopment at historic ferry depot could be eligible
for the Coastal Heritage Trail system.
Desirable Typical Section Update
The NJDOT State Highway Access Management Code, Administrative Code Title 16, Chapter 47,
establishes by code a “Desirable Typical Section” (DTS) for every segment of the State highway system.
The DTS is the Department’s long range plan for highway configuration and is used to determine level of
service thresholds for access applications. Route 130’s DTS is established at four lanes for its entire
length throughout Carneys Point and Penn Grove. A four lane Route 130 highway is inconsistent with the
traffic demand expectations and incompatible with local context and traffic management objectives.
Drainage Management System Update
Potential drainage problems were identified through stakeholder interviews and investigation of crash
data. Through this process, four potential adverse drainage conditions were identified:
Route 130 and Maple Avenue, Penns Grove, M.P. 3.20
Route 130 in the vicinity of Route 48, Penns Grove, M.P. 3.66
Route 130 in the vicinity of CR 641, Pittman Landing Road, M.P. 4.09
Route 48 north of Route 130 in the vicinity of Gillison Avenue, Penns Grove, M.P. 0.10
June, 2005
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XI.
Implementation Plan
The matrix on the next page, Table 26, summarizes the recommendations of this study. Each
recommendation is assigned to a lead agency that would be responsible for advancing the project.
Cooperating groups or funding agencies are identified as having a supporting role.
Preliminary Pipeline assignments have been made for all NJDOT lead projects. Each project has been
assigned one of three categories of timeframe assignment: I – Immediate, M – Mid -term or L – Long term. Order of magnitude cost estimates are based on concept level project scoping and do not include
Right of Way or complex utility work.
June, 2005
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Table 26: Improvements Action Plan -- See Selected Graphics (11 x 17)
June, 2005
84
Appendix A: Chronology of Project Meetings
The following meetings were held during the course of the study:
Date:

March 16, 2004
May 17, 2004
June 23, 2004
September 15, 2004
September 22, 2004
November 10 and 11, 2004
November 15, 2004
December 14 and 15, 2004
December 16, 2004
February 1 and 2, 2005

February 2, 2005
February 14, 2005
February 16, 2005
March 4, 2005

April 26, 2005
May 17, 2005
May 24, 2005

May 31, 2005
With:
Working Group Kick-off
Public Meeting #1
Mayors’ Meeting (Pennsville, Penns Grove, Carneys Point)
Working Group Meeting #2
Pennsville Economic Development Commission
Field View/Working Group Meeting #3
Focus Group Meetings
Salem County Engineer
Penns Grove Main Street Plan Development
Charrette/Focus Group
Presentation to Penns Grove Council
Presentation to Penns Grove Planning Board
Coordination Meeting with NJ Department of Community
Affairs, Office of Smart Growth and Penns Grove
Working Group #6
Presentation to Carneys Point Mayor Mack Lake
Presentation to Pennsville Mayor Rick Barnhardt and Deputy
Mayor Bernie Sennstrom
Public Meeting #2
June, 2005
85
Chafin
Barnhart
Sennstrom, II
Dalessio
Gant
Rodriquez
Kearns
Don
Rick
Bernard
Cynthia
Edward
David
George
Jennifer
Jim
James
Carl
Joe
David
Sherri
Ron
James
Mike
Rebecca B.
Sgt.
Honorable
Mr.
Ms.
Mr.
Mr.
Ms.
Mr.
Mr.
Mr.
Mr.
Ms.
Mr.
Mr.
Mr.
Ms.
Reeves
Purchase
Jones
Scull
Waddington
Wentzell
Federici
Young
Hinchman
Rukenstein
Waddington
Gonnella-Rosata
Scarpa
Petersack
Maiman
Buente
Washington
Williams
Garriety
Vanderslice
Anna Marie
Joe
Mr.
John
Mr.
Allan
Mr.
Stephen
Honorable John
Ms.
Sharon
Mr.
Bruce
Mr.
Robert
Last Name
Ms.
First Name
Heinbaugh
Franceschini
Patrus
Lake, III
Hamm
Mr.
Carneys Point Fire Dept. & Rescue Squad
Carneys Point Planning Board
Carneys Point Township Government
Carneys Point Township Government
(Mack)
Conference of Minority Transportation Officials (NJT)
Deepwater Fire Department, Station 7
Delaware River & Bay Bridge Authority (DRBA)
Legends Properties
New Jersey DOT
New Jersey Transit - Bus Service Planning
New Jersey Turnpike Authority
Penns Grove Borough Government
Penns Grove Borough Government
Penns Grove Borough Redevelopment Commission
Pennsville Economic Development Commission
Pennsville Fire and Rescue Co. 1
Pennsville Police Department
Pennsville Township Government
Pennsville Township Historical Society
Puetro Rican Action Committee (PRAC)
River Walk
Salem County Board of Social Services
Salem County Chamber of Commerce
Salem County Community Bus Service (SCOT)
Salem County Department of Economic Development
Salem County Department of Emergency Services
Salem County Engineers Office
Salem County Historical Society
Salem County Office on Aging
Salem County Planning Board
Salem County Special Committee on Economic Development
South Jersey Port Corporation
South Jersey Transp. Planning Organization (SJTPO)
United Way of Salem County
Thomas
Nick
Ms.
Janine
Honorable John M.
Mr.
Larry
Title
Organization
Port of Salem
Planning Director
County Engineer
Executive Director
Executive Director
Supervisor
Director
Mayor of Pennsville
Deputy Mayor
Clerk
President
Executive Director
Chairman
Mayor of Penns Grove
Clerk
Service Planning
Chief
Chairman
Clerk
Mayor of Carneys Point
Position
2nd & Beckett Streets
1173 E. Landis Avenue
P.O. Box 127
Camden
Vineland
Salem
Salem
Salem
Titusville
Penns Grove
Carneys Point
Pennsville
Salem
Woodstown
147 S. Virginia Avenue
91 S Virginia Ave
350 East Pittsfield Street
98 Market Street
135 Cemetery Road
Federici &Akins
79-83 Market Street
98 Market Street
407 Pennington-Titusville Road, P.O. Box 1
Trenton
Camden
New Brunswick
Penns Grove
Penns Grove
Penns Grove
1035 Parkway Avenue
350 Newton Ave
P.O. Box 1121
West Main & State Streets, P.O. Box 527
West Main & State Streets, P.O. Box 527
249 South Broad St
Pennsville
Pennsville
Pennsville
Pennsville
Pennsville
Pennsville
Penns Grove
Carneys Point
Carneys Point
Newark
Deepwater
New Castle
303 Harding Highway
303 Harding Highway
1 Penn Plaza East, 2nd Floor
545 North Broadway
P.O.Box 71
91 First Street
90 N. Broadway
Lenape Dr.
9 Parkwood Road
90 North Broadway
86 Church Landing Road
114 E. Main Streeet, P O Box 444
Carneys Point
City
258 D Street
Street Address
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
NJ
DE
NJ
State
08103
08360
08079
08079
08079
08560
08069
08069-1765
08070
08079
08098-9455
08070
08070
08070
08070
08070
08070
08069
08625
08103
08903
08069
08069
08069
08069
08069
07105
08023
19720
08069
Zip
856-678-3089 x535
856-935-6258
856-678-4863
856-678-3089 x124
856-678-4453
856-299-5800
610-960-5511 ©
856-299-7200
856-299-6699
856-678-8777
(856) 339-8615
856-769-3500
856-589-1400
856-935-5004
856-935-7510
609-730-8138
856-935-7510, 8532
856-757-4969
856-794-1941
856-935-2358
856-299-0070, x-147
856-299-4509
973-491-8068
(856) 299-6077
302-571-6408
856-231-1010 x108
609-530-2858
856-968-3826
732-247-0900
856-299-9390
856-299-0098
856-299-3966
856-678-6006
856-299-2276
Phone Number
856-339-9546
609-730-8139
356-935-8596
856-757-4903
856-794-2549
856-678-7160
(856) 935-8596
856-299-3276
856-678-9428
856-968-3907
732-247-4420
856-299-3411
856-299-3411
302-571-6391
856-299-1983
856-299-1983
Fax Number
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
Email
Appendix B -- See Selected Graphics (11 x 17)
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Appendix C: Project Surveys
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Appendix C -- See Selected Graphics (11 x 17)
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Appendix D: Public Meetings
Summary of Public Information Centers
May 17, 2004
The first public working group meeting was held on May 17, 2004 at Penns Grove Borough Hall to
introduce the project team, describe the project development process and schedule, and provide an
opportunity for the public to ask questions. Prior to the meeting, a mailing list was constructed of
stakeholders that included officials from the involved municipalities, Environmental Justice advocacy
groups, local chambers of commerce, police and fire departments. Everyone on this mailing list received
an invitation to the meeting. Additional notices about the meeting were posted at public buildings, on the
SJTPO web site, and in Today’s Sunbeam.
A table was set up in the back of the meeting room to distribute questionnaires, agendas, and record signins. Displays in the back of the room showed various corridor characteristics superimposed on aerials of
the study area. An informal approach was taken for the meeting, with members of the project team seated
around a table, and public attendees seated directly in front of the table. Questions and comments were
received throughout the presentation. After the presentation concluded, the project team was available to
discuss the project and answer additional questions until approximately 8:30 p.m.
The questionnaire was designed to gather general quality-of-life information from the attendees, as well
as transportation problems and trends within the corridor. A total of one questionnaire was returned
during the meeting.
May 31, 2005
The second Public Information Center was held on Tuesday, May 31, 2005, 5 pm-8 pm, at the Pennsville
Hampton Inn to provide an opportunity for the interested citizens of Carney’s Point, Pennsville and Penns
Grove to view the conclusions and recommendations outlined in the Draft Plan. The public’s comments
were gathered for consideration in the Final Report.
Project team participants at the Information Center were Mike Reeves, Project Manager, SJTPO, Erika
Rush, V.P. Planning, David Cox, Project Manager, and John Federico of Urban Engineers; and Linda
McDonald, Transportation Marketing Strategies, LLC.
Community participation, ideas and suggestions proved invaluable in developing the Draft Plan which
potentially can improve and benefit the quality of life for the residents. The study findings received
unanimous and enthusiastic support from the Mayors and respective economic development
commissions.
Public notice of the PIC was handled in the following manner:
• A press release was issued by SJTPO
• A notice was placed in the local Sunbeam Newspaper,
• A notice was placed on the SJTPO website.
• A notice was placed on the Salem County website,
• Individual notices were sent via email or fax to the Mayors, Puerto Rican Action Committee,
Penns Grove Redevelopment Commission, Pennsville Economic Development Commission,
Salem County Department of Economic Development, Carneys Point Planning Board, Salem
June, 2005
91
•
County Historical Society and Salem County Chamber of Commerce, Legend Properties and
Riverwalk Development.
Notices were provided to the Mayors of Carneys Point and Pennsville
The meeting format was an informal setting, providing attendees the ability to view the graphic and text
displays illustrating the various recommendations and corresponding summary action plan. Team
members offered answers or clarification to the attendees as they studied the display. Also, included was a
graphic illustration of the New Jersey Department of Transportation’s capital project budget,
development, and planning and implementation process.
Attendees were asked to sign in and offer written comments on forms provided.
Seven individuals attended, representing citizens as well as business, local government and the New
Jersey Office of Smart Growth regional representative, James Ruggieri. All were highly complimentary
and supportive of the comprehensive approach and practical recommendations outline in the Action Plan.
The meeting concluded at 8 p.m.
June, 2005
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Appendix E: Project GIS Data
The following information was created during the course of the study and provided on CD to SJTPO:
GIS Map Files
Phase I:
EJ–Age.mxd
EJ–Minority.mxd
EJ–Poverty.mxd
Questionnaire.mxd
Phase II:
Penns Grove Crash Rates.mxd
Pennsville Crash Rates.mxd
Penns Grove Sidewalks.mxd
Pennsville Sidewalks.mxd
Redevelopment Areas.mxd
Study Area Basemap.mxd
Study Area Bus Routes.mxd
Study Area CMS-VMT.mxd
Study Area PMS.mxd
Study Area Road Geometry.mxd
GIS Shapefiles/Layers
The following GIS layers were created specifically for this project and are utilized in the abovementioned map files:
Crash_Rates.shp
Pedestrian_Accidents.shp
Road_Geometry.shp
Signalized_Intersections.shp
Existing_Sidewalks.shp
Priority1_Sidewalks.shp
Street_Names.shp
Redevelopment.shp
Pavement_03.shp
VMT.shp
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